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maintain adequate airspeed during a split flap takeoff, which resulted in an aerodynamic stall. Contributing to the accident were the failure of the right flap drive mechanism and the pilot’s failure to verify that both flaps were retracted prior to takeoff.”
Preconceived failure
Put yourself in the pilot’s seat. After completing the Before Takeoff checklist and any line-up final items you in- clude in your regimen, you advance both throttles smoothly to the forward stops. You confirm manifold pressure, RPM, fuel flow, and oil pressure are as expected for both engines.
You push the nose down to attain and maintain VYSE, “blue line” speed.” You step down hard on the right rudder to stop the yaw and hold heading. This is the correct re- sponse, whether this is an engine failure immediately after liftoff or a split-flap takeoff. So far, so good. Here’s where your response needs to slow down to meet the realities of the emergency. If you act rashly, you might reach up, grab the left propeller control and pull it back into feather. I’ve seen this done many times as a Baron simulator instruc- tor—the pilot is convinced they know the problem because instructors have drilled this response into them their entire multi-engine life. They feel the need to act right now to feather the “dead” engine’s propeller.
Except...if the problem was an extended right f lap instead of a failed left engine, feathering the propeller would cre- ate even more disparity between lift on the right side and lift on the left. The airplane would roll even harder to the left. The scenario would probably be over as rapidly as it was for that unfortunate Duke pilot.
You crosscheck that the exhaust gas temperatures (EGTs) and, if turbocharged, turbine inlet temperatures (TITs) meet your targets or adjust the mixtures as needed if they don’t. At “rotation” speed (in those POHs that use this term) or a few knots before “liftoff” speed (for those using this instead), you apply back pressure to bring the airplane to the initial climb attitude. The wheels kiss the pavement goodbye; positive rate, gear up.
But you’ve had the same flap failure as that Duke pilot. The left flap is up, but the right flap is fully down. In the blast behind the propeller running at full power, the added lift on the right side creates a dramatic roll to the left. You’re a well-trained piston twin pilot—what does all your train- ing tell you is happening when the airplane suddenly rolls to the left immediately after takeoff? That’s correct; you know it’s a failure of the left engine. It’s what we train for.
May 2024 / TWIN & TURBINE • 17