JOINT ADVANCED MULTI-ENGINE T-44A
Minimum 5000' AGL.
300 ft-lbs. Trim 2° up and do not re-trim until after rotation. Utilize
pitch to maintain altitude as airspeed bleeds off.
Up (normal takeoff configuration.)
Down. Landing Checklist complete.
Takeoff at 95 KIAS, smoothly apply takeoff power and rotate to the takeoff attitude (7-10 degrees up).
Maintain heading. Anticipate the need for right rudder with power application.
NOTE: IP will not call "Go" as airspeed approaches 95 KIAS. Once takeoff power is set, the IP will call
At a speed above 91 KIAS (Vsse) the IP will pull one power lever to idle, simulating an engine failure.
Raise your hand slightly when you feel the IP pull a power lever back; do not grip the power levers so
tightly the IP cannot move the control. Do not attempt to anticipate which engine will be failed. An actual
engine failure will be a surprise and require prompt recognition and action.
Primary scan should be outside on the horizon. Pick a point (cloud) to assist in controlling yaw.
Immediately stop the yaw utilizing rudder and aileron while lowering the nose to the horizon. Substantial
rudder pressure will be required. Bank to a maximum of 5º into the operating engine. Execute the
As required. Check maximum on the operating engine.
As required. At 102 KIAS raise the nose to stop any altitude
loss and accelerate to 110 KIAS if possible.
Identify the failed engine utilizing engine instruments (torque, ITT, N1, fuel flow) and rudder pressure.
Your foot working hard to maintain heading is on the same side as the operating engine. Your non-
working foot ("dead foot") is on the same side as the dead engine. Do not look at the power levers to
initially determine which engine has failed. During an actual engine failure they would both be matched.
Emergency Shutdown Checklist
Hold the checklist momentarily after executing the first three memory items, pull the props back to 1,900
RPM, reset maximum power, then continue the checklist if malfunction is fuel or fire related. Otherwise
transfer communications to CP, declare an emergency, and address the Dead Engine Checklist. The
maneuver is complete when trimmed at 110 KIAS (minimum 102 KIAS), established on takeoff heading,
and the Emergency Shutdown Checklist has been executed.
Flight Control Malfunctions. These malfunctions acquaint the student with conditions encountered when
experiencing flight control malfunctions.
Malfunctions may be simulated in-flight in the following manner:
Runaway trim. The IP will engage elevator trim and continue trimming until the student presses
the disconnect switch. Do not re-trim manually until you have had a chance to experience flight
with stuck elevator trim and the control forces required to overcome trim.
Split flaps. The IP will trim left or right aileron to simulate split flaps or an aileron control problem.
Utilize available aileron, rudder, and asymmetric power as required to maintain control.
Rudder trim. The IP will trim left or right rudder to simulate stuck trim or a rudder control
problem. Utilize aileron, available rudder, and asymmetric power as required to maintain control.
Stuck rudder, aileron, or elevator. The IP may announce a particular control is being "frozen."
This will simulate a binding control. Utilize available controls and asymmetric power to maintain