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Airplane Flying Handbook
Transition to Multiengine Airplanes

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Airplane Flying Handbook


Table of Contents

Chapter 1,Introduction to Flight Training
Chapter 2,Ground Operations
Chapter 3,Basic Flight Maneuvers
Chapter 4, Slow Flight, Stalls, and Spins
Chapter 5, Takeoff and Departure Climbs
Chapter 6, Ground Reference Maneuvers
Chapter 7, Airport Traffic Patterns
Chapter 8, Approaches and Landings
Chapter 9, Performance Maneuvers
Chapter 10, Night Operations
Chapter 11,Transition to Complex Airplanes
Chapter 12, Transition to Multiengine Airplanes
Chapter 13,Transition to Tailwheel Airplanes
Chapter 14, Transition to Turbo-propeller Powered Airplanes
Chapter 15,Transition to Jet Powered Airplanes
Chapter 16,Emergency Procedures



Landing gear up—adequate climb performance.
Figure 12-13. Landing gear up—adequate climb performance.

At least 5° of bank should be used, if necessary,
to stop the yaw and maintain directional control.
This initial bank input is held only momentarily,
just long enough to establish or ensure directional
control. Climb performance suffers when
bank angles exceed approximately 2 or 3°, but
obtaining and maintaining VYSE and directional
control are paramount. Trim should be adjusted
to lower the control forces.

• CONFIGURATION—The memory items from
the "engine failure after takeoff" checklist
[Figure 12-14] should be promptly executed to
configure the airplane for climb. The specific
procedures to follow will be found in the
AFM/POH and checklist for the particular airplane.
Most will direct the pilot to assume VYSE,
set takeoff power, retract the flaps and landing
gear, identify, verify, and feather the failed
engine. (On some airplanes, the landing gear is
to be retracted before the flaps.)

The "identify" step is for the pilot to initially
identify the failed engine. Confirmation on the
engine gauges may or may not be possible,
depending upon the failure mode. Identification
should be primarily through the control inputs
required to maintain straight flight, not the
engine gauges. The "verify" step directs the pilot
to retard the throttle of the engine thought to have
failed. No change in performance when the suspected
throttle is retarded is verification that the
correct engine has been identified as failed. The
corresponding propeller control should be
brought fully aft to feather the engine.

Typical “engine failure after takeoff” emergency checklist.
Figure 12-14.Typical "engine failure after takeoff" emergency checklist.

• CLIMB—As soon as directional control is established
and the airplane configured for climb, the
bank angle should be reduced to that producing
best climb performance. Without specific
guidance for zero sideslip, a bank of 2° and
one-third to one-half ball deflection on the
slip/skid indicator is suggested. VYSE is maintained
with pitch control. As turning flight
reduces climb performance, climb should be
made straight ahead, or with shallow turns to
avoid obstacles, to an altitude of at least 400
feet AGL before attempting a return to
the airport.