If a yaw string is attached to the airplane at the time of a V$_{MC}$  demonstration, it is noted that V$_{MC}$ occurs under conditions  of sideslip. V$_{MC}$ was not determined under conditions of zero  sideslip during aircraft certification and zero sideslip is not  part of a V$_{MC}$ demonstration for pilot certification. To review, there are two different sets of bank angles used  in OEI flight. multiengine airplanes tend to heat up fairly quickly under  some conditions of slow flight, particularly in the landing  configuration. Simulated engine failures should not be  conducted during slow flight. The airplane will be well below  V$_{SSE}$ and very close to V$_{MC}$. Stability, stall warning, or stall  avoidance devices should not be disabled while maneuvering  during slow flight. Stall characteristics vary among multiengine airplanes just  as they do with single-engine airplanes, and therefore, a  pilot must be familiar with them. Yet, the most important  stall recovery step in a multiengine airplane is the same as  it is in all airplanes: reduce the angle of attack (AOA). For  reference, the stall recovery procedure described in Chapter  4 is included in  Figure 12-19 . Following a reduction in the AOA and the stall warning being  eliminated, the wings should be rolled level and power added  as needed. Immediate full application of power in a stalled  condition has an associated risk due to the possibility of  asymmetric thrust. In addition, single-engine stalls or stalls  with significantly more power on one engine than the other  should not be attempted due to the likelihood of a departure  from controlled flight and possible spin entry. Similarly,  simulated engine failures should not be performed during  stall entry and recovery. It is recommended that stalls be practiced at an altitude  that allows recovery no lower than 3,000 feet AGL for  multiengine airplanes, or higher if recommended by the  AFM/POH. Losing altitude during recovery from a stall is  to be expected. A power-off approach to stall is trained and checked to  simulate problematic approach and landing scenarios. A  power-off approach to stall may be performed with wings  level, or from shallow and medium banked turns (20 degrees  of bank). To initiate a power-off approach to stall maneuver,  the area surrounding the airplane should first be cleared for  possible traffic. The airplane should then be slowed and  configured for an approach and landing. A stabilized descent  should be established (approximately 500 fpm) and trim  adjusted. A turn should be initiated at this point, if desired.  The pilot should then smoothly increase the AOA to induce  a stall warning. Power is reduced further during this phase,  and trimming should cease at speeds slower than takeoff.  When the airplane reaches the stall warning (e.g., aural alert,  buffet, etc.), the recovery is accomplished by first reducing  Pilots should closely monitor cylinder head and oil  temperatures during slow flight. Some high performance  There is nothing unusual about maneuvering during slow  flight in a multiengine airplane. Slow flight may be conducted  in straight-and-level flight, turns, climbs, or descents. It  can also be conducted in the clean configuration, landing  configuration, or at any other combination of landing gear  and flaps. Slow flight in a multiengine airplane should be  conducted so the maneuver can be completed no lower  than 3,000 feet AGL or higher if recommended by the  manufacturer. In all cases, practicing slow flight should  be conducted at an adequate height above the ground for  recovery should the airplane inadvertently stall.  In OEI flight at low altitudes and airspeeds such as the  initial climb after takeoff, pilots must operate the airplane  so as to guard against the three major accident factors: (1)  loss of directional control, (2) loss of performance, and (3)  loss of flying speed. All have equal potential to be lethal.  Loss of flying speed is not a factor, however, when the  airplane is operated with due regard for directional control  and performance. 1.  To maintain directional control of a multiengine  airplane suffering an engine failure at low speeds  (such as climb), momentarily bank at least 5° and a  maximum of 10° towards the operative engine as the  pitch attitude for V$_{YSE}$ is set. This maneuver should be  instinctive to the proficient multiengine pilot and take  only 1 to 2 seconds to attain. It is held just long enough  to assure directional control as the pitch attitude for  V$_{YSE}$ is assumed. 2.  To obtain the best climb performance, the airplane  must be flown at V$_{YSE}$ and zero sideslip with the failed  engine feathered and maximum available power from  the operating engine. Zero sideslip is approximately 2°  of bank toward the operating engine and a one-third  to one-half ball deflection also toward the operating  engine. The precise bank angle and ball position varies  somewhat with make and model and power available. If  above the airplane’s single-engine ceiling, this attitude  and configuration results in the minimum rate of sink. Stalls Power-Off Approach to Stall (Approach and  Landing) Slow Flight 12-26