User manual

Section 3.3 Part B
Rev No: 01 Stichting Catalina PH-PBY
Page: 2 25 May, 2005
03 ENGINE FIRE/FAILURE BEFORE V
1
Reject the take-off.
For crew co-ordination, refer to Part B 2.3.3 03.
04 ENGINE FIRE/FAILURE DURING TAKE-OFF AFTER V1
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.
Accelerate 90 kts in ground effect and clbThe minimum speed is in all the segments is V2
(87 kts).
Use rudder and aileron trim as required. A maximum of 5 deg banks 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. First climb to
a safe altitude before going into cruise and doing checklists.
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.