Chapter 12—Transition to Multiengine Airplanes |
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Table of Contents Multiengine Flight General Terms and Definitions Operation of Systems Propellers Propeller Synchronization Fuel Crossfeed Combustion Heater Flight Director / Autopilot Yaw Damper Alternator / Generator Nose Baggage Compartment Anti-Icing / Deicing Performance and Limitations Weight and Balance Ground Operation Normal and Crosswind Takeoff and Climb Level Off and Cruise Normal Approach and Landing Crosswind Approach and Landing Short-Field Takeoff and Climb Short-Field Approach and Landing Go-Around Rejected Takeoff Engine Failure After Lift-Off Engine Failure During Flight Engine Inoperative Approach Landing Engine Inoperative Flight Principles Slow Flight Stalls Power-Off Stalls (Approach and Landing) Power-On Stalls (Takeoff and Departure) Spin Awareness Engine Inoperative—Loss of Directional Control Demonstration Multiengine Training Considerations |
GROUND OPERATIONGood habits learned with single-engine airplanes are directly applicable to multiengine airplanes for preflight and engine start. Upon placing the airplane in motion to taxi, the new multiengine pilot will notice several differences, however. The most obvious is the increased wingspan and the need for even greater vigilance while taxiing in close quarters. Ground handling may seem somewhat ponderous and the multiengine airplane will not be as nimble as the typical two- or four-place single-engine airplane. As always, use care not to ride the brakes by keeping engine power to a minimum. One ground handling advantage of the multiengine airplane over single- engine airplanes is the differential power capability. Turning with an assist from differential power minimizes both the need for brakes during turns and the turning radius. The pilot should be aware, however, that making a sharp turn assisted by brakes and differential power can cause the airplane to pivot about a stationary inboard wheel and landing gear. This is abuse for which the airplane was not designed and should be guarded against. Unless otherwise directed by the AFM/POH, all ground operations should be conducted with the cowl flaps fully open. The use of strobe lights is normally deferred until taxiing onto the active runway. |
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PED Publication |