Cessna 402C Pilot Operating Handbook page 52

MODEL
402C
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EMERGENCY PROCEDURES
(AMPLIFIED PROCEDURES)
I
AMPLIFIED EMERGENCY PROCEDURES
r - - - - - - - N O T E - - - - - - . . . . . ,
A complete knowledge of the procedures set forth in this
section will enable the pilot to cope with various
emergencies that can be encountered; however, this does
not diminish the fact that the primary responsibility of the
pilot is to maintain control at all times. Good judgment and
precise action are essential and can only be developed
through frequent practice of emergency and simulated
engine inoperative procedures. The pilot must have a
thorough knowledge of all emergency procedures SO that in
the event of an emergency, reaction will be precise and
done with confidence. This is required so the pilot can cope
with the demands of an emergency situation.
AIRSPEEDS FOR SAFE OPERATION
The most critical time for an engine failure condition in a multi-engine airplane is during a
two
or three second period late in the takeoff run while the airplane is accelerating to
a safe
engine failure speed. A detailed knowledge of recommended engine inoperative airspeeds is
essential for safe operation of the airplane.
The airspeed indicator is marked with a red radial at the air minimum control speed and a
blue radial at the one engine inoperative best
rate~of-climb
speed to facilitate instant
recognition. The following paragraphs present a detailed discussion of the problems
associated with engine failures during takeoff.
AIR MINIMUM CONTROL SPEED
The multi-engine airplane must reach the air minimum control speed (80 KIAS) before full
control deflections can counteract the adverse rolling and yawing tendencies associated with
one engine inoperative and full power operation on the other engine. This speed is indicated
by a red radial on the airspeed indicator.
INTENTIONAL ONE ENGINE INOPERATIVE SPEED
Although the airplane is controllable at the air minimum control speed, the airplane
performance is so far below optimum that continued flight near the ground is improbable. A
,,-/ more suitable intentional one engine inoperative speed is 95 KIAS. At this speed, attitude can
be maintained more easily while the landing gear is being retracted and the propeller is being
feathered.
ONE ENGINE INOPERATIVE BEST ANGLE·Of·CLIMB SPEED
The one engine inoperative best angle-Qf-climb speed becomes important when there are
obstacles ahead on takeoff. Once the one engine inoperative best angle-of-climb speed is
~
reached, altitude becomes more important than airspeed until the obstacle is cleared. The
one engine inoperative best angle-at-climb speed is approximately 95 KIAS with wing flaps
and landing gear up.
1 November 1979
Revision 4 -
1 December 1983
3-13