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should be accomplished as traffic and work load allow.
[Figure 12-7]
LEVEL OFF AND CRUISE
Upon leveling off at cruising altitude, the pilot should
allow the airplane to accelerate at climb power until
cruising airspeed is achieved, then cruise power and
r.p.m. should be set. To extract the maximum cruise
performance from any airplane, the power setting
tables provided by the manufacturer should be closely
followed. If the cylinder head and oil temperatures are
within their normal ranges, the cowl flaps may be
closed. When the engine temperatures have stabilized,
the mixtures may be leaned per AFM/POH recommendations.
The remainder of the “cruise” checklist should
be completed by this point.
Fuel management in multiengine airplanes is often
more complex than in single-engine airplanes.
Depending upon system design, the pilot may need to
select between main tanks and auxiliary tanks, or
even employ fuel transfer from one tank to another.
In complex fuel systems, limitations are often found
restricting the use of some tanks to level flight only,
or requiring a reserve of fuel in the main tanks for
descent and landing. Electric fuel pump operation can
vary widely among different models also, particularly
during tank switching or fuel transfer. Some fuel
pumps are to be on for takeoff and landing; others are
to be off. There is simply no substitute for thorough
systems and AFM/POH knowledge when operating
complex aircraft.
NORMAL APPROACH AND LANDING
Given the higher cruising speed (and frequently, altitude)
of multiengine airplanes over most single-engine
airplanes, the descent must be planned in advance. A
hurried, last minute descent with power at or near idle
is inefficient and can cause excessive engine cooling.
It may also lead to passenger discomfort, particularly
if the airplane is unpressurized. As a rule of thumb, if
terrain and passenger conditions permit, a maximum
of a 500 f.p.m. rate of descent should be planned.
Pressurized airplanes can plan for higher descent rates,
if desired.
In a descent, some airplanes require a minimum EGT,
or may have a minimum power setting or cylinder
head temperature to observe. In any case, combinations
of very low manifold pressure and high
r.p.m. settings are strongly discouraged by engine
manufacturers. If higher descent rates are necessary,
the pilot should consider extending partial flaps or
lowering the landing gear before retarding the power
excessively. The “descent” checklist should be initiated
upon leaving cruising altitude and completed before
arrival in the terminal area. Upon arrival in the terminal
area, pilots are encouraged to turn on their landing
and recognition lights when operating below
10,000 feet, day or night, and especially when
operating within 10 miles of any airport or in conditions
of reduced visibility.
Figure 12-7.Takeoff and climb profile.
Lift-off
Published VR or VLOF
if not Published,
VMC + 5 Knots
Positive Rate - Gear Up
Climb at VY
500 ft
1. Accelerate to Cruise Climb
2. Set Climb Power
3. Climb Checklist
Ch 12.qxd 5/7/04 9:54 AM Page 12-14
The traffic pattern and approach are typically flown at
somewhat higher indicated airspeeds in a multiengine
airplane contrasted to most single-engine airplanes.
The pilot may allow for this through an early start on
the “before landing” checklist. This provides time for
proper planning, spacing, and thinking well ahead of
the airplane. Many multiengine airplanes have partial
flap extension speeds above VFE, and partial flaps can
be deployed prior to traffic pattern entry. Normally, the
landing gear should be selected and confirmed down
when abeam the intended point of landing as the downwind
leg is flown. [Figure 12-8]
The Federal Aviation Administration (FAA) recommends
a stabilized approach concept. To the greatest
extent practical, on final approach and within 500 feet
AGL, the airplane should be on speed, in trim, configured
for landing, tracking the extended centerline
of the runway, and established in a constant angle of
descent towards an aim point in the touchdown
zone. Absent unusual flight conditions, only minor
corrections will be required to maintain this approach
to the roundout and touchdown.
The final approach should be made with power and
at a speed recommended by the manufacturer; if a recommended
speed is not furnished, the speed should be
no slower than the single-engine best rate-of-climb
speed (VYSE) until short final with the landing assured,
　
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