Page 14 - June 2015 Volume 19 Number 6

fuel system knowledge would tell him there’s a real reason to avoid departing with an inoperative transfer pump, especially if flying to the maximum endurance of the airplane.
Loss of control on one engine.
Regardless of why an engine quits, it’s vital to apply proper control inputs to establish and maintain control. Much multiengine training focuses on controlling the airplane
through the initial stages of an engine failure, including feathering the correct propeller. Less time and training effort, typically, is spent on single-engine approach and landing. A few trips around the pattern with an instructor, with one engine in zero-thrust from downwind to landing, simulating engine-out configuration, can remind you of what’s important after an engine quits.
Fuel leaks, blocked fuel vents, loose fuel caps, unexpected variations in fuel burn, and asymmetric fuel loading can cause one engine to run out before the other...unexpectedly. Attempting extreme-range flight, with uncoordinated flight during turns in the pattern, can unport a fuel tank and cause one engine to quit. Mechanical failures with fuel transfer and delivery systems can make an engine fail suddenly.
It’s possible to have fuel exhaustion on one engine while fuel is•still available to the other. Watch for the unusual situations when this may occur, and land early if you suspect it may be happening to you. T&T
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12 • TWIN & TURBINE
JUNE 2015