T.O. 1L-2A-1

ENGINE FAILURE.

FLIGHT CHARACTERISTICS UNDER PARTIAL POWER CONDITIONS.

Indications of forthcoming engine failure are a loss of RPM, reduction in fuel flow, a drop in oil pressure, increasing engine temperature, or a marked decrease in aircraft performance. Complete engine failure is manifested by a slight nose down change in longitudinal trim and a significant loss in cruising airspeed. Under low power conditions (as in a descent) the indications of forthcoming engine failure are less evident. The speed with which an engine is determined to be inoperative will depend upon pilot proficiency and experience.

The single-engine flight characteristics of the aircraft are excellent. Due to the centerline mounting of the engines, single-engine operation introduces no adverse controllability effects and climbs, turns, and landings may be safety executed. The loss of an engine will result in a loss of performance only and the aircraft will remain controllable at all speeds down to the stall. An airspeed of 90 KTS/IAS will provide excellent control and over 300 ft/min rate of climb at gross weight on a standard day at sea level with the aircraft in a clean configuration and the inoperative propeller feathered. Although the single- engine performance will decrease with increasing temperatures and altitudes, the 4300 pound (B) or 4200 pound (A)  single-engine service ceilings of 5000 feet (front) and 6500 feet (rear) will permit safe single-engine operation from most elevations using normal engine-out procedures and by obtaining minimum drag as soon as possible.

For twin-engine operation at elevations above the single engine service ceiling, the Best Rate of Climb airspeeds should be used after take-off for maximum altitude gain until a safe altitude is obtained.

ENGINE FAILURE DURING TAKE-OFF BELOW 75 KTS/IAS.

In the event that take-off speed has not been obtained, perform the following:

1. ABORT.
Follow aborted take-off procedures, this section.

ENGINE FAILURE AFTER TAKE-OFF ABOVE 75 KTS/IAS.

If an engine fails immediately after take-off and the decision is made to continue, proceed as follows:

1. EXTERNAL STORES - JETTISON.(A)
            2. Propeller levers -FULL INCREASE.      
            3. Throttles -FULL OPEN.
            4. INOPERATIVE ENGINE -DETERMINE. Determine that the front engine is inoperative by checking engine response to throttle movement.
            5. MIXTURE LEVER -IDLE CUT-OFF (INOPERATIVE ENGINE).
            6. PROPELLER LEVER -FEATHER (INOPERATIVE ENGINE).

CAUTION

Do not attempt to retract landing gear with front-engine inoperative.

7. Airspeed - BEST SINGLE-ENGINE CLIMB SPEED.

After clearing obstacles or gaining sufficient altitude, proceed as follows:

8. Landing gear lever -UP WITH FRONT ENGINE OPERATING.
            9. Wing flap lever -UP IN SMALL INCREMENTS.
            10. Cowl flap lever -SINGLE ENGINE OPEN (OPERATING ENGINE).
            11. Cowl flap lever -CLOSED (INOPERATIVE ENGINE).
            12. Magneto switches -OFF (INOPERATIVE ENGINE). (A) Magneto/Starter switch -OFF (INOPERATIVE ENGINE). (B)
            13. Fuel selector valve handle -OFF (INOPERATIVE ENGINE).

Re-enter the traffic pattern and land the aircraft.

ENGINE FAILURE DURING AFTER –TAKE--OFF CLIMB.

Special consideration must be given to engine failure during the after-take-off climb because of the differences between front and rear engine climb perfor- mance and the fact that hydraulic power is supplied only by the front engine. In combatting an engine failure during the after-take-off climb, pilot proficiency and knowledge of the aircraft and its single engine flight characteristics are essential. Single- engine climb performance on the rear engine is better than single engine climb performance on the front engine by 80 feet per minute. With the landing gear extended, climb performance on the front engine at high gross weights will be marginal. If the rear engine fails during the climb after take-off, feather the propeller immediately and retract the landing gear, altitude and airspeed permitting .

If the front engine fails during the after-take-off-climb prior to the initiation of gear retraction, no attempt should be made to retract the landing gear . However, should the front engine fail during the gear retraction cycle, the pilot must decide whether or not to allow the front propeller to continue to windmill until the cycle is complete or reverse the operation in mid-cycle and allow the windmilling front propeller to return the gear to the DOWN position. At this point the pilot's decision must be based on altitude, airspeed, and the position of the landing gear in the retraction cycle.

WARNING

Do not feather the front propeller until the re- traction or extension cycle is complete. Air- plane drag with the landing gear doors opened and the gear partially extended is greater than the drag with the landing gear fully extended. Corresponding rate-of-climb penalities are -240 ft. /min. and -110 ft. /min, respectively.

ENGINE FAILURE DURING FLIGHT

1. Propeller levers -FULL INCREASE. 2. Throttles -FULL OPEN .
            3. Mixture levers -ADJUST FOR NEW POWER SETTING.
            4. Cowl flaps -OPEN.
            5. Inoperative engine -DETERMINE.
                        a. Throttles -CHECK ENGINE RESPONSE TO THROTTLE MOVEMENT .
                        b. Fuel flow -CHECK. IF DEFICIENT, TURN ON AUXILIARY FUEL PUMP .

  Note

If fuel selector valve handle is on AUXILIARY TANK, switch to MAIN TANK.

                          c. Fuel quantity indicators -CHECK AND SWITCH TO OPPOSITE TANK, IF NECESSARY.
                        d. Oil pressure and oil temperature gages -CHECK. Secure engine if oil pressure is low.
                        e. Magneto switches -CHECK ON. (A) Magneto/Starter switch -CHECK ON.(B)

If the inoperative engine has failed to restart, proceed as follows :
            6. Mixture lever -IDLE CUT-OFF (INOPERATIVE ENGINE).
            7. Propeller lever -FEATHER (INOPERATIVE ENGINE).
            8. Throttles -CLOSED (INOPERATIVE ENGINE).

Note

There is no disabling switch for the landing gear warning horn on aircraft (B) .If the throttle is retarded on aircraft (B) , the gear warning horn will sound continuously. Advance inoperative engine throttle 1/3 OPEN to silence horn.

9. Magneto switches -OFF (INOPERATIVE ENGINE). (A)
            Magneto/Starter switch -OFF (INOPERATIVE ENGINE). (B)
            10. Fuel selector valve handle -OFF (INOPERATIVE ENGINE).
            11. Cowl flaps -CLOSED (INOPERATIVE ENGINE).

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