One-Engine Speeds, Identification and Bank

Every engine-failure drill leans on three speeds, one identification rule and two bank angles. These belong together: the speed keeps the airplane controllable and climbing, the rule finds the dead engine, and the bank angle depends on whether you are fighting for control or for climb.

At a glance

• VMCA56 KIAS
• VYSE (one engine inop best rate)88 KIAS
• VXSE (one engine inop best angle)82 KIAS
• Maneuvering speed, 3800 lb135 KIAS
• Maneuvering speed, 2870 lb115 KIAS
• Never exceed202 KIAS
• Bank for control (near/below VMC)about 5° toward the operating engine
• Bank for climb (secured)2° to 3° toward the operating engine

Airspeeds for safe operation

• One engine inoperative air minimum control (VMCA) — 56 KIAS.

• One engine inoperative best rate of climb — 88 KIAS.

• One engine inoperative best angle of climb — 82 KIAS.

• Maneuvering — 135 KIAS at 3800 lb, 115 KIAS at 2870 lb.

• Never exceed — 202 KIAS.

Do not let the airspeed fall below VXSE, 82 KIAS: any slower and climb performance is significantly reduced. Once the obstacles are cleared, accelerate to the single-engine best rate of climb speed.

Finding the dead engine

The failed engine is identified by the rudder you need to hold direction: pressure is required toward the operating engine — dead foot, dead engine. EGT and oil pressure indications help confirm it. Then verify complete power loss by retarding that engine's throttle and noting no change in the engine or the airplane.

Two bank angles, two jobs

• Maximum controllability, near or below VMC — bank about 5° into the operating engine; the slip-indicator trapezoid sits 1/2 to 3/4 of a width toward the operating engine.

• Maximum climb performance, under control and secured — hold 2° to 3° of bank toward the operating engine, about 1/2 trapezoid.

Continue or discontinue?

After an engine failure on takeoff, discontinuing is advisable under most circumstances. Continuing the takeoff is not advisable if the engine fails before obstacle speed is reached and the gear is retracted.

Check yourself

• What are VMCA, VYSE and VXSE on this airplane?

• Below which speed does single-engine climb performance drop significantly?

• How is the inoperative engine identified, and how is the failure verified?

• How much bank do you use for maximum control, and how much for maximum climb?

• When is continuing a takeoff after an engine failure not advisable?

Study aid — always fly your aircraft's current AFM/POH.