Cessna 1971 Super Skymaster - Page 23

TAKE-oFF PROFILES
Figure 3-1.
type of an emergency, one must consider the field length, obstruction
height, field elevation, air temperature, headwind, and the gross weight.
In addition, the
speed must be considered since a continued take-off is not
recommended if an engine failure occurs below 95 MPH. The flight paths
Illustrated in figure 3-1 indicate the "area of decision" is bounded by:
(1) the point at which 95 MPH is reached, and (2) the point where the ob-
"truction altitude is reached. An engine failure in this area requires an
immediate decision as to whether or not continued take-off should be
attempted.
To aid in making this decision, a chart is included in Section VI
which shows the total distance required for the airplane to be accelerated
from a standing start to various speeds and then decelerated to a stop
with heavy braking.
In some cases, airspeed and height above the runway at engine failure
may be great enough to allow a slight deceleration and altitude loss while
the gear is being retracted and the airplane is being prepared for a single-
engine climb. However, it is recommended that in most cases, it would
he
better to discontinue the take-off, since any slight mismanagement of
Hingle-engine
procedures would more than offset any advantages offered
\ly continuing the take-off. The total take-off distance with an engine fail-
lire lengthens disproportionately under hot day, high altitude and heavy
weight conditions
until the point is quickly reached where a successful
:.ke-off climb would not be possible.
The following facts should be used as a guide at the time of engine
.Iilure:
Discontinuing a
take-off upon engine failure is advisable under
mosl circumstances.
, :J.
(2) Altitude is more valuable to safety after take-off than is air-
speed in excess of the best single-engine climb speed, since excess
airspeed is lost much more rapidly than is altitude.
(3) Climb or continued level flight is not possible with a propeller
windmilling. Therefore, prompt identification of the inoperative
engine and feathering the propeller is of utmost importance if the
take-off is continued.
(4) In no case should the airspeed be allowed to fall below 95 MPH.
even though
altitude is lost since this speed will provide a better
chance of climb or a smaller altitude loss than any lesser speed.
It is important to remember that the hydraulic pump for operating the
landing gear system is driven by the front engine only (unless an optional
rear-engine hydraulic pump is installed); therefore, when the front pro-
peller is feathered, the landing gear must be actuated by using the emer-
gency hydraulic hand pump.
If a front engine-out should occur while gear retraction is in progress,
allow the propeller to windmill (airspeed at least 95 MPH) until the re-
traction cycle is complete (which is 3 to 5 seconds after the amber light
Is illuminated) before feathering the propeller.
Airplane drag with the landing gear doors opened and the gear parti-
ally extended is greater than the drag with the landing gear fully extended.
Corresponding rate-of-climb penalties are - 240 FPM and -110 FPM
respectively. Therefore, since there is a drag increase with the initi-
ation of gear retraction, it should not be attempted unless adequate air-
.peed and altitude margins exist for sustained flight. This is especially
important under the conditions of weight, altitude and temperature that
result in little or no single engine climb. If necessary, use the emer-
pncy hydraulic pump to complete a gear up cycle.
DISCONTINUED TAKE-OFF PROCEDURE.
(1) Throttles -- Close immediately.
(2) Brakes -- As required.
NOTE
Total distances required to accelerate to various speeds
and then stop are shown in Section VI.
CONTINUED TAKE-OFF WITH ENGINE-OUT (SPEED ABOVE 95 MPH).
(1) Throttles -- Full forward.
3-3