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and ground distance is used up quickly at higher speeds while
the aircraft is being cleaned up for climb.
However, the
extra speed is important for controllability.
The following facts should be used as a guide at the
time of engine failure: (1) discontinuing a takeoff upon
engine failure is advisable under most circumstances; (2)
altitude is more valuable to safety after takeoff than is
airspeed in excess of the best single-engine climb speed
since excess airspeed
is
lost much more rapidly than is
altitude; (3) climb or continued level flight at moderate al-
titude is improbable with the landing gear extended and the
propeller windmilling; (4) in no case should the airspeed be
allowed to fall below the engine-out best angle-of-climb
speed, even though altitude is lost, since this speed will
always provide a better chance of climb, or a smaller alti-
tude loss, than any lesser speed.
The single-engine best
rate-of-climb speed will provide the best chance of climb or
the least altitude loss, and is preferable unless there are
obstructions which make a steep climb necessary.
Single-engine procedures should be practiced in antici-
pation of an emergency.
This practice should be conducted at
a safe altitude, with full power operation on both engines,
and should be started at a safe speed of at least 105 KIAS.
As recovery ability is gained with practice, the starting
speed may be lowered in small increments until the feel of
the aircraft in emergency conditions is well known.
It
should be noted that as the speed is reduced, directional
control becomes more difficult.
Emphasis should be placed on
stopping the initial large yaw angles by the IMMEDIATE appli-
cation of rudder supplemented by banking slightly away from
the yaw.
Practice should be continued until:
(1) an in-
stinctive corrective reaction is developed, and the correc-
tive procedure is automatic; and (2) airspeed, altitude, and
heading can be maintained easily while the aircraft is being
prepared for a climb.
In order to simulate an engine fail-
ure, set both engines at full power operation, then at a
chosen speed, pull the mixture control of one engine into
IDLE CUT-OFF, and proceed with single-engine emergency proce-
dures.
Simulated single-engine procedures can also be
practiced by setting propeller RPM to simulate critical
engine inoperative as shown in Figure 3-3.
3-5
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