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A mental review of all single-engine speeds, procedures,
and field length requirements should be made prior to takeoff.
TAKEOFF
Since the use of full throttle is not recommended in the
static runup, closely observe full-power engine operation
early in the takeoff run.
Signs of rough engine operation,
unequal power between engines, or sluggish engine accelera-
tion are good cause for discontinuing the takeoff.
If this
occurs, you are justified in making a thorough, full throt-
tle, static runup before another takeoff is attempted.
For maximum engine power, the mixture should be adjusted
during the initial acceleration to the recommended fuel flow
for the field elevation.
The engine acceleration is increas-
ed significantly with fuel leaning above 3000 feet and this
procedure always should be employed for field elevations
greater than 5000 feet above sea level.
Refer to the Pilot's
Checklist for recommended fuel flows.
Full throttle operation is recommended on takeoff since
it is important that a speed well above minimum single-engine
control speed (81 KIAS) be obtained as rapidly as possible.
It is desirable to accelerate the aircraft to 92 KIAS (re-
commended safe single-engine speed) while still on the ground
for additional safety in case of an engine failure.
This
safety may have to be compromised slightly where short and
rough fields prohibit such high speed before takeoff.
MULTI-ENGINE AIRSPEED NOMENCLATURE
(1) Multi-Engine Best Rate-of-Climb
(2) Multi-Engine Best Angle-of-Climb
(3) Takeoff and Climb to 50 Ft.
(4) Landing Approach from 50 Ft . .
Figure 2-1
KIAS
107
85
92
93
After takeoff it is important to maintain the recommend-
ed safe single-engine climb speed (92 KIAS).
As you accel-
erate still further to best single-engine rate-of-climb speed
2-6
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