Multiengine Operations

Factors affecting minimum controllable speed (VMC).

VMC (red line) and best single-engine rate of climb airspeed (VYSE) (blue line).

How to identify, verify, feather, and secure an inoperative engine.

Importance of drag reduction, including propeller feathering, gear and flap retraction, the manufacturer's recommended control input and its relation to zero sideslip.

Feathering, securing, unfeathering, and restarting.

Potential engine failure during flight.

Collision hazards.

Configuring the airplane.

Low altitude maneuvering, including stall, spin, or controlled flight into terrain (CFIT).

Distractions, task prioritization, loss of situational awareness, or disorientation.

Recognize an engine failure, maintain control, use manufacturer’s memory item procedures, and use appropriate emergency procedures.

Set the engine controls, identify and verify the inoperative engine, and feather the appropriate propeller.

Use flight controls in the proper combination as recommended by the manufacturer, or as required to maintain best performance, and trim as required.

Attempt to determine and resolve the reason for the engine failure.

Secure the inoperative engine and monitor the operating engine and make necessary adjustments.

Restart the inoperative engine using manufacturer’s restart procedures.

Maintain altitude ±100 feet or minimum sink rate if applicable, airspeed ±10 knots, and selected headings ±10°.

Complete the appropriate checklist(s).

Factors affecting VMC and how VMC differs from stall speed (VS).

VMC (red line), VYSE (blue line), and safe single-engine speed (VSSE).

Cause of loss of directional control at airspeeds below VMC.

Proper procedures for maneuver entry and safe recovery.

Configuring the airplane.

Maneuvering with one engine inoperative.

Distractions, task prioritization, loss of situational awareness, or disorientation.

Configure the airplane in accordance with the manufacturer’s recommendations, in the absence of the manufacturer’s recommendations, then at safe single-engine speed (VSSE/VYSE), as appropriate, and:

a. Landing gear retracted

b. Flaps set for takeoff

c. Cowl flaps set for takeoff

d. Trim set for takeoff

e. Propellers set for high revolutions per minute (rpm)

f. Power on critical engine reduced to idle and propeller windmilling

g. Power on operating engine set to takeoff or maximum available power

Establish a single-engine climb attitude with the airspeed at approximately 10 knots above VSSE.

Establish a bank angle not to exceed 5° toward the operating engine, as required for best performance and controllability.

Increase the pitch attitude slowly to reduce the airspeed at approximately 1 knot per second while applying increased rudder pressure as needed to maintain directional control.

Recognize and recover at the first indication of loss of directional control, stall warning, or buffet.

Recover promptly by simultaneously reducing power sufficiently on the operating engine, decreasing the angle of attack as necessary to regain airspeed and directional control, and without adding power on the simulated failed engine.

Recover within 20° of entry heading.

Advance power smoothly on the operating engine and accelerate to VSSE/VYSE, as appropriate, ±5 knots during recovery.

Procedures used if engine failure occurs during straight-and-level flight and turns while on instruments.

Identification of the inoperative engine.

Inability to climb or maintain altitude with an inoperative engine.

Low altitude maneuvering, including stall, spin, or controlled flight into terrain (CFIT).

Distractions, task prioritization, loss of situational awareness, or disorientation.

Fuel management during single-engine operation.

Promptly recognize an engine failure and maintain positive aircraft control.

Set the engine controls, reduce drag, identify and verify the inoperative engine, and simulate feathering of the propeller on the inoperative engine (evaluator should then establish zero thrust on the inoperative engine).

Establish the best engine-inoperative airspeed and trim the airplane.

Use flight controls in the proper combination as recommended by the manufacturer, or as required to maintain best performance, and trim as required.

Verify the prescribed checklist procedures used for securing the inoperative engine.

Attempt to determine and resolve the reason for the engine failure.

Monitor engine functions and make necessary adjustments.

Maintain the specified altitude ±100 feet or minimum sink rate if applicable, airspeed ±10 knots, and the specified heading ±10°.

Assess the aircraft’s performance capability and decide an appropriate action to ensure a safe landing.

Avoid loss of airplane control or attempted flight contrary to the engine-inoperative operating limitations of the airplane.

Use single-pilot resource management (SRM) or crew resource management (CRM), as appropriate.

Instrument approach procedures with one engine inoperative.

Potential engine failure during approach and landing.

Collision hazards.

Configuring the airplane.

Low altitude maneuvering, including stall, spin, or controlled flight into terrain (CFIT).

Distractions, task prioritization, loss of situational awareness, or disorientation.

Performing a go-around/rejected landing with an engine failure.

Promptly recognize an engine failure and maintain positive aircraft control.

Set the engine controls, reduce drag, identify and verify the inoperative engine, and simulate feathering of the propeller on the inoperative engine (evaluator should then establish zero thrust on the inoperative engine).

Use flight controls in the proper combination as recommended by the manufacturer, or as required to maintain best performance, and trim as required.

Follow the manufacturer’s recommended emergency procedures and complete the appropriate checklist.

Monitor the operating engine and aircraft systems and make adjustments as necessary.

Request and follow an actual or a simulated air traffic control (ATC) clearance for an instrument approach.

Maintain altitude ±100 feet or minimum sink rate if applicable, airspeed ±10 knots, and selected heading ±10°.

Establish a rate of descent that ensures arrival at the minimum descent altitude (MDA) or decision altitude (DA)/decision height (DH) with the airplane in a position from which a descent to a landing on the intended runway can be made, either straight in or circling as appropriate.

On final approach segment, maintain vertical (as applicable) and lateral guidance within ¾-scale deflection.

Avoid loss of airplane control or attempted flight contrary to the operating limitations of the airplane.

Comply with the published criteria for the aircraft approach category if circling.

Execute a landing.

Complete the appropriate checklist(s).