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ground trainer, or simulator. The value of this training
should never be underestimated. The engines do not
have to be operating for real learning to occur. Upon
completion of a training session, care should be taken
to return items such as switches, valves, trim, fuel selectors,
and circuit breakers to their normal positions.
Pilots who do not use a checklist effectively will be at
a significant disadvantage in multiengine airplanes.
Use of the checklist is essential to safe operation of
airplanes and no flight should be conducted without
one. The manufacturer’s checklist or an aftermarket
checklist for the specific make, model, and model year
should be used. If there is a procedural discrepancy
between the checklist and AFM/POH, then the
AFM/POH always takes precedence.
Certain immediate action items (such as the response
to an engine failure in a critical phase of flight) should
be committed to memory. After they are accomplished,
and as work load permits, the pilot should verify the
action taken with a printed checklist.
Simulated engine failures during the takeoff ground
roll should be accomplished with the mixture control.
The simulated failure should be introduced at a speed
no greater than 50 percent of VMC. If the student does
not react promptly by retarding both throttles, the
instructor can always pull the other mixture.
The FAA recommends that all in-flight simulated
engine failures below 3,000 feet AGL be introduced
with a smooth reduction of the throttle. Thus, the
engine is kept running and is available for instant use,
if necessary. Throttle reduction should be smooth
rather than abrupt to avoid abusing the engine and possibly
causing damage. All inflight engine failures must
be conducted at VSSE or above.
If the engines are equipped with dynamic crankshaft
counterweights, it is essential to make throttle reductions
for simulated failures smoothly. Other areas leading to
dynamic counterweight damage include high r.p.m. and
low manifold pressure combinations, overboosting, and
propeller feathering. Severe damage or repetitive abuse
to counterweights will eventually lead to engine failure.
Dynamic counterweights are found on larger, more
complex engines—instructors should check with
maintenance personnel or the engine manufacturer to
determine if their engines are so equipped.
When an instructor simulates an engine failure, the
student should respond with the appropriate memory
items and retard the propeller control towards the
FEATHER position. Assuming zero thrust will be set,
the instructor should promptly move the propeller
control forward and set the appropriate manifold
pressure and r.p.m. It is vital that the student be kept
informed of the instructor’s intentions. At this point
the instructor may state words to the effect, “I have the
right engine; you have the left. I have set zero thrust
and the right engine is simulated feathered.” There
should never be any ambiguity as to who is operating
what systems or controls.
Following a simulated engine failure, the instructor
should continue to care for the “failed” engine just as
the student cares for the operative engine. If zero thrust
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Ch 12.qxd 5/7/04 9:55 AM Page 12-31
12-32
is set to simulate a feathered propeller, the cowl flap
should be closed and the mixture leaned. An occasional
clearing of the engine is also desirable. If possible,
avoid high power applications immediately following
a prolonged cool-down at a zero-thrust power setting.
The flight instructor must impress on the student multiengine
pilot the critical importance of feathering the
propeller in a timely manner should an actual engine
failure situation be encountered. Awindmilling propeller,
in many cases, has given the improperly trained
multiengine pilot the mistaken perception that the
failed engine is still developing useful thrust, resulting
in a psychological reluctance to feather, as feathering
results in the cessation of propeller rotation. The flight
instructor should spend ample time demonstrating
the difference in the performance capabilities of the
airplane with a simulated feathered propeller (zero
thrust) as opposed to a windmilling propeller.
All actual propeller feathering should be performed at
altitudes and positions where safe landings on established
airports could be readily accomplished.
Feathering and restart should be planned so as to be
completed no lower than 3,000 feet AGL. At certain
elevations and with many popular multiengine training
　
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