AI.XII.F.S2

From the FAA library

• 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…

• 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. 13-30
  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. 13-28
  Chapter 13: Transition to Multiengine Airplanes › Engine Inoperative Flight Principles › OEI Climb Performance

  Climb performance is reduced by the moderate sideslip. With wings level, VMC is significantly higher than published as there is no horizontal component of lift available to help the rudder combat asymmetrical thrust. Figure 13-15. Wings level engine ... flight. 2. Engine inoperative flight using ailerons alone requires an 8–10° bank angle toward the operative engine. [Figure 13-16] This assumes no rudder input, the ball is displaced well toward the operative engine, and climb performance is greatly…

• Airplane Flying Handbookp. 13-1
  Chapter 13: Transition to Multiengine Airplanes › Terms and Definitions

  General Multiengine and single-engine airplanes operate differently during an engine failure. In a multiengine airplane, loss of thrust from one engine affects both performance and control. The most obvious problem is the loss of 50 percent of power, which ... reduces climb performance 80 to 90 percent. In some cases after an engine failure, the ability to climb or maintain altitude in a light-twin may not exist. After an engine failure, asymmetrical thrust also creates control issues…