User manual

Part B Section 2
For crew co-ordination, refer to AOM 2.3.3/5.
2. ENGINE FIRE/FAILURE DURING TAKE-OFF AFTER V1
• For failures after V1 also refer to AOM 2.3.3/5.
• For crew co-ordination also refer to AOM 2.3.1/2, Emergency/Abnormal Operation.
If an engine fails after V1, the take-off should be continued.
The first indication of a loss in thrust is a drop in manifold pressure.
The minimum speed is in all the segments is V2 (87 kts).
Use rudder and aileron trim as required. A maximum of 5 deg bank towards the live engine is
allowed to maintain heading. This may require almost full deflection of the control wheel at
V2 and a heavy aircraft.
If a check must be done when a propeller is actually feathered than this must be done by
looking actually at the propeller.
When propeller is still windmilling maintain speed 83 kts IAS or greater with other engine at
METO power. Trade altitude for speed and start descending to maintain Vmca or more. If
necessary make an emergency landing on water or soft terrain with gear up, or on a runway
with, if possible, gear down.
Flying on one engine in a twin engine aircraft is considered an emergency.
The captain should determine a safe flight path based on his own judgment. Before
accelerating to speeds above V2 first climb to a safe altitude.
Calling/stating or confirming any engine failure should not be accompanied by the engine
number but by stating:
e.g. 'Engine Fire' or 'Engine Failure'
• If an engine fails at a speed between V2 and V2 + 10, maintain that speed.
• If an engine fails at a higher speed, gradually reduce to V2 + 10.
Stichting Catalina PH-PBY Rev No: 00
18 May, 2004 Page: 19