Isso variará de avião para plano, dependendo do projeto, e o melhor método a ser usado para um determinado avião seria listado nos procedimentos de saída do motor no POH / AFM.
Quando os fabricantes testam os aviões em vôo, eles experimentam várias combinações e informam o melhor para que você possa obter o melhor desempenho do avião em uma situação potencialmente perigosa. Voe seu avião particular pelo livro para garantir que o avião faça o que o POH diz que ele fará .
Exemplos:
O Seminole POH diz:
Trim the aircraft as required and maintain a 3° to 5° bank toward the
operating engine. The balI wiII be 1/2 to 3/4 out for minimum drag.
O Diamond Twin Star POH diz:
Establish minimum / zero sideslip condition (approx. half ball towards good engine; 3° to 5° bank).
O Cessna 441 POH diz:
The one engine inoperative best rate-of-climb speed at various altitudes
is shown in Section 5. Best single-engine climb is attained with the wings
banked approximately 3° to 4° and with a 2/3 to 3/4 ball slip into the
operative engine when the airplane is at low airspeed and heavy weight. As
airspeed increases and/or airplane weight is significantly reduced, the 2/3
to 3/4 ball slip becomes less important.
Estou vendo uma tendência aqui entre os gêmeos claros. : -)
Por outro lado, nos jatos que voei, somos ensinados a manter as asas niveladas e centralizar a bola com o leme:
Aqui está o que o Lear 60 AFM diz:
Use rudder pedal force as necessary to maintain slip/skid indicator centered.
O Falcon 50 AFM não menciona nada.
Este não é o caso de todos os jatos. O Manual de Treinamento de Tripulação de Voo do A320 diz:
ENGINE FAILURE
In flight, if an engine failure occurs, and no input is applied on the
sidestick, lateral normal law controls the natural tendency of the
aircraft to roll and yaw. If no input is applied on the sidestick, the
aircraft will reach an approximate 5 ˚ constant bank angle, a constant
sideslip, and a slowly-diverging heading rate. The lateral behavior of
aircraft is safe.
However, the PF is best suited to adapt the lateral trimming
technique, when necessary. From a performance standpoint, the most
effective flying technique, in the event of an engine failure at
takeoff, is to fly a constant heading with roll surfaces retracted.
This technique dictates the amount of rudder that is required, and the
resulting residual sideslip.
As a result, to indicate the amount of rudder that is required to
correctly fly with an engine-out at takeoff, the measured sideslip
index is shifted on the PFD by the computed, residual-sideslip value.
This index appears in blue, instead of in yellow, and is referred to
as the beta target. If the rudder pedal is pressed to center the beta
target index, the PF will fly with the residual slip, as required by
the engine-out condition. Therefore, the aircraft will fly at a
constant heading with ailerons and spoilers close to neutral position.