Chapter 12—Transition to Multiengine Airplanes

Table of Contents
Multiengine Flight
Terms and Definitions
Operation of Systems
    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
Rejected Takeoff
Engine Failure After Lift-Off
Engine Failure During Flight
Engine Inoperative Approach Landing
Engine Inoperative Flight Principles
Slow Flight
    Power-Off Stalls (Approach and Landing)

    Power-On Stalls (Takeoff and Departure)
    Spin Awareness
Engine Inoperative—Loss of Directional Control Demonstration
Multiengine Training Considerations


Power-on stalls are practiced to simulate typical takeoff scenarios. To initiate a power-on stall maneuver, the area surrounding the airplane should always be cleared to look for potential traffic. The airplane is slowed to the manufacturer’s recommended lift-off speed. The airplane should be configured in the takeoff configuration. Trim should be adjusted for this speed. Engine power is then increased to that recommended in the AFM/POH for the practice of power-on stalls. In the absence of a recommended setting, use approximately 65 percent of maximum available power while placing the airplane in a pitch attitude that will induce a stall. Other specified (reduced) power settings may be used to simulate performance at higher gross weights and density altitudes.

When the airplane reaches a stalled condition, the recovery is made by simultaneously lowering the angle of attack with coordinated use of the flight controls and applying power as appropriate.

However, if simulating limited power available for high gross weight and density altitude situations, the power during the recovery should be limited to that specified. The recovery should be completed with a minimum loss of altitude, appropriate to aircraft characteristics.

The landing gear should be retracted when a positive rate of climb is attained, and flaps retracted, if flaps were set for takeoff. The target airspeed on recovery is VX if (simulated) obstructions are present, or VY. The pilot should anticipate the need for nosedown trim as the airplane accelerates to VX or VY after recovery.

Power-on stalls may be performed from straight flight or from shallow and medium banked turns. When recovering from a power-on stall performed from turning flight, the angle of attack should be reduced prior to leveling the wings, and the flight control inputs should be coordinated.

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Copyright 2012
PED Publication