CHARACTERISTICS UNDER PARTIAL POWER CONDITIONS.
Indications of forthcoming
engine failure are a loss of RPM, reduction in fuel flow, a drop in oil
pressure, increasing engine temperature, or a marked decrease in aircraft
performance. Complete engine failure is manifested by a slight nose down change
in longitudinal trim and a significant loss in cruising airspeed. Under low
power conditions (as in a descent) the indications of forthcoming engine failure
are less evident. The speed with which an engine is determined to be inoperative
will depend upon pilot proficiency and experience.
The single-engine flight
characteristics of the aircraft are excellent. Due to the centerline mounting of
the engines, single-engine operation introduces no adverse controllability
effects and climbs, turns, and landings may be safety executed. The loss of an
engine will result in a loss of performance only and the aircraft will remain
controllable at all speeds down to the stall. An airspeed of 90 KTS/IAS will
provide excellent control and over 300 ft/min rate of climb at gross weight on a
standard day at sea level with the aircraft in a clean configuration and the
inoperative propeller feathered. Although the single- engine performance will
decrease with increasing temperatures and altitudes, the 4300 pound (B) or 4200
pound (A) single-engine service
ceilings of 5000 feet (front) and 6500 feet (rear) will permit safe
single-engine operation from most elevations using normal engine-out procedures
and by obtaining minimum drag as soon as possible.
For twin-engine operation
at elevations above the single engine service ceiling, the Best Rate of Climb
airspeeds should be used after take-off for maximum altitude gain until a safe
altitude is obtained.
FAILURE DURING TAKE-OFF BELOW 75 KTS/IAS.
the event that take-off speed has not been obtained, perform the following:
Follow aborted take-off procedures, this section.
FAILURE AFTER TAKE-OFF ABOVE 75 KTS/IAS.
an engine fails immediately after take-off and the decision is made to continue,
proceed as follows:
1. EXTERNAL STORES - JETTISON.(A)
2. Propeller levers -FULL INCREASE.
3. Throttles -FULL OPEN.
4. INOPERATIVE ENGINE -DETERMINE. Determine that the front engine is inoperative by checking engine response to throttle movement.
5. MIXTURE LEVER -IDLE CUT-OFF (INOPERATIVE ENGINE).
6. PROPELLER LEVER -FEATHER (INOPERATIVE ENGINE).
not attempt to retract landing gear with front-engine inoperative.
7. Airspeed - BEST SINGLE-ENGINE CLIMB SPEED.
clearing obstacles or gaining sufficient altitude, proceed as follows:
8. Landing gear lever -UP WITH FRONT ENGINE OPERATING.
9. Wing flap lever -UP IN SMALL INCREMENTS.
10. Cowl flap lever -SINGLE ENGINE OPEN (OPERATING ENGINE).
11. Cowl flap lever -CLOSED (INOPERATIVE ENGINE).
12. Magneto switches -OFF (INOPERATIVE ENGINE). (A)
13. Fuel selector valve handle -OFF (INOPERATIVE ENGINE).
the traffic pattern and land the aircraft.
FAILURE DURING AFTER –TAKE--OFF CLIMB.
Special consideration must
be given to engine failure during the after-take-off climb because of the
differences between front and rear engine climb perfor- mance and the fact that
hydraulic power is supplied only by the front engine. In combatting an engine
failure during the after-take-off climb, pilot proficiency and knowledge of the
aircraft and its single engine flight characteristics are essential. Single-
engine climb performance on the rear engine is better than single engine climb
performance on the front engine by 80 feet per minute. With the landing gear
extended, climb performance on the front engine at high gross weights will be
marginal. If the rear engine fails during the climb after take-off, feather the
propeller immediately and retract the landing gear, altitude and airspeed
If the front engine fails
during the after-take-off-climb prior to the initiation of gear retraction, no
attempt should be made to retract the landing gear . However, should the front
engine fail during the gear retraction cycle, the pilot must decide whether or
not feather the front propeller until the re- traction or extension cycle is
complete. Air- plane drag with the landing gear doors opened and the gear
partially extended is greater than the drag with the landing gear fully
extended. Corresponding rate-of-climb penalities are -240 ft. /min. and -110 ft.
1. Propeller levers -FULL INCREASE. 2. Throttles -FULL
3. Mixture levers -ADJUST FOR NEW POWER SETTING.
4. Cowl flaps -OPEN.
5. Inoperative engine -DETERMINE.
a. Throttles -CHECK ENGINE RESPONSE TO THROTTLE MOVEMENT .
b. Fuel flow -CHECK. IF DEFICIENT, TURN ON AUXILIARY FUEL PUMP .
If fuel selector valve handle is on AUXILIARY TANK,
switch to MAIN TANK.
d. Oil pressure and oil temperature gages -CHECK.
e. Magneto switches -CHECK ON. (A) Magneto/Starter switch -CHECK ON.(B)
If the inoperative engine has failed to restart,
proceed as follows :
6. Mixture lever -IDLE CUT-OFF (INOPERATIVE ENGINE).
7. Propeller lever -FEATHER (INOPERATIVE ENGINE).
8. Throttles -CLOSED (INOPERATIVE ENGINE).
is no disabling switch for the landing gear warning horn on aircraft (B) .If the
throttle is retarded on aircraft (B) , the gear warning horn will sound
continuously. Advance inoperative engine throttle 1/3 OPEN to silence horn.
9. Magneto switches -OFF (INOPERATIVE ENGINE). (A)
Magneto/Starter switch -OFF (INOPERATIVE ENGINE). (B)
10. Fuel selector valve handle -OFF (INOPERATIVE ENGINE).
11. Cowl flaps -CLOSED (INOPERATIVE ENGINE).