Engine Failure During Takeoff

JOINT ADVANCED MULTI-ENGINE T-44A

91 KIAS, utilizing the following procedures:

(1)

Power levers Idle.

(2)

Reverse as required.

Lift both power levers over the detent and smoothly initiate full

reverse. When reversing is no longer required, advance power levers to

beta range. See paragraph 113 for engine failure during takeoff

procedures.

(3)

Brakes as required.

While applying reverse, simultaneously apply smooth even

brake pressure. Do not lock the brakes.

Verbally recite the remaining Aborting Takeoff Checklist memory items. The maneuver is complete when

the aircraft is stopped or in a slow taxi with the checklist completed. Solos will not practice aborted

takeoffs of any kind.

NOTE: Simulated single engine(SSE) aborts shall not be conducted in the syllabus.

Engine Failure During Takeoff. Always consider the possibility of an actual engine failure during the

113.

takeoff roll. The PAC should maintain directional control, immediately reducing power to idle and calling

"Abort." Bring both power levers just aft of the flight idle detent, and utilize brakes with a pumping action

vice a sustained application to bring the aircraft to a safe stop on the runway. Utilize single-engine reverse

by slowly easing the operating engine into reverse. Counteract yaw with rudder while braking and

scanning toward the end of the runway for alignment. If yaw becomes excessive, reduce or discontinue

reversing and stop with brakes. Do not lock the brakes. Following a single-engine abort and with the

aircraft safely stopped on the runway, secure the failed engine. Do not attempt further taxi on one engine.

This procedure is not practiced in the aircraft.

114.

Departure. After the CP reports "Gear up," slowly reduce the props to 1900 RPM (Revolutions Per

Minute) ensuring torque limits are observed. Adjust climb power (top red line for torque, 765 ITT),

accelerate to the appropriate speed, and comply with Course Rules. Anticipate level off. Fine-tune the

props as soon as possible to reduce cabin noise and airframe vibration. In the interest of reducing tower

frequency congestion, pilots are reminded it is not necessary to request permission to leave the tower

frequency when: (1) Switching at a change point designated by established course rules, (2) Once outside

of the airport traffic area, or (3) as directed by course rules.

NOTE: Power is reduced prior to prop RPM reduction when remaining in the touch and go pattern. See

procedures specific to pattern work.

Climb Checklist. Accomplish the Climb Checklist in accordance with NATOPS and Appendix E and

115.

Voice procedures in accordance with Appendix A.

Once established in Seagull, monitor the radial and DME when performing high work as it will be your

responsibility to keep the aircraft in the block.

Climb, Cruise, and Descent. Climb, cruise, descent, and transitions between phases are the basis for all

116.

flight maneuvers. A table of standard parameters is provided below. Torque settings are approximate

(approx) and will differ widely due to differences in engine efficiency and variations in power output at

different altitudes. Utilize these parameters when conducting curriculum maneuvers, however they are not

meant to restrict the full range of operating limits permitted by the NATOPS Manual. Advanced training

often requires use of various settings in an operational environment.

FAMILIARIZATION STAGE

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