Chapter 12—Transition to Multiengine Airplanes

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 OPERATION

Good 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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Copyright 2012
PED Publication