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performance is so far below optimum that continued flight
near the ground is improbable.
A
more suitable recommended
safe single-engine speed is 92 KIAS since at this speed,
altitude can be maintained more easily while the landing gear
is being retracted and the propeller is being feathered.
BEST SINGLE-ENGINE ANGLE-OF-CLIMB SPEED.
The best single-
engine angle-of-climb speed becomes important when there are
obstacles ahead on takeoff. Once the best single-engine
angle-of-climb speed
is
reached, altitude becomes more impor-
tant than airspeed until the obstacle is cleared.
The best
single-engine angle-of-climb speed is approximately 95 KIAS
with flaps up.
BEST SINGLE-ENGINE RATE-OF-CLIMB SPEED (FLAPS UP).
The best
single-engine rate-of-climb speed becomes important when
there are no obstacles ahead on takeoff, or when it is diffi-
cult to maintain or gain altitude in single-engine emergen-
cies.
The best single-engine rate-of-climb speed is 107 KIAS
with flaps up.
This speed is indicated by a blue radial line
on the airspeed indicator.
The variation of flaps-up best
rate-of-climb speed with altitude is shown in Section VI.
For best climb performance, the wings should be banked 5°
toward the operative engine.
Upon engine failure after reaching 92 KIAS on takeoff,
the multi-engine pilot has a significant advantage over a
single-engine pilot, for he has the choice of stopping or
continuing the takeoff.
This would be similar to the choice
facing a single-engine pilot who has suddenly lost slightly
more than half of his takeoff power.
In this situation, the
single-engine pilot would be extremely reluctant to continue
the takeoff if he had to climb over obstructions.
However,
i f
the failure occurred at an altitude as high or higher than
surrounding obstructions, he would feel free to maneuver for
a landing back at the airport.
Fortunately the aircraft accelerates through this "area
of decision" in just a few seconds.
However, to make an
intelligent decision in this type of an emergency, one must
consider the field length, obstruction height, field eleva-
tion, air temperature, headwind, and the gross weight.
The
flight paths illustrated in Figure 3-2 indicate that the
"area of decision" is bounded by:
(1) the point at which 92
KIAS is reached and (2) the point where the obstruction
altitude is reached.
An engine failure in this area requires
an immediate decision.
Beyond this area, the aircraft,
within the limitations of single-engine climb performance
shown in Section VI, may be maneuvered to a landing back at
the airport.
3-3
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