Procedures

Question 1

Situation: Engine failure in the air (gear is down)

Answer 1

Close throttle and land straight ahead

Question 2

Situation: Engine failure in the air (gear is in transit or retracted)

Answer 2

The Drill, climb to safe altitude, single-engine checklist, turn crosswind, return to airport

Question 3

What is the drill?

Answer 3

pitch for blue line (~horizon)
mixtures (full forward/rich unless airport is hi alt)
props (full forward slowly and deliberately)
throttles (full forward)
flaps (up)
gear (up)
identify (slap the dead leg. rudder/step on the side of the ball, then slap the leg on the dead engine side.)
verify (retard the throttle on dead engine, if gets quiet you better push back in because that’s the wrong engine!)
feather (pull prop on dead side all the way back)
mixture (pull out on dead side all the way back)
fly the airplane (raise dead engine, split the ball(ease off on the rudder until the black line splits the ball. that’s because you’re banked and if you don’t ease off rudder you’ll be turning away from dead engine)
engine failure checklist

Question 4

What if you feather the wrong engine?

Answer 4

It’s not going to go back to hi-RPM because it will kill the engine and there’s no oil pressure to bring it out of feather.

Question 5

Situation: Engine failure in cruise

Answer 5

Diagnose first (mixture, fuel tanks, mags, etc). do the drill when you are ready to shut one engine down for good.

Question 6

Situation: You took off from a hi-alt airport and your engine fails and you can’t climb (gear retracted)

Answer 6

The drill, fly at blue line until emergency landing site made then close throttle and super short field landing at full stall feet above field

Question 7

When do you retract the gear?

Answer 7

No usable rwy remaining + positive rate

Question 8

Decision Speed

Answer 8

no rwy remaining + positive rate. decision speed is gear retraction. you’re committing to land or to fly.

Question 9

You need to turn on a single engine. What do you need to do and why?

Answer 9

Use turn coordinator for 1/2 standard rate turns. That’s because the bank angle will be different for a L vs R turn, depending which engine is out (because you raised the dead). For example if L engine out, 20deg left bank will turn left a lot faster than a 20deg right bank will turn right.

Question 10

Why do we care about rate of turn on a single engine?

Answer 10

Turning toward the dead engine makes it easy to overbank, causing a big increase in load factor and big decrease in performance.

Question 11

Takeoff procedure

Answer 11

full throttle, 2700 RPM
L and R engine instruments and other gauges green
rotate at 71
blue line
positive rate (VSI and altimeter both moving up)
gear up asap (decision speed), 
at 500', 25" and 2500 RPM
Climb checklist

Question 12

Normal instrument approach from Doug Rozendaal video

Answer 12

Fly gear speed minus 5-10 until GS active.
GS on dot above - gear and flaps
Intercept
GLUMPS
(In training we may go props full at marker but that’s louder and bad for hi performance)

Question 13

GLUMPS

Answer 13

Gas on good tank and qty
Landing lights
Undercarriage down (3 greens, one in the mirror)
Mixture rich,
Props (cruise for landing if go around so go around same as drill)
Switches (flaps and combustion heater)

Question 14

Stall recovery from Doug Rozendaal video

Answer 14

Same as go-around/missed approach
Same as drill: (cram climb clean call)
Throttle forward SOME to stabilize plane but not overboost because that could cause VMC increase. no need to go to takeoff RPM, cruise is fine
mixtures props throttles forward
accelerate and climb
flaps (incremental) and gear
now stop the drill, you don’t need to identify etc because theres no engine out

Question 15

When can you put the props in high rpm position?

Answer 15

Below 100kts

Question 16

How do you avoid VMC? And recover?

Answer 16

Don’t get slow, reduce power on the good engine. simultaneously and instantly. accelerate to blue line then bring power back, 5deg bank again.

Question 17

What could cause vertical speed at Vyse to be negative at takeoff? What do you do if you lose an engine then?

Answer 17

gross weight, density altitude.

the vertical speed at Vyse will be negative, right after takeoff you will be in trouble so you’re going to have to do an emergency landing at Vyse.

Question 18

Takeoff briefing

Answer 18

Rwy, length, length needed
Vr and Vy, retract gear, 500’ 25/2500RPM
Engine failure on ground - close both throttles and abort
Engine failure w gear down and rwy remaining - close both throttles and land
Engine failure w gear up - the drill, climb to 400’, checklist, return for landing

Question 19

Normal VFR Landing procedure

Answer 19

Before landing checklist
In pattern, 18” MP
Abeam - <140kts, Gear down + verify, 15”, flaps 10 <110, props hi RPM, 100kts, GLUMPS
Base - 45 deg and ~800’: flaps 20, 90kts, GLUMPS
Final - ~500’: Flaps 35, 85kts, GLUMPS, 75kts at threshold
Aiming point
Xwind correction
Touchdown w power at idle

Question 20

Go-around / missed approach procedure

Answer 20

Cram Climb Clean Call
Throttle forward & simultaneously flaps 10 (Doug R says only SOME to stabilize plane but not overboost because that could cause VMC increase. no need to go to takeoff RPM, cruise is fine)
Pitch for blue line
Positive rate - gear up
Positive rate - flaps up
Cowl flaps as required

Same with one engine inop but avoid on single engine whenever possible

Question 21

Slow flight (clean) and recovery

Answer 21

> 3000’ AGL
checklist
CCAARR (clear call alt airspeed references rudder)
11” MP (maintain altitude)
Props full fwd below 100kias
Maintain 80 kias
Recovery - full power and maintain altitude

Question 22

Slow flight (dirty) and recovery

Answer 22

CCAARR (clear call alt airspeed references rudder)
15” MP (maintain altitude)
Gear down below 140kts
10deg flaps below 110
Props full fwd below 100kias
Flaps 20 in white arc, then full flaps incrementally
Maintain 70 kias
Recovery - full power and maintain altitude. Flaps 10 then Vyse
Positive rate - gear up
Above Vyse retract flaps

Question 23

What order do you change mixture, prop and throttle when adding power? Decreasing power?

Answer 23

Adding: Mixture prop throttle
Decreasing: Throttle prop mixture (throw the power away)

Question 24

Power-on Stall & Recovery

Answer 24

11"MP maint alt
props full fwd below 100
at 80kts, 20"MP
pitch up 1 deg/sec until 20deg
recover w full power, nose level and wings level, blue line

Question 25

Power-off Stall & Recovery

Answer 25

15"MP maintain alt
gear down below 140
10deg flaps below 110
props full fwd below 100
white arc - flaps 20 and 30
maintain 85kts
establish descent
power idle, pitch up 1 deg/sec
recover w full power and flaps 10
85kts
positive rate, gear up
above 85 retract flaps

Question 26

Accelerated Stalls & recovery

Answer 26

11"MP maintain altitude
Props full fwd below 100\
90 kts
Bank and yank (45 deg)
Recover by wings level, Lower nose to Vmc, full power

Question 27

Steep Turns

Answer 27

21”/2300RPM
120kts
50deg bank
maintain alt and add 1”MP, maintain 120, trim
rollout on heading
after 2nd turn return to cruise at 23/2300

Question 28

Emergency Descent

Answer 28

Mixture rich
Throttles idle
Props full fwd
Gear down below 140
135 kias or Va if turbulent
Bank 30-45 for positive load factors
(If practice) Level off 15"MP
Slow to 112 and retract gear

Question 29

Engine failure during takeoff or before Vyse

Answer 29

Throttles idle
Max braking
Maintain centerline
Fuel Selectors OFF (Simulated)
Magnetos OFF (Simulated)

Question 30

VFR Approach and landing with inop engine (simulated)

Answer 30

Engine Failure In-Flight Checklist, Before Landing Checklist
Power as required to maintain Vyse
Gear DOWN when landing is assured. 
GLUMPS
Flaps and Cowl Flaps as required.
Vyse until flare
Touchdown - throttle idle

Question 31

Vmc demo procedure

Answer 31

11”MP maintain alt and direction
Props FULL FORWARD <100 KIAS.
Left Engine to IDLE Zero-Sideslip.
Full power on Right engine
At 85 KIAS: increase pitch angle at 1°/sec
Recognize loss of directional control or imminent stall.
Simultaneously lower the nose and reduce power on the operating
engine.
Add power on operating engine for LEVEL flight at VYSE, zero-sideslip.
Recover by adding power to inop engine

Question 32

2 engine Precision & Non-precision instrument approach and landing

Answer 32

Before Landing Checklist.
18” MP / 2300 RPM
Set Flaps 10° under 110
Maintain 100 KIAS (Min VYSE)
Maneuver to join the final approach course.
One (1) dot prior to glideslope intercept select
Props Forward
15” MP
GEAR DOWN (Below 140 KIAS).
GLUMPS
Power as required (Initial 15” MP) to maintain 100 KIAS
When visual, slow to 85 KIAS and set flaps when landing is
assured.

Question 33

Single-engine precision & non-precision approach & landing

Answer 33

Complete emergency/abnormal checklists and secure engine (11” prop hi for training)
Before landing checklist
100kias
One (1) dot prior to glideslope intercept select
-Props Forward- NOPE
-15” MP- NOPE
GEAR DOWN (Below 140 KIAS).
GLUMPS
Power as required (Initial 21” (19” non precision) MP) to maintain 100 KIAS
When visual, slow to 85 KIAS
Flaps when landing is assured.

Question 34

Diversion to alternate

Answer 34

Determined present position and desired altitude
Estimate heading and turn to it
Note time
Plot course on sectional and measure distance
Using GS estimate, calculate ETA and fuel
Notify ATC of FSS
Close flight plan

Question 35

Lost procedures

Answer 35

Confess
Conserve
Climb
Comply
Maintain heading or circle landmark
Don't forget you can also call on 121.5

Question 36

What should you consider when doing single-engine go-arounds?

Answer 36

Single-engine go-arounds must be avoided.
Do not extend full flaps & gear until landing assured - now you’re committed to land.
You don’t have engine performance to climb on one engine with gear and flaps out.

Question 37

Why retract flaps before gear?

Answer 37

Full flaps produce more drag than gear.

Airplane will settle with flap retraction, gear protects in case of momentary touchdown

Question 38

Accelerate-go distance

Accelerate-stop distance

Answer 38

Distance required to reach Vr, continue takeoff, and climb to 50feet
Distance required to reach Vr and come to a full stop

Question 39

If the runway length is less than accelerate-stop distance, may you depart under part 91? What about 121/135?

Answer 39

91 yes but you”” overrun all the same. not allowed for commercial