Multi – Engine Exam B.

The aircraft will yaw toward the left side of

the runway since the right engine will develop
more power than the left engine.
CHAPTER 2 - SECTION A C. The aircraft will yaw towaid the right side of
the runway since the left engine will develop
more power than the right engine.
1. What design feature of a fuel-injected engine 6. What action could you take to restore
prevents the engine from failing in the event the induction airflow to a fuel-injected engine if you
engine-driven fuel pump stops operating? encounter induction system icing that begins
cutting off airflow into the engine?
A. Fuel continues to flow to the engine by
gravity. A. Select the carburetor heal controls to the ON
position.
B. Auxiliary or boost fuel pumps may be
operated to provide sufficient Fuel-flow to B. Select the alternate air controls for the
continue operating the engines with limited engines to the ON position.
power.
C. Close the cowl flaps fully on both engines to
C. Auxiliary or boost fuel pumps may be warm the air sufficiently in the nacelles to melt
operated to provide sufficient fuel-flow to the ice.
continue operating the engines to the maximum
rated power output. 7. When a constant-speed, variable-pitch, full-
feathering propeller is in the governing range,
what will happen to the propeller r.p.m. and
2. While performing a magneto check on a multi- blade-pitch if the aircraft pitches down with no
engine airplane equipped with toggle-type change to the engine controls?
switches, the engine dies when you actuate the
left magneto switch on the left engine. Which A. The engine r.p.m. will remain constant, and
magneto is faulty? the blade-pitch will decrease.
Answer: The right magneto on the left engine B. The engine r.p.m. will increase, and the
blade- pitch will remain unchanged.

3. On a multi-engine airplane equipped with C. The engine r.p.m. will remain unchanged, and
paddle-type ignition switches, the engine dies the blade-pitch will increase.
when you select the left position on the left
engine ignition switch. Which magneto is faulty?
8. True/False. During takeoffs, a propeller
Answer: The left magneto on the left engine synchronizer may be used to balance the r.p.m.
between the engines.

4. On a multi-engine aircraft equipped with a 9. True/False. A governor check before takeoff

conventional constant-speed, variable pitch, full- must be accomplished with the propeller in the
feathering propeller, which direction does governing r.p.m. range.
increasing oil pressure in the propeller hub
move the blades? 10. When an engine is shut down on a twin-
engine airplane equipped with constant speed,
A. Toward low-pitch, high-r.p.m. variable-pitch, full-feathering propellers, what
angle will the propeller blades be in when the
B. Toward high-pitch, low-r.p.m.
engine slops rotating?
C. Toward low-pitch, low-r.p.m.
Answer: High-pitch

5. While applying takeoff power in a twin-engine

airplane equipped with turbocharger systems, 11. True/False. If an unfeathering accumulator
the left engine wastegate sticks in the open fails to reposition the propeller out of the
position. What is likely to occur as you advance feather position during an engine restart, the
both throttles to full power? engine must remain shut down for the duration
of the flight.
A. Thu left engine will fail since no induction air
can flow to the engine. 12. Briefly describe the actions you should take
if an electrical power generating system fails on
a twin-engine airplane.

1
Answer: Monitor the electrical load and turn off 21. How can you determine if the propeller anti-
non-essential equipment to conserve electrical icing systems arc operating properly on a multi-
power. engine airplane while in flight?

Answer: Monitor the propeller anti-ice ammeter

13. True/False. Pneumatic pressure used to to determine that it indicates in the normal
inflate de-icing boots is usually obtained from range during each cycle.
discharge air from a turbocharger compressor.

22. True/False. The range of an aircraft is

14. True/False. When using external power to reduced when the cabin combustion heater is
start a multi-engine airplane, you should start used.
the engine located nearest to the external power
receptacle first.
23. True/False. A continuous-flow oxygen system
provides safe operations up to 25,000 feet if a
15. What is an electrical system inverter? tight mask seal is maintained against your face.

Answer: A device that converts direct current

electricity to alternating current 24. What component is used to regulate the
amount of air that exits the aircraft cabin during
pressurized flight?
16. On multi-engine airplanes equipped with a
split-bus system, which device is used to join the Answer: The pressurization system outflow
busses together? valve
25. What action should you first take if when the
A. Paralleling unit cabin altitude warning light illuminates?
B. Bus-tic breaker
Answer: Don an oxygen mask and activate the
C. Alternator field relay'' oxygen system.

26. The purpose of counterweights on propellers

17. In many hydraulic system reservoirs, what of multi-engine aircraft is to
design feature prevents all of the hydraulic fluid
A. aid in feathering operations.
from being lost in the event of a hydraulic line
failure? B. more effectively balance a three-bladed
propeller.
Answer: The main hydraulic system draws
hydraulic fluid from a standpipe. C. help synchronize the propellers by stabilizing
r.p.m.

18. What provision on a multi-engine fuel system 27. A significant difference between takeoffs in
allows you to laterally balance the fuel load? multi-engine and single-engine airplanes is that
pilots of multi-engine airplanes must
Answer: Fuel system cross-feed valves
A. use additional planning for crosswind condi-
tions.
19. True/False. The landing gear warning horn
B. have a predetermined plan of action in case
will not sound if the gear is up and only one
an engine fails.
throttle is reduced to idle.
C. make allowances for much more stringent
performance criteria.
20. What are four common methods that aircraft
manufacturers provide to perform a landing
gear emergency extension? 28. During the takeoff run, the pilot should
check the r.p.m., manifold pressure, and oil
Answer: Gravity free-fall, hand crank, hydraulic pressure/temperature in addition to checking
hand pump, and gas pressure discharge the

A. fuel-flow indicators and the airspeed

indicator.

2
B. flight instruments and the fuel quantity C. Off-load some fuel and plan an additional fuel
gauges. stop enroute.

C. exhaust gas temperature gauges and fuel

selectors. 35. True/False. In transport category aircraft,
the center of gravity is usually expressed in
terms of the percentage of mean aerodynamic
29. An operational advantage of alternator chord.
systems over generator systems is that
alternators
36. The leading edge mean aerodynamic chord
A. have no moving parts.
(LEMAC) is
B. provide adequate electrical power at lower
A. 0% MAC
r.p.m.
B. 37% MAC
C. immediately provide initial production of
alternating current. C. 100% MAC

CHAPTER 2 - SECTION B 37. After you have determined the weight and
balance figures for your airplane, what is the
formula you can use to calculate a weight shift?
30. List five items that may be affected by the
weight of your aircraft. Answer:

Answer: Rate of climb, cruising speed, stall Weight of cargomoved Airplane Weight
speed, total fuel burn, and aerodynamic stability =
Distance CG moves Distance between arm location
are all affected by the weight of the airplane.

31. How is the payload of an aircraft defined? 38. A maximum zero fuel weight is established
for
A. Weight of the passengers and baggage some multi-engine airplanes to
B. Weight of the passengers, baggage, and A. increase the payload.
cargo
B. limit the ratio of loads between the fuselage
C. Ramp weight minus the basic empty weight and wings.

C. limit the landing weight. so the gear is not

32. True/False. The maneuvering speed is overstressed.
constant for a given aircraft.

33. Define the terms zero fuel weight and

maximum zero fuel weight.
39. Assume that the CG of a particular airplane
Answer: Zero fuel weight is determined by Is
subtracting the weight of the usable fuel on located 1.5 inches oft of the rear limit. Based on
board die aircraft from the total weight. the following conditions, how many pounds must
Maximum zero fuel weight is established by the be shifted from the aft cargo compartment lo the
manufacturer as a structural limit to ensure a forward cargo compartment to move the center
safe ratio of loads between the fuselage and of gravity within limits?
wings is maintained.
Takeoff weight ....................................... 5.700
34. What is not one of your options if you lbs.
calculate your aircraft to be overweight for a Forward compartment arm ......................... 15
particular flight? in.
Aft compartment arm ................................. 153
A. Remove a portion of the payload. in.

B. Relocate some baggage to other A. 62 pounds

compartments. B. 71 pounds

C. 89 pounds
3
 B. As long as your airplane is not loaded over
40. The greatest risk involved when operating a maximum takeoff weight, you should be able to
multi- engine airplane with the CG aft of its continue a climb if an engine fails at V1
limits is
C. In a light twin, limited climb performance
A. a tendency for premature rotation on takeoff. with an inoperative engine most likely will
preclude continuing a takeoff at V1 or shortly
B. a very unstable pitch condition, regardless of after liftoff.
airspeed.

C. an increase in stalling speed, requiring a 45. True/False. The accelerate-stop distance is

higher approach speed and a longer landing roll. longer when the density altitude is lower.

41. Under the following conditions, what is the 46. (Refer to figure 1 ) Suppose you are
mini mum weight that needs to be moved from preparing for a flight from Amarillo, Texas
the aft to the forward baggage compartment in (AMA). The temperature is 69° F, the field
order for the airplane to he within CG limits? elevation is 3,605 feet, the aircraft weight is
4,975 pounds, and the wind has been averaging
Takeoff w eight...................................... 4.000 6 knots right down the runway. Use the
Ibs. accompanying chart to determine the
Forward CG limit ...................................... 34.0 accelerate-stop distance under these conditions.
in.
Aft CG limit ............................................... 44.0 A. 3,425 feet
in.
Forward baggage compartment ................ -5.0 B. 3,605 feet
in.
C. 3,865 feet
Aft baggage compartment.........................115.0
in.
Aft baggage weight.................................... 100
47. (Refer to figure 2 ) Using the single-engine
Ibs. Current CG location ..................................
climb chart, compute the single-engine rate of
44.5 in.
climb for a takeoff from Sall Lake City Municipal
A. 12.0 pounds B. 16.7 pounds C. 18.2 (U42). The field elevation is 4,603 feet,
pounds temperature is 61° F, and aircraft weight is
3,750 pounds.

Answer: 40 f.p.m.
CHAPTER 2 - SECTION C

48. (Refer to figure 3 ) Cruising at a pressure

42. True/False. Power is the rate at which work
altitude of 11,000 feet, with the power set to
is done.
2,400 r.p.m. and a manifold pressure of 32
inches, what true airspeed should be expected if
the air temperature is 7° C? How much fuel is
43. Define takeoff decision speed (V1).
used in 2 hours and 40 minutes?
A. The speed at which the nosewheel is lifted,
Answer: 209 knots, 95 gallons of fuel
committing the aircraft to flight even if a
powerplant should fail
49. (Refer to figure 4 ) Given a temperature of
B. The highest speed at which the pilot must 15° C and an aircraft weight of 4,900 pounds,
initiate action to slop the airplane in the event of what is the single-engine service ceiling for this
an aborted takeoff airplane?

C. The maximum speed at which the airplane Answer: 6,500 feet

can experience an engine failure and still be
stopped within the accelerate-stop distance.
50. What rate of climb determines the single-
44. Select the true statement regarding an engine service ceiling for a twin-engine
engine failure during takeoff. airplane?

A. Most POHs recommend that the takeoff be A. Zero. That’s why it’s called a ceiling.
continued if an engine fails at liftoff speed.
4
B. 50 feet per minute B. 9,500 feet

C. 100 feet per minute C. 15,000 feet

51. What airspeed is used to maintain the
highest possible altitude after an engine fails
above the single-engine absolute ceiling? 58. (Refer to figure 6 ) Using the range profile
chart, determine the approximate range under
Answer: VYSE, single-engine best ratc-of-climb the following conditions.
Pressure altitude .................................... 9,000
ft.
52. (Refer to figure 5 ) How much fuel would be Power .............................................65% BHP
used in a normal descent from 12,000 feet to Usable fuel ...................................... 600 Ibs.
pattern altitude at Flagstaff, Arizona (field
elevation, 7,014 feet)? Assume a 1,000-foot A. 535 nautical miles
traffic pattern. How far from the airport
B. 700 nautical miles
environment should you begin your descent?
C. 960 nautical miles
Answer: 10 pounds, 14 nautical miles

59. The multi-engine service ceiling is that

53. True/False. The ground roll is usually altitude where the maximum rate of climb is
shorter when landing with an engine feathered,
due to the increased drag of the feathered A. 0 f.p.m.
propeller.
B. 50 f.p.m.

C. 100 f.p.m.
54. The multi-engine absolute ceiling is the point
where

A. VX and VY converge. 60. What is the safest procedure to follow when

the accelerate-stop distance is longer than the
B. rate of climb is 50 f.p.m. available runway and the existing airport density
altitude is higher than the single-engine service
C. critical altitude is reached coiling?

A. Off-load fuel, baggage, or passengers to

55. If an engine failure occurs at the multi- reduce weight and/or wait for more favorable
engine service ceiling, the airplane will descend winds and density altitude conditions.
initially to the
B. Make the takeoff without flaps and hold the
A. turbocharger critical altitude. airplane on the runway until reaching the single
B. single-engine service ceiling. engine best rate-of-climb speed.

C. single-engine absolute ceiling. C. Take off with partial flaps using a full power
runup prior to brake release; if an engine fails,
land on the remaining runway.
56. If an engine failure occurs above the single-
engine service ceiling, the minimum rate of
descent can be achieved by maintaining the 61. An accelerate-stop distance chart is used to
airspeed at deter mine the distance required to

A. VMC A. accelerate to VMC, then stop.

B. VXSE B. accelerate to liftoff speed, experience an

engine failure, then stop.
C. VYSE
C. accelerate to liftoff speed, climb to obstacle
clearance altitude, then land and stop.
57. (Refer to figure 6 ) According to the range
profile chart, what is the highest-pressure
altitude at which 75 percent BHP is available? 62. (Refer to figure 7 ) Use the accompanying
chart and determine the landing distance under
A. 7,800 feet the given conditions.

5
OAT................................................................
70°F
Pressure altitude ...................................... 6,000 69. What would a high Reynolds Number (RN)
ft. indicate?
Takeoff w eight........................................ 3,750
lbs. A. Laminar airflow
Headwind..................................................... 10
B. Turbulent airflow
kts.
C. Maximum velocity airflow
A. 2,400 ft.

B. 2,465 ft.
70. In high angle of attack maneuvers, the left-
C. 2,580 ft. turning tendency of a conventional multi-engine
airplane generally is more pronounced than that
of a single-engine airplane because

A. most multi-engine airplanes have throe-

CHAPTER 3 - SECTION A bladed propellers.

63. True/False. Counterrotating propellers B. gyroscopic forces are doubled with the
eliminate some of the right-turning tendencies addition of another engine and propeller.
in twin-engine airplanes.
C. the more powerful engines normally utilized
are displaced from the longitudinal axis.
64. What might cause a high sink rate if you 71. In which direction does engine torque tend
make a rapid power reduction during a slow to roll a conventional twin-engine airplane?
final approach?
1. Toward the engine with the highest power
A. Reduced P-factor setting

B. Elimination of torque 2. The same direction as engine and propeller

rotation
C. Reduction of induced airflow
3- The opposite direction of engine and propeller
rotation
65. True/False. The boundary layer begins at a
specific distance from the surface of an object
and ends where the freestream air is 72. A predominant factor which contributes to
encountered. the left-turning tendency of a conventional
multi-engine airplane during climb is

A. asymmetrical loading of the propeller.

66. The speed of sound is a function of what
variable? B. propwash effect on the vertical stabilizer.
A. Altitude C. the higher angle of incidence on the left wing.
B. Temperature

C. True airspeed
CHAPTER 3 - SECTION B
67. When considering aircraft speed, what are
the four flight regimes in which all aircraft 73. Describe the forces that cause the airplane
operate? to yaw and roll toward the inoperative engine.

Answer: Subsonic — Below 0.75 Mach, Answer: The yawing tendency is produced by
Transonic — From 0.75 to 1.20 Mach, asymmetrical thrust. The airplane rolls toward
Supersonic — From 1.20 to 5.00 Mach, the inoperative engine due to the presence of
Hypersonic — Above 5.00 Mach induced flow over the operative engine’s wing
combined with the absence of this airflow over
the failed engine's wing. The airplane also rolls
68. True/False. An aircraft with swept wings toward the dead engine because the yaw causes
typically has a higher critical Mach number than the air over the working engine’s wing to travel
an aircraft with relatively straight wings. faster, creating additional lift on that wing. Yaw
6
forces are also created by the drag of the
windmilling propeller on the inoperative engine. Answer: The sideslip increases drag, retarding
performance.
Tn a sideslip, the relative wind pushes against
74. What does the term critical engine mean? one side of the vertical stabilizer, increasing yaw
toward the dead engine. Additional rudder
Answer: The critical engine is the one whose pressure is needed to counteract this increase in
failure most adversely affects the performance yaw.
or handling characteristics of the airplane. The vertical stabilizer blocks some of the
relative wind from reaching the rudder,
reducing the effective area of the rudder.
75. True/False. The right engine is critical in The airflow strikes the rudder at a small angle,
multi-engine airplanes that have engine reducing the rudder’s ability to maintain
configurations in which both propellers turn directional control.
clockwise.
81. In an engine-out situation, how can the
sideslip be eliminated to improve control lability
76. Define minimum control airspeed (VMC). and performance?

Answer: Minimum control airspeed (VMC) is the Answer: Bank the appropriate amount toward
lowest speed at which the rudder control the operative engine to zero the sideslip.
moment can equal the moment of unbalanced
thrust. If the airplane yaws and rolls toward the 82. True/False. For most light twins, 5° of bank
dead engine with full rudder applied, the is the most effective angle to zero the sideslip
airspeed is below VMC. and achieve best engine-out performance. 11.
Which factors lower VMC?
77. Select the true statement about VMC.
A. A decrease in weight and an aft CG
A. The published VMC for your airplane is
B. An increase in weight and an aft CG
always greater than actual VMC;.
C. An increase in weight and a forward CG
B. Published VMC is the lowest speed at which
83. True/False. As altitude increases VMC
you can lose directional control.
decreases.
C. Published VMC is only applicable if your
airplane configuration and flight conditions are
the same as those stated in FAR 23.149. 84. What is the recommended bank angle to use
when performing turns with one engine
inoperative?
78. How can you eliminate die effects of a
windmilling propeller? Answer: 15°
85. What is the advantage of banking toward the
Answer: Slop propeller rotation by feathering operating engine during engine-out operations.
the blades.
A- Induced drag decreases and VMC increases

B. Turns toward the operating engine are easier

79. How can you detect an engine-out sideslip
when you apply rudder to maintain directional C. This technique reduces the amount of rudder
control with level wings? deflection required to maintain directional
control
A. The sideslip cannot be easily detected without
a yaw string.
86. During engine-out operations, greater
B. The ball in the inclinometer is deflected
caution is required when
toward the inoperative engine.
A. climbing.
C. The airplane does not maintain a constant
heading, rather gradually turns toward the B. turning toward the good engine.
failed engine.
C. turning away from the good engine

80. Explain four adverse consequences of the

sideslip in terms of performance and 87. What are the FAR Part 23 certification
controllability. requirements for single-engine climb
7
performance in twin-engine aircraft with a engine failure during the takeoff and climb-out
maximum gross weight of 6,000 pounds or less phases of flight before you leave the ground. By
and a Vso of 61 knots or less? accomplishing a takeoff briefing, you have
already established and reviewed in your mind
A. The steady, single-engine climb rate must be what actions you are going to take and where
at least .027 VSo2 at an altitude of 5,000 feet. you are going to go in die event of an engine
failure.
B. The aircraft must be capable of climbing to an
altitude of 5,000 feet with the critical engine
feathered.
95. True/False. Planning your descent from
C. The climb performance at 5,000 feet must be cruise altitude aids in establishing a stabilized
determined with tire critical engine inoperative descent into the airport environment.
and its propeller in the minimum drag
configuration. 96. Select the true statement regarding landing
procedures in a multi-engine airplane.

A. To help expediate your approach and landing,

89. What gear and flap configuration is
it is recommended that you remain at cruise
commonly used to determine published VMC?
speed until turning final.
A. Both gear and flaps extended
B. A stabilized approach allows you to maintain
B. Gear retracted and flaps at takeoff setting the proper glide path to landing with only minor
power adjustments.
C. Flaps fully extended, the gear position in
transition C. Retarding the throttle of each engine
separately helps you effectively establish the
appropriate power setting for approach and
CHAPTER 4 - SECTION A landing.

90. What FAR states the rules regarding

97. What technique may be used to reduce noise
inoperative equipment?
levels and vibrations during multi- engine
A. FAR 91.61 flights?

B. FAR 91.213 Answer: Propeller synchronization

C. FAR 91.105
91. Where would a Kinds of Operations list be 98. On takeoff. the first power reduction
found? normally is delayed until reaching

Answer: A Kinds of Operations list can be found A. VMC

in the POH for the particular airplane.
B. VVSE

92. The V-speed that produces the best rate of C. a safe maneuvering altitude and airspeed.
climb, with both engines operative is: 99. When a go-around from the final approach
becomes necessary, the first steps should be to
A. Vx
A. increase the power, accelerate to VXSE then
B. VY retract the landing gear.

C. VYSE B. increase the power, accelerate to Vy then

retract the lending gear.

93. True/False. When taxiing during a strong C. Increase the power. raise the flaps to the
crosswind, power can be increased on the takeoff setting, and then retract the lending
downwind engine to counteract the gear.
weathervaning tendency. 100. During an obstruction clearance climb with
both engines operating, the most important
speed governing performance is
94. What is the purpose of a takeoff briefing?
A. VX
Answer: A takeoff briefing allows you to think B. V MC
through the emergency procedures for an

8
C. V XSE A. Slow flight should be performed at 1.5 VS1

B. Slow flight should not be performed at an

101. For nearly all situations, adequate airspeed below VMC.
maneuverability for taxiing may be obtained by
C. During slow flight, you experience a strong
use of
left-turning tendency in airplanes with
A. differential power. counterrotating propellers.

B. nosewheel steering.
107. True/False. You should normally use full
C. differential braking. power when performing power-on stalls in a
multi-engine airplane.

102. After the landing gear and flaps have been

retracted following a normal takeoff, the 108. True/False. According to FAR Part 23, spins
airplane should be accelerated to are required to be performed in multi- engine
airplanes for aircraft certification.
A. VY to gain maximum altitude in the shortest
time.

B. Vx to gain maximum altitude in the shortest 109. Which of the following maneuvers may you
distance. be required to perform during your practical
test for a multi-engine rating?
C. VYSE to gain maximum altitude in the event of
an engine failure. A. Slow flight, power-on stalls in turns

B. Power-on stalls, power-off stalls, spins

103. During a normal landing approach, power C. Power-on stalls, power-off stalls, one-engine
is gradually reduced to idle inoperative stalls
A. at the key position.

B. as the airplane approaches touchdown. 110. What is the purpose of an emergency

descent?
C. when established on the final approach.
Answer: An emergency descent allows the
aircraft to descend at the fastest rate of descent
104. The reason for shutting off the electric fuel to a safe altitude in the event of an engine fire,
pumps after engine starting is to loss of cabin pressure, or other such emergency.

A. confirm the reliability of the engine-driven

fuel pumps. 111. During practice of stall recognition in a
multi- engine aircraft, when should recovery
B. prevent the engines from flooding while normally be initiated?
taxiing at low r.p.m.
A. At the first aerodynamic indication of a stall
C. prevent vapor from entering the fuel system B. When the stall warning horn begins to sound
during taxi operations.
C. After the aircraft nose falls past the horizon
CHAPTER 4 - SECTION B

105. What is the correct procedure for regaining

altitude lost while performing a steep turn? CHAPTER 5 - SECTION A
Answer: Decrease the bank angle, add back
pressure to correct for altitude loss, then 112. List the steps you normally take if an
reestablish the correct bank angle. engine failure occurs at an airspeed above VMC
in a light multi-engine airplane.

Answer: Engine failure checklists found in POHs

106. Select the true statement regarding slow may vary.
flight.

9
However, the following procedures are typically
per formed after an engine failure. A. Immediately after takeoff
1. Maintain directional control with the
B. In cruise flight at 10,000 feet AGL
rudder.
2. Pitch — obtain VYSE. C. On an instrument approach in IFR conditions
3. Power — adjust mixtures, props, and
throttles. 4. Drag — raise gear and flaps (if
appropriate.) 118. True/False. If you determine the
5. Identify — determine the inoperative inoperative engine cannot be restarted after fail-
engine. ure, you should always feather the propeller to
6. Verify — confirm die inoperative engine. reduce drag.
7. Troubleshoot (under certain conditions)—
determine the cause of the failure and 119. What term refers to the method of
address the problem (if possible.) simulating a feathered propeller during a train-
8. Feather — feather the inoperative engine’s ing session?
propeller.
9. Establish a bank toward the operating Answer: Zero thrust
engine, as necessary, for best performance.
10. Continue to secure the inoperative engine.
11. Monitor the operative engine. 120. What is an effective method you can use to
establish the correct amount of bank toward the
operative engine after an engine failure?
113. True/False. VYSE is typically shown on your
airplane’s airspeed indicator as a red radial line. A. Always use 5° of bank for best performance.

B. Begin with 5a of bank and then gradually

increase the bank until you reach the angle that
114. Describe two benefits of adding power after
provides the best performance.
an engine failure.
C. Begin with 5° of bank and then gradually
Answer: At partial power setting, the yaw decrease the bank until you reach the angle that
created may not be sufficient to quickly identify provides the best performance.
and react with the to the failed engine, so the
addition of power helps you to identify the
inoperative engine. It is important to have as 121. Name at least two actions you may need to
much power as possible for airplane perfor- take as you continue your flight after securing
mance. the inoperative engine.

Answer: While the following are actions

115. You retard the throttle of the suspected suggested in the text, any action that may help
failed engine. What conditions indicate you have you operate your airplane more effectively in
correctly verified the inoperative engine? this situation may he included.
If overheating occurs, monitor die operative
A. Airspeed and altitude decrease. Yawing
engine’s temperature gauges and open the cowl
tendency does not change.
flaps, or enrich the mixture. Reduce the
B. Airspeed and altitude remain unchanged. electrical load, if necessary.
Yawing tendency decreases. Be alert to problems with systems, such as
landing gear, flaps, or de-ice/anti-ice equipment
C. Airspeed and altitude remain unchanged. that may arise. Transfer fuel to balance the load
Yawing tendency does not change. or to supply the operative engine with fuel, if
necessary. Divert your flight and declare an
emergency.
116. State two memory aids you can utilize to
identify which engine has failed on a twin-
engine airplane. 122. For most currently manufactured light
twin-engine airplanes used in general aviation,
Answer: “Dead foot, dead engine” or “working what
foot, working engine” causes the greatest amount of drag following an
engine failure?

117. You should attempt to troubleshoot the A. Extension of full flaps

cause of an engine failure if the failure occurs
B. Depends on the airplane
during which phase of flight?
10
C. A windmilling propeller the runway, maintaining control with rudder and
brakes. If the gear is already retracted, a
climbout might be attempted, conditions
123. When an engine has lost power, the pilot permitting. The remaining option is a landing off
should delay feathering the propeller if the runway.

A. an In-flight engine fire occurs.

B. the engine is producing partial power.

C. an abrupt increase in oil temperature is 128. What is the purpose of a takeoff briefing?
accompanied by a large drop in oil pressure.
Answer: The takeoff briefing reviews the
appropriate actions to take in case of engine
124. The airspeed associated with the blue failure during takeoff and initial climb. The
radial line shown on the airspeed indicator of briefing also clarifies who will be in control of
some multi-engine airplanes is the airplane in the event of an emergency.

A. V FE
129. True/False. If you experience an engine
B. V MC failure enroute, you should immediately feather
the propeller and then attempt to determine the
C. V YSE
cause of die engine problem.

CHAPTER 5 - SECTION B 130. What is the appropriate recovery procedure

initiated at the first sign of loss of directional
control during a VMC demonstration?
125. What action should you take if an engine
fails on the runway prior to reaching VMC? A. Reduce power on the operating engine while
increasing the angle of attack.
Answer: Reduce both throttles to idle and brake
B. Reduce power on the operating engine while
evenly to maintain control of the aircraft.
decreasing the angle of attack.

C. Add power on the simulated failed engine

126. Select the true statement regarding the while decreasing the angle of attack.
appropriate actions to take after an engine
failure in a light multi-engine airplane at V, or
liftoff speed. 131. In what airplane configurations are you
determining performance during the drag
A. To avoid swerving off the runway, you should
demonstration?
continue the takeoff and con figure the airplane
to climb at VYSE-
Answer: Drag is demonstrated with the gear
B. Due to your airplane’s limited performance in extended, the flaps extended, both gear and
this situation, the most appropriate course of flaps extended, and with the propeller
action is to retard both throttles to idle and stop windmilling.
on the remaining runway.

C. 'Typically, your airplane’s performance at this 132. Select the true statement regarding engine-
point is sufficient to continue the takeoff and out landings.
maintain a rate of climb to easily clear a 50-foot
obstacle near the departure end of most A. There is no need to declare an emergency
runways. provided one engine is still operating normally.

B. Executing a stabilized approach can help

prevent having to perform a risky engine-out go-
127. Describe what actions you would take if
around.
you experienced an engine failure in the area of
decision with the landing gear extended. How C. As you reduce power on final, be prepared to
would these actions differ if the gear were increase rudder pressure toward the operative
retracted? engine to maintain directional control.

Answer: With the gear extended, reduce the

throttles to idle and put the aircraft back onto

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133. Explain the concept of a go/no-go altitude
when preparing for the possibility of an engine-
out go-around. 137. What is the recovery procedure following
an engine out VMC demonstration?
Answer: The pilot chooses a go/no-go altitude for
a single engine go-around based on aircraft A. Feather the propeller on the Inoperative
performance and existing conditions. Above this engine
altitude, a go-around is feasible. Below this and accelerate to VVSE
altitude, a go-around is not practical and the
pilot is committed to landing. B. increase power on the operative engine and
start a shallow descent until reaching VXSE

C. Reduce power on operating engine, decrease

134. What statement best describes the
the angle of attack to regain control and. if
significance of the single-engine best rate-of-
necessary. adjust power on the operative engine
climb speed?
to maintain control and conserve altitude.
A. It is used for obstruction clearance with one
engine inoperative. 138. What principle is illustrated during an
engine-out loss of directional control
B. II is the minimum airspeed at which an demonstration?
aircraft is controllable with the critical engine
feathered. A. VMC is a theoretical value which may or may
C. It produces the maximum climb rate or the not affect aircraft control.
minimum rate of descent with one engine
B. Power from the operating engine can be con
inoperative.
trolled at any airspeed by proper use of the
flight controls.
135. In addition to configuration. What other C. There is an airspeed below which the capacity
conditions are specified for determining of the (light controls are insufficient to offset the
published VMC ? asymmetrical thrust and roll developed by the
operating engine.
A. Maximum power on the operative engine,
139. During an engine-out instrument approach
maximum landing weight, on the propeller on
in a light multi-engine airplane, the landing gear
the inoperative engine either feathered or
should be extended when
windmilling

B. Red line power on Ibo operative engine, A. the runway is clearly visible and a landing is
maxi• ensured.
mum takeoff weight. the CG In its most
rearward B. the aircraft passes over the final approach fix,
position, end the propeller of the inoperative or intercepts the glide path.
engine sot at zero thrust end zero drag
C. the aircraft passes over the final approach fix,
C. Takeoff power on the operative engine. or intercepts the glide path, provided sufficient
Maximum weight. the CG at its most power is available.
unfavorable position. the propeller controls in
the recommended takeoff position, and the
landing gear retracted CHAPTER 5 - SECTION C

136. If an engine failure occurs on takeoff before 140. Which of the following is the most reliable
the airplane reaches VMC, the appropriate indication of a failed engine when flying with
procedure ls to reference to instruments?
A. place both mixtures in idle cutoff and apply A. A drop in manifold pressure on the affected
full engine.
naps for aerodynamic braking.
B. A need for increasing rudder pressure to
B. retard the throttle on the operative engine, maintain heading, or a turn indicated by the
retract the flaps (If extended). and apply attitude indicator and turn coordinator.
Immediate, heavy braking.
C. An unexplained gradual loss of altitude, and a
C. retard both throttles immediately, apply heading change of 10° or more accompanied by
braking as necessary to stop the airplane, end a bank toward the operating engine.
make no change in the takeoff configuration.
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 A. below landing minimums.

141. True/False. ATC never issues a clearance B. 100 feet above landing minimums.
for a route segment below the single engine
C. below landing minimums at the destination
service ceiling for your airplane.
air port.
142. You are cruising in instrument conditions
and experience an engine failure. What is your 148. When choices are available, what type of
first priority if you are not able to maintain your instrument approach should be flown with one
assigned altitude? engine inoperative?
A. Inform ATC and request a new altitude that A. NDB
you can maintain.
B. VOR
B. Pitch for best single-engine rate of climb
(VYSE) while maintaining course. C. Precision

C. Fly one mile to the right of your assigned

course so as not to collide with air craft below 149. On an instrument approach with one
you on the same course, and squawk 7700. engine inoperative in a light multi-engine
airplane, flaps should not be fully extended until

143. What ATC services might you use if you had A. glide slope intercept.
an engine failure during the enroute phase of a
flight in IFR conditions? B. a safe landing is ensured.

Answer: Radar vectors, request current weather C. reaching the MD A or the DH.
for nearby air ports, etc.

144. You experience an engine failure during the CHAPTER 5 - SECTION D

enroute portion of a flight in IFR conditions.
After securing the engine, you evaluate your
options for safely completing the flight. What 150. True/False. Per FAR 61.57, one of your
are three factors you should consider in your pilot-in-command responsibilities is to make
evaluation? three engine-out landings within the preceding
90 days to maintain proficiency in multi-engine
Answer: Enroute weather conditions; ability to airplanes.
maintain altitude; distance to nearby airports
(including those behind you); ceilings and
visibility, availability of precision approaches, 151. When flying with another pilot, how do you
and length of runways at nearby airports; high determine who will take control of the airplane
terrain between your position and nearby in an engine-out situation?
airports; condition of remaining engine; famil- Answer: Both pilots should discuss information
iarity with approach procedures; available fuel about their level of experience, Time spent in
and range remaining. the specific airplane may be more important
than total flight hours. Recent experience and
practice in engine-out procedures in die
145. True/False. If an engine loses power during particular make and model of airplane may help
an instrument approach, it is best to feather the determine who should take the controls in the
propeller immediately after verifying which event of an engine failure. Pilots should also
engine has failed. discuss and agree on how to safely exchange the
flight controls.
146. True/False. To execute an instrument
approach on one engine, plan to fly the final 152. List at least two items dial you may wish to
approach segment at VYSE or VMC, whichever is include when compiling information on each
lower. airplane you fly.

Answer: While the following are items stated in

147. A takeoff normally should not be attempted the text, any data that may help you operate
when existing weather is your airplane more effectively may be included.

13
The airplane’s typical performance, such as
takeoff distance and climb rates, in specific
configurations and flight conditions; the 154. List the five primary causal factors that
airplane’s performance when practicing account for the majority of CFIT accidents.
simulated engine failures; differences between
actual performance and that derived from the Answer: Omission of action or inappropriate
POH; special considerations that apply to the action; lack of situational awareness/positional
airplane, such as techniques for leaning die awareness; inadequate flight handling; “press-
mixture; and the bank angle that provides the on-itis”: poor professional judgment/airmanship
best engine-out performance

155. True/False. The poor judgment chain

153. Describe an action you can take on the describes the concept of contributing factors in
ground that can help you prepare for a possible a human factors-related accident.
engine failure during flight.

Answer: While the following is an action 156. Although the maximum holding airspeed
suggested in the text, any action that may help for Cate gory A and B aircraft is 175 KIAS, a
you operate your airplane more effectively in an slower airspeed may be advantageous for
engine-out situation may he included.
Prior to every departure, prepare for an engine- A. conserving fuel.
out situation by breaking your flight into phases.
B. easier control of airspeed and altitude.
Then, review what actions to take if an engine
failure were to occur during each of these C. conserving fuel, easier altitude control, and
phases. decreasing holding pattern size.

figure 1

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figure 2

figure 3

15
figure 4

16
figure 5

17
figure 6

figure 7

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