Cessna 402C - Page 55

SECTION 3
EMERGENCY PROCEDURES
(AMPLIFIED PROCEDURES)
~~,A02C
At sea level standard day, with zero wind and 6850 pounds weight, the
distance to accelerate to 95 KIAS and stop is 3731 feet, while the total
unobstructed distance required to takeoff and climb over a 50-foot obstacle
after an engine failure at 95 KIAS is 3058 feet. This total distance over
an obstacle can be reduced sl ightly under more favorable conditions of
weight, headwind,
Or obstruction height. However, it is recommended that ,~
in most cases it would be better to di scontinue the takeoff, since any
Islight mismanagement of one engine inoperative procedure would more than
offset the small di stance advantage offered by continuing the takeoff.
Still higher field elevations will cause the engine failure takeoff dis-
tance to lengthen d1 sproportionately until the al titude is reached where a
successful
takeoff is improbable unless the airspeed and height above the
runway at engine failure are great enough to allow a sl ight deceleration
and altitude loss while the airplane is being prepared for an engine inop- ---=---....
erative cl imb.
Du ri ng engi ne i nopera ti ve takeoff procedures over an ob stac 1 e, on 1y one
condition presents any appreciable advantage; this is headwind. A decrease
of approximately
2% in ground distance required to clear a 50-foot obstacle
can be gained for each 4 knots of headwind. Excessive speed above one
engine
inoperative best rate-of-climb speed at engine failure is not nearly
as advantageous as one might expect since deceleration is rapid and ground ~
distance is used up quickly at higher speeds while the airplane is being
cleaned
up for climb. However, the extra speed is important for control la-
bil ity.
The fol lowing facts should be used as a guide at the time of engine
failure during takeoff: (1) discontinuing a takeoff upon engine failure is ~
advisable under most circumstances; (2) altitude is more valuable to safety
after takeoff than is airspeed in excess of the one engine inoperative best
rate-of-climb speed since excess airspeed is lost much more rapidly than is
altitude; (3) climb or continued level flight at moderate altitude is
improbable with the landing gear extended and the propeller windmilling;
(4) in no case should the airspeed be allowed to fall below the intentional /~~
one engine inoperative speed, even through altitude is lost, since this
speed will always provide a better chance of cl imb, or a smaller altitude
loss, than any lesser speed; and (5) if the requirement for an immediate
cl
imb is not present, allow the airplane to accelerate to the one engine
inoperative best rate-of-climb speed as this is the optimum climb speed and
will always provide the best chance of climb or least altitude loss.
,..-----IWARNING~ ~ .. ~
The propeller on the inoperative engine must be
feathered, landing gear retracted and wing flaps up
or continued flight may be impossible.
3-16
1
November 1979
Revi sion 4 - 1 December 1983