Multi-Engine Aircraft Operations

In a multi-engine aircraft with constant-speed, variable-pitch propellers, increasing oil pressure in the propeller hub causes the blades to move toward a lower pitch angle, allowing the propeller to rotate faster.

The recommended bank angle for turns with one engine inoperative is 15 degrees.

In a high angle-of-attack (AoA) situation, the descending propeller blade generates more thrust than the ascending blade due to the increased airflow acting upon it.

An increase in aircraft weight and a forward center of gravity (CG) lower the minimum controllable airspeed (Vmc).

True. The asymmetrical thrust from the propellers creates a left-turning tendency in conventional airplanes.

During an approach with a sudden power reduction, a high rate of descent is observed due to the reduced induced airflow over the wings, which decreases lift.

True. Engine-driven fuel pumps and electrical boost pumps are common types of fuel pumps in aircraft.

True. The recommended takeoff speed is Vmc + 5 knots to ensure sufficient margin of safety over the minimum controllable airspeed.

False. For an instrument approach with one engine inoperative, the recommended final approach segment speed is Vyse (best single-engine speed), not Vmc.

False. The critical engine in multi-engine airplanes with clockwise rotating propellers is the left engine. This is because the propeller torque creates a left-turning tendency, making the left engine harder to control in a failure scenario.

Vxse is the best angle of climb with one engine inoperative.

In addition to monitoring engine RPM, manifold pressure, oil temperature and pressure, the pilot should also check fuel flow and airspeed during takeoff.

Executing a stabilized approach can help prevent having to perform a risky engine-out go-around.

During takeoff, a propeller synchronizer can be used to balance the engine RPMs, but not during takeoff

Power differential is the recommended procedure for tight turns while rolling on the ground, as it allows for controlled maneuvering without relying on brakes.

True. An engine failure must always be considered as a potential scenario during departures in a multi-engine airplane.

The speed for the best rate of climb in a multi-engine airplane is Vy (best rate-of-climb speed).

False. The ASD (accelerate-stop distance) is shorter when the density altitude is lower due to the increased air density.

False. The critical engine in a twin-engine aircraft depends on the propeller rotation direction. For clockwise propellers, the left engine is critical, while for counter-clockwise propellers, the right engine would be critical.

True. The asymmetrical load of the propellers tends to make conventional airplanes turn to the left due to the torque effect.

False. The landing gear warning horn will sound if the gear is up, regardless of whether only one throttle is reduced to idle or both.

The single-engine service ceiling for a twin-engine airplane is defined as the altitude at which the airplane can maintain a climb rate of 50 feet per minute with one engine inoperative.

True. If an engine failure cannot be rectified, feathering the propeller reduces drag and improves performance.

V1 is the highest speed at which the pilot can choose to abort the takeoff and safely stop the airplane within the accelerate-stop distance (ASD) without exceeding runway limits.

False. A propeller synchronizer is used to balance engine RPMs during cruise flight, not during takeoffs.

True. During a single-engine approach, operating flaps should be minimized until the landing is assured to maintain control and reduce potential complications.

A windmilling propeller creates the most drag during an engine failure.

If a takeoff is initiated at an altitude higher than the single-engine service ceiling, an engine failure will result in level flight after takeoff. The aircraft will not be able to maintain a climb rate of 50 feet per minute.

The absolute ceiling is the altitude at which Vx and Vy are the same, meaning there is no difference between best angle of climb and best rate of climb.

True. A red light on the landing gear indication system can indicate that wheels are ascending (retracting), descending (extending), or not yet locked.

Turbocharging increases an aircraft's service ceiling by providing sea-level or greater manifold pressure (MAP) at high altitudes.