AI.XII.E.S1

From the FAA library

• Airplane Flying Handbookp. 13-33
  Chapter 13: Transition to Multiengine Airplanes › Low Altitude Engine Failure Scenarios › Checklist

  overrun available to land on. The use of wing flaps for takeoff virtually eliminates the likelihood of a single-engine climb until the flaps are retracted. There are two time-tested memory aids the pilot may find useful in dealing ... with engine-out scenarios. The first, “dead foot—dead engine” is used to assist in identifying the failed engine. Depending on the failure mode, the pilot will not be able to consistently identify the failed engine in a timely manner…

• Pilot's Handbook of Aeronautical Knowledgep. 2-19
  Chapter 2: Aeronautical Decision-Making › TEAM Checklist: Choose and Implement Risk Controls › The DECIDE Model

  First, adjust the power to the maximum controllable level on both engines. Because the left engine is the only engine delivering thrust, the yaw increases to the right, which necessitates application of additional left rudder application. Figure ... worldwide. Its application is illustrated in column A while automatic/naturalistic decision-making is shown in column B. The failed engine is the side that requires no rudder pressure, in this case the right engine. Second, having identified the failed right…

• Airplane Flying Handbookp. 13-34
  Chapter 13: Transition to Multiengine Airplanes › Engine Failure During Flight

  Engine Failure During Flight Engine failures well above the ground are handled differently than those occurring at lower speeds and altitudes. Cruise airspeed allows better airplane control and altitude, which may permit time for a possible diagnosis and remedy ... failure. Maintaining airplane control, however, is still paramount. Airplanes have been lost at altitude due to apparent fixation on the engine problem to the detriment of flying the airplane. Not all engine failures or malfunctions are catastrophic in nature (catastrophic…

• Airplane Flying Handbookp. 13-35
  Chapter 13: Transition to Multiengine Airplanes › Multiengine Training Considerations

  Thus, the engine is kept running and is available for instant use, if necessary. Smooth throttle reduction avoids abusing the engine and possibly causing damage. Simulation of inflight engine failures below VSSE introduces a very high and unnecessary training risk ... engines are equipped with dynamic crankshaft counterweights, it is essential to make throttle reductions for simulated failures smoothly. Other areas leading to dynamic counterweight damage include high rpm and low manifold pressure combinations, over-boosting, and propeller feathering. Severe damage…

• Airplane Flying Handbookp. 13-30
  Chapter 13: Transition to Multiengine Airplanes › Low Altitude Engine Failure Scenarios › Landing Gear Control Selected Up, Single-Engine Climb Performance Inadequate

  Landing Gear Control Selected Up, Single-Engine Climb Performance Inadequate When operating near or above the single-engine ceiling and an engine failure is experienced shortly after lift-off, a landing needs to be accomplished on whatever essentially lies ahead ... Figure 13-19] There is also the option of continuing ahead, in a descent at VYSE with the remaining engine producing power, as long as the pilot is not tempted to remain airborne beyond the airplane’s performance capability. Remaining…

• Airplane Flying Handbookp. 13-23
  Chapter 13: Transition to Multiengine Airplanes › Engine Inoperative Flight Principles › Derivation of VMC

  critical engine is the engine whose failure had the most adverse effect on directional control. On twins with each engine rotating in conventional, clockwise rotation as viewed from the pilot's seat, the critical engine will be the left engine ... Multiengine airplanes are subject to P-factor just as single-engine airplanes are. The descending propeller blade of each engine will produce greater thrust than the ascending blade when the airplane is operated under power and at positive angles…