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achieve a center of gravity within the approved
envelope. Most multiengine airplanes have general
loading recommendations in the weight and balance
section of the AFM/POH. When ballast is added, it
must be securely tied down and it must not exceed
the maximum allowable floor loading.
Some airplanes make use of a special weight and
balance plotter. It consists of several movable parts
that can be adjusted over a plotting board on which
the CG envelope is printed. The reverse side of the
typical plotter contains general loading recommendations
for the particular airplane. A pencil line plot
can be made directly on the CG envelope imprinted
on the working side of the plotting board. This plot
can easily be erased and recalculated anew for each
flight. This plotter is to be used only for the make
and model airplane for which it was designed.
GROUND OPERATION
Good habits learned with single-engine airplanes are
directly applicable to multiengine airplanes for preflight
and engine start. Upon placing the airplane in
motion to taxi, the new multiengine pilot will notice
several differences, however. The most obvious is
the increased wingspan and the need for even
greater vigilance while taxiing in close quarters.
Ground handling may seem somewhat ponderous
and the multiengine airplane will not be as nimble
as the typical two- or four-place single-engine airplane.
As always, use care not to ride the brakes by keeping
engine power to a minimum. One ground handling
advantage of the multiengine airplane over singleengine
airplanes is the differential power capability.
Turning with an assist from differential power minimizes
both the need for brakes during turns and the
turning radius.
The pilot should be aware, however, that making a
sharp turn assisted by brakes and differential power
can cause the airplane to pivot about a stationary
inboard wheel and landing gear. This is abuse for
which the airplane was not designed and should be
guarded against.
Unless otherwise directed by the AFM/POH, all
ground operations should be conducted with the cowl
flaps fully open. The use of strobe lights is normally
deferred until taxiing onto the active runway.
NORMAL AND CROSSWIND
TAKEOFF AND CLIMB
With the “before takeoff” checklist complete and
air traffic control (ATC) clearance received, the airplane
should be taxied into position on the runway
centerline. If departing from an airport without an
operating control tower, a careful check for
approaching aircraft should be made along with a
radio advisory on the appropriate frequency. Sharp
turns onto the runway combined with a rolling
takeoff are not a good operating practice and may
be prohibited by the AFM/POH due to the possibility
of “unporting” a fuel tank pickup. (The takeoff itself
may be prohibited by the AFM/POH under any circumstances
below certain fuel levels.) The flight controls
should be positioned for a crosswind, if present.
Exterior lights such as landing and taxi lights, and
wingtip strobes should be illuminated immediately
prior to initiating the takeoff roll, day or night. If
holding in takeoff position for any length of time,
particularly at night, the pilot should activate all
exterior lights upon taxiing into position.
Takeoff power should be set as recommended in the
AFM/POH. With normally aspirated (non-turbocharged)
engines, this will be full throttle. Full
throttle is also used in most turbocharged engines.
There are some turbocharged engines, however,
that require the pilot to set a specific power setting,
usually just below red line manifold pressure. This
yields takeoff power with less than full throttle travel.
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Ch 12.qxd 5/7/04 9:54 AM Page 12-12
Turbocharged engines often require special consideration.
Throttle motion with turbocharged engines
should be exceptionally smooth and deliberate. It is
acceptable, and may even be desirable, to hold the
airplane in position with brakes as the throttles are
advanced. Brake release customarily occurs after significant
boost from the turbocharger is established. This
prevents wasting runway with slow, partial throttle
acceleration as the engine power is increased. If runway
length or obstacle clearance is critical, full power should
be set before brake release, as specified in the performance
charts.
As takeoff power is established, initial attention should
be divided between tracking the runway centerline and
monitoring the engine gauges. Many novice multiengine
pilots tend to fixate on the airspeed indicator
　
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