The Pilot’s Manual

Multi-Engine
Flying
All the aeronautical knowledge required to earn
a multi-engine rating on your pilot certificate

Mark Dusenbury
Shayne Daku
Robert Laux

Aviation Supplies & Academics, Inc.

Newcastle,Washington
The Pilot’s Manual: Multi-Engine Flying
MarkDusenbury•ShayneDaku•RobertLaux

AviationSupplies&Academics,Inc.
7005132ndPlaceSE • Newcastle,Washington98059-3153
(425)235-1500
Email:asa@asa2 ly.com
Internet:www.asa2 ly.com

©2015AviationSupplies&Academics,Inc.
Allrightsreserved.Nopartothispublicationmaybereproduced,storedinaretrieval
system,ortransmittedinanyormorbyanymeanswithoutthepriorwrittenpermission
othecopyrightholder.Noneothematerialinthismanualsupersedesanyregulatory
materialoroperationaldocumentsandproceduresissuedbytheFederalAviation
Administration,AeroNavProducts,ortheaircratandavionicsmanuacturersoroperators.

Acknowledgments and photography credits:Thepublisherandauthorswishtothank

thosewhocontributedillustrationmaterialorthisvolume,speciicallyPiperAircrat,
Inc.ortheuseothePiperSeminolePA44-180 Pilot’s Operating Handbookinperormance
chartsandmore;CessnaAircratCompanyCessna 421C Pilot’s Operating Handbook;Avidyne
Corporation,imagesromtheAvidyneEntegraPFD/MFDmanuals(orChapter9);FAA
AeroNavProductsapproachandsectionalcharts,andFAA-H-8083-25APilot’s Handbook
of Aeronautical Knowledgeillustrationsandphotos(includingChapter7imageoTeledyne
Controls90004 TAS/Plus Air Data Computer).Coverphotoatbottomright©iStock.com/
NNehring.Unlessnotedinthisprecedinglist,allotherphotographyinthisvolumeisby
andbelongstotheauthors.

PrintedintheUnitedStatesoAmerica

2018 2017 2016 2015 9 8 7 6 5 4 3 2 1

ASA-PM-ME
ISBN 978-1-61954-266-2(hardcover)

Library of Congress Cataloging-in-Publication Data

Dusenbury,Mark,author.
Thepilot’smanual:multi-engine lying/MarkDusenbury,ShayneDaku,RobertLaux.
pagescm—(Thepilot’smanualseries)
Includesbibliographicalreerencesandindex.
ISBN978-1-61954-266-2(hardcover:alk.paper)—ISBN1-61954-266-8(hardcover:
alk.paper)
1.Multi-engine lying—Handbooks,manuals,etc.2.Airplanes—Piloting—Handbooks,
manuals,etc.I.Daku,Shayne,author.II.Laux,Robert,author.III.Title.
TL711.T85D842015
629.132’52—dc23
2015007908

00
 Contents

Foreword vii
AbouttheAuthors  ix

Introduction xi

Personal Progress Table

I. Multi-Engine Systems Text Review

1  FlightControls 3

2  Powerplant  13

3  PropellerSystems 37

4  Fuel 47

5  LandingGearandHydraulics 59

6  Electrical 75

7  Environmental 91

8  Oxygen 103

9  FlightInstruments,Avionics,andWarningSystems 111

II. Aerodynamics Text Review

10  Multi-EngineAerodynamicsandV-Speeds 123

11  FlightCharacteristicsofSingle-EngineOperations 133

12  Single-EngineAerodynamicsandOperations  143

Contents v
III. Multi-Engine Operations Text Review

13  WeightandBalance  161

14  PerformanceCalculations 175

15  Regulations 237

Appendices

Appendix1:Glossary  245

Appendix2:AnswerstoReviewQuestions 259

Index 277

vi Multi-Engine Flying
 Foreword

Congratulations!Youareenteringtheworldomulti-engine lying,whichwillopen
upnewopportunitiesoryoutoutilizeanairplaneorpersonalorproessionaltrans-
portation.Amulti-engineairplaneallowsyoutocruiseaster,carrymorepassengers
orcargo,andinmostcases, lyhigher.Sincemostarelargerandmorecapable,you
andyourpassengerscan lyingreatercomortaswell.
With this greater capability comes a greater complexity o the aircrat systems,
their operation, aircrat perormance, and their eect on your decision-making.
A multi-engine airplane with two or more engines adds to the perormance and
redundancyotheaircrat,soitimposesmoredutiesuponyouasthepilotwhenone
othoseenginesail.
For these reasons, it is essential that you have a thorough understanding o the
aircrat’s systems and perormance in both normal and abnormal situations so that
you make proper decisions to ensure saety o  light. Proper aeronautical decision
makingisdriveninpartbyaullunderstandingohoweachsystemoperates,what
actorsareaectedinaircratcontrollabilityandperormancewhenanengineails,
andproperperormanceplanning.
SectionIothisbookprovidesathoroughinvestigationotheaircratsystemso
multi-engineairplanes.Thesystems oundincabin-class,pressurizedmulti-engine
aircratcoveredherearethoseothetypicallight-twintrainer.Yetthissolidounda-
tionalsotouchesonsomeadvancedsystems,inordertogiveyouaboosttowarduture
preparationsorthemorecomplexmulti-engineaircratthatyou’llencounterlateron.
SectionsIIandIIIcovertheaerodynamicsknowledge,aircratcontrollability,and
properperormanceplanningthatwillbenecessaryoroperatingandmakingproper
decisionswhen lyingmulti-engineairplanes.
The Pilot’s Manual: Multi-Engine Flying is written to give you the insight into all
these aspects in order to lay a strong oundation in your preparation to become a
multi-engine pilot. The chapters include scenarios and questions so you can apply
yourunderstanding.
I you want to better prepare yoursel through in-depth learning about multi-
engine lying,The Pilot’s Manual: Multi-Engine Flyingisdeinitelyoryou.

Kent Lovelace
Proessor,DepartmentoAviation
UniversityoNorthDakota

Foreword vii
 AbouttheAuthors

Mark DusenburyisanAssociateProessorortheJohnD.OdegardSchool
o Aerospace Sciences at the University o North Dakota in Grand Forks, North
Dakota. Beore coming to the University o North Dakota, Mark was an airline
pilotorAmericanEagleAirlines,andamemberotheUnitedStatesMarineCorps
Reserves.HealsoholdsaCommercialPilotcertiicatewithinstrument,single,and
multi-engine ratings, and is a Certiied Flight Instructor or single, multi-engine,
andinstrumentairplane.

Shayne Daku is an Assistant Proessor or the John D. Odegard School o

AerospaceSciencesattheUniversityoNorthDakotainGrandForks,NorthDakota.
Beore coming to the University o North Dakota, Shayne was an airline pilot or
AirWisconsinAirlinesCorporation.HealsoholdsanAirlineTransportPilot(ATP)
certiicatewithinstrument,single,andmulti-engineratings,andisaCertiiedFlight
Instructororsingle,multi-engine,andinstrumentairplane.

Robert LauxisaLecturerortheJohnD.OdegardSchooloAerospaceSciences
attheUniversityoNorthDakotainGrandForks,NorthDakota.Beorecomingto
theUniversityoNorthDakota,RobertwasanairlinepilotorPiedmontAirlines
andacorporatepilotorSCAviationIncorporated.HealsoholdsanAirlineTrans-
port Pilot (ATP) certiicate with instrument, single, and multi-engine ratings, and
isaCertiiedFlightInstructororsingle,multi-engine,andinstrumentairplane.

About the Authors ix

 Introduction

Multi-engineaircrat lyasterandarther,and arecapableoreaching higheralti-

tudes and carrying more payload—all very desirable characteristics or pilots and
ownersalike.Alongwiththesecharacteristics,however,comesanincreaseinsystems
complexityandademandordecisionmaking,problemsolving,and lightplanning
skills. I you are a pilot accustomed to lower speeds, lower altitudes, and the more
simplisticsystemsosingle-engineaircrat,addingamulti-engineclassratingtoyour
pilotcertiicatecanpresentasteeplearningcurve.Thisbookisonetoolavailableto
youthatwillhelpwiththatlearningcurve—beingintroducedtotheconceptsand
practiceo lyingmulti-engineaircrat.
Itdoesn’ttakelongtobecomecomortablewiththe lightcharacteristicsomulti-
engineaircrat,asthey lymuchthesameastheirsingle-enginecounterparts.The
biggestchallengeinbecomingamulti-enginepilotisinlearningthecomplexityo
the systems, and leveraging that knowledge to maximize aircrat perormance and
eectivelyhandleabnormalities.
Amulti-enginepilotmustbepreparedoranengineailureatanygivenpointin
the  light and have a list o possible alternatives. Pre light planning—perormance
calculationsandairportplanning—requiresmoreattentiontodetail.The pilotoa
single-engineaircratdoesnothavetodecidewhattodoitheengineails;gravity
will limit the options available. The pilot o a multi-engine aircrat is aced with
a much more complicated decision i an engine ails in  light—a decision that will
vary widely depending on many actors such as aircrat perormance, surrounding
terrain,andweatherconditions.
SectionIothisbookdescribesthesystemsomulti-engineaircrat,ocusingon
the items that present unique challenges. Multi-engine aircrat aerodynamics and
related concerns are covered in Section II. Section III combines the concepts rom
theirsttwosectionstoprovideyouwithascenario-basedexampleotheproblems
andchallengesthatmulti-enginepilotsmusthandle.Thissectionprovidesyouwith
skillstounderstandandmitigatetherisksassociatedwithmulti-engine lying,and
discussestheregulatoryaspects.Multi-engineaircratareexpensiveandtheirowners
otenwanttogainaquickreturnontheirinvestments.Multi-enginepilotsmustbe
awareotheuniqueregulatoryconcerns,andthelimitationsonwhattheycanand
cannotdo.
Itisessentialorthemulti-enginepilottobepreparedorthechallengeo lying
these aircrat. This book will provide the oundational knowledge necessary to
becomeasaeandeectivemulti-enginepilot.Bytyingtogetherasystemsknowl-
edge,checklistprotocol,andaeronauticaldecisionmaking,amulti-enginepilotcan
beconidentoachievingmasteryotheaircrat.
Enjoyyourjourneyintothe lightlevels!

Introduction xi
 How This Book is Organized
Thesectionsothisbookarebrokendownintomultiplepartstoaidyourcompre-
hensionothematerialandhelpyoureachmasteryoeachtopic.Keycomponentso
eachchapterincludeobjectives,deiningwhatyouneedtolearn;key termsused
inthechapter;detailed descriptionsanddiscussionotheconceptstoprovideyou
with a thorough understanding; and review questions designed to deepen your
understandingandapplythematerial.
Inaddition,thechaptersonsystemsinSectionIcoveroperation and handling
considerations,providinganoverviewohowpilotsinteractwiththesystemsduring
aircrat operations, as well as possible emergencies that pilots may ace related to
eachsystem.
We recommend that you irst read the objective to gain a sense o the desired
outcome o each chapter. Next, read through and become amiliar with the key
terms,reerencingtheglossaryinAppendix1ordeinitionsasneeded.Iyouneed
help identiying the most importantconcepts, examine the review questions at the
endothechapterbeorereadingorrereadingthechaptercontent.Asdotheother
volumesin“ThePilot’sManualSeries,”themarginscontainnotesandsidebarsabout
keytermsandconceptstoaidyouinretentionothematerial.

xii Multi-Engine Flying

SectionI
Multi-Engine Systems
In years past, a pilot moving rom a high-perormance single-engine
airplane to a multi-engine airplane would beneit rom not only another
engine, but also redundancy in aircrat systems. Today’s multi-engine
aircratsharemanysimilaritieswiththeirsingle-enginecounterparts:the
systemsonmulti-engineaircratunctioninthesamemannerbutwiththe
addedcomplexityotheinteractionandmanagementomultiple,redun-
dantsystemsoperatingsimultaneously.
Inmulti-engine lying,youasthepilotneedtounderstandhowbestto
interactwiththesystemandhowtoappropriatelyrespondtoamalunction
othatsystem.Thereore,aparticularchallengeliesinthedecision-making
processasittiesinwiththeintricaciesothesystems—thus,theprinciples
oaeronauticaldecisionmaking(ADM)areworkedintothediscussionor
eachsystemschapterinthissection.
In each chapter, you will irst review system basics and then cover the
limiteddierencesbetweenmulti-engineandsingle-engineairplanes,and
how to operate within those dierences accordingly. At the end o each
systemschapter,thediscussionwillbeonexaminingemergenciesandthe
appropriatepilotresponsewhensystemsailordegradeinperormance.
Forthemulti-enginepilot,eectivelytyingtogetherknowledgeothe
aircrat’s systems with checklist protocol and ADM leads to mastery o
theaircrat.

1 Flight Controls 6 Electrical

2 Powerplant 7 Environmental
3 Propeller Systems 8 Oxygen
4 Fuel 9 Flight Instruments,
5 Landing Gear and Avionics, and Warning
Hydraulics Systems
 FlightControls
1
Chapter Focus for Multi-Engine Flight Control Systems Key Terms
Flightcontrolsonmulti-engineaircraftarenearlyidenticaltothoseusedonsingle- (in the order they appear in
engineaircraftwithtwoexceptions:multi-engineaircrafttendtohavelargercontrolsurfac- this chapter)
es(sometimesrequiringpowereddeflection),anduniversallyrequirelargerruddersand primary ight controls
verticalstabilizersurfaces Thereasonsforthesedifferencesarecoveredinthischapter  ailerons
Youwillalsolearntoidentifyanddescribetheprimaryandsecondaryflightcontrols single-engine operations
foundonmulti-engineaircraft,andapplythatknowledgetotheoperationandhandling elevator
oftheaircraft Followingthatyouwilllearntoapplytheappropriateemergencyactionfor rudder
thevariousabnormalandemergencyeventsinvolvingflightcontrols stabilator
spoiler
Aircraftflightcontrolsystemsmightseemlike anelementaryconcept,butasaircraft
anti-servo tab
weightandcomplexityincreasessodoesthecomplexityoftheflightcontrolsystem Each
differential ailerons
multi-enginetype’sbasicflightcontrolsystemwillhaveitsownuniquecharacteristics,so
Frise ailerons
pilotsmustalwaysreviewthePilot’sOperatingHandbook(POH)andreceivecompetent
deep stall
flightinstructiononthataircrafttypepriortooperatingtheaircraft
secondary ight controls
plain ap
split ap
Primary Flight Controls Fowler ap
slotted ap
The primary flight controls are the ailerons, elevator, and rudder. These controls
areusedtomaneuvertheaircrataboutthevertical,longitudinal,andlateralaxis
(pitch,roll,andyaw).SeeFigure1-1.

Ailerons
Therearethreemaintypesoaileron:plain,dierential,andFrise.Someaircrat
useacombinationothese.Thepurposeoaileronsissimplytorolltheaircrat.
Mostaircrat—bothsingle-andmulti-engine—useaileronsorroll;oneexcep-
tion to this is the Mitsubishi MU-2, which uses  light spoilers on the wings to
reducelitasymmetrically,causingtheaircrattoroll.Morecommonly,multi-
engineaircratuse lightspoilersandaileronsworkingtogethertocreatemore
responsiverollauthoritythroughallphaseso light.Theseuniquesystemsutilize
aninterconnectsystemtotie-in lightspoilermovementwithaileronmovement.
On most light multi-engine aircrat, the basic  light control suraces are
mechanicallydrivenusingaseriesocables,rods,andpulleysconnecteddirectly
to the  light controls in the cockpit. Some multi-engine aircrat incorporate
a system called rudder boost, which helps the pilot apply rudder orce during
one-engine-inoperative(or,single-engine)operations.Ocourse, lightcontrol single-engine
systemscanvarygreatlyromaircrattoaircratandthespeciicsoreachaircrat operations: operating a
multi-engine aircraft with
you lywillbeoundinthePOHandAircratMaintenanceManual(AMM). one engine inoperative
Plain ailerons travel the same distance whether de lecting upwards or down-
wards. They are not designed to compensate or adverse yaw or reduce the
likelihoodoawingtipstallathighanglesoattack(AOA).Wingtipstallsoccur

Chapter1 Flight Controls 3

 Aileron

Flap

Elevator

Rudder
Anti-servo tab

Figure 1-1. Typicalightcontrolsonamulti-engineaircraft

because the down aileron increases the AOA on the outboard section o the wing,
whichcancausethetipstostallbeoretheroot.Thisisanundesirablecharacteristic
thatisovercomebyincorporatingadierentaileroninaircratdesign.
Differential ailerons are designed to reduce the chances o wingtip stalls as well as
adverse yaw. This is done by restricting travel o the downward-moving aileron in
comparison to the upward moving aileron. The name “dierential” reers to the
dierence in travel distance o upward and downward moving ailerons. This tech-
nique is achieved through the rigging o the cable and pulley system used to move
theailerons.
Frise-type ailerons are designed to counteract adverse yaw. With a plain aileron,
the downward moving aileron produces more lit as a result o the higher angle o
attack.Duetotheincreaseinlitthereisanincreaseininduceddrag.Inarolltothe
let,therightaileronproducesmorelitthanthelet;thisalsoproducesmoredrag,
yawingtheaircrattotherightawayromthedesireddirectionotravel.Friseaile-
ronsde lecttheupwardmovingaileronintotheslipstreambelowthewingsurace,
causing more parasite drag on the descending wing. This will compensate or the
induceddragcausedbythedown-goingaileron(Figure1-2).
Frise-typeanddierentialaileronsdonotcompletelyeliminateadverseyaw,they
onlyreduceit.Inordertocounteractadverseyaw,thepilotmustapplyrudderinthe
directionotheturntomaintaincoordination.Somemulti-engineaircratutilizea
combinationoFriseanddierentialaileronstomaximizethebeneitsandminimize
adverseyawandwingtipstallingcharacteristics.

4 Multi-Engine Flying Multi-Engine Systems

 Neutral

Aileron deflected up
Raised

Drag

Lowered
Aileron deflected down

Differential aileron Frise-type aileron

Down aileron deflects less than up aileron, reducing adverse yaw. On Frise-type ailerons, the upward
moving aileron protrudes into the airflow below the wing, increasing drag and reducing adverse yaw.

Figure 1-2. TypicalFrise-typeanddifferentialailerons

Elevator and Rudder

Therudderandelevatorarepartotheempennageandareincludedtoprovidelateral
and longitudinal control and stability. The rudder is hinged o o the vertical tail
surace.Somelightmulti-engineaircrat—includingthePiperSeminole(acommon
multi-enginetrainingaircrat)—haveastabilatorinsteadoanelevator(Figure1-3). stabilator: a single-
Therudderonmulti-engineaircrattendstobemuchlarger(heavierandharder piece, horizontal tail
surface on an airplane
to move) than on single-engine aircrat. This is because o the directional control that serves as both
requirementsooperatingamulti-engineaircratwithoneengineailed. a horizontal stabilizer
There are our methods o increasing the orce that the rudder creates: increase and an elevator.
thesuracearea,increasethede lection,increasetheair lowaroundtherudder,and
increasethedistanceromtheruddertothecenterogravity,whichaectsmaximum
available rudder orce. This will impact the rudder eectiveness when operating a
multi-engineairplanewithoneengineinoperative.
Lighttwinsalsoincorporate rudder trim.The trim tab islocatedon the backo
therudderandmayalsoserveasananti-servotab.Usingtheruddertrimwheelin
thecockpit,thepilotcanrelieverudderpressure.Duringsingle-engineoperations,
thepilotwillhavetoremoveanyruddertrimappliedincruisebeorelanding.This
is to prevent directional control problems when power on the operative engine is
reducedtoidle.
The rudder’s anti-servo tab moves with the rudder but travels arther in the same
direction, adding control orce resistance when the pilot pushes the rudder pedals.
Thiseatureisdesignedtopreventthepilotromoverstressingtherudderbymaking
itmorediiculttomakeullandabruptrudderapplications.Alternatively,thepilot
can move the anti-servo tab manually using the rudder trim wheel in the cockpit
in order to relieve control pressures. In essence, the same surace is used or two
completelydierentpurposes,whichcancauseconusionaboutthesystem’sunction
andoperation,yetreducesthecomplexityotheaircratsystem.Ultimately,aircrat
manuacturersattempttoachievethemosteicientandeectivedesignpossible.

Chapter1 Flight Controls 5

 The anti-servo tab moves farther in the same A traditional elevator’s trim tab is hinged from
direction as control deflection. The pilot can the trailing edge of the horizontal stabilizer,
also manually move the anti-servo tab in the and moves independently; a traditional trim
opposite direction, relieving control pressure. tab only relieves control pressure.

Figure 1-3. Stabilator(left)withanti-servotabcomparedwithatraditionalelevator(right)

Stabilator
The Piper Seminole uses a stabilator in place o a horizontal stabilizer and elevator
system.Astabilatorissimplyaullymoveablehorizontal lightsuraceincontrastto
theixedhorizontalstabilizerandmoveableelevatorusedonotheraircrat.Thestabi-
latordesignprovidesmoremaneuverabilityoraircratthatarelongitudinallystable.
Liketherudder,thestabilatorincludesananti-servoandtrimtab.Theanti-servo
tabisdesignedtopreventthepilotromoverstressingtheaircratbyincreasingcontrol
pressure progressively as control surace de lection is increased. The anti-servo tab
movesinthesamedirectionasthestabilator,butslightlyarther.Forexample,ithe
stabilatorisat+10°,theanti-servotabwouldbeat+12°.Theanti-servotabonthe
stabilatorcanalsobemovedmanuallybythepilot(using thetrimwheelorelectric
trim)torelievecontrolpressuresmuchthesameasanelevatortrimtab(Figure1-4).

Nose-down trim Nose-up trim

Tab up— elevator down Tab down— elevator up

Elevator Elevator

Trim tab
Trim tab

Figure 1-4. Trimoperationforananti-servotabandatraditionalelevatorworkthesame—

thepilotmovesthetabintheoppositedirectionofdeection,torelievecontrolpressure

6 Multi-Engine Flying Multi-Engine Systems

Tail Design
Somemulti-engineaircratincorporateaT-taildesign,whileothersuseaconven-
tionaltaildesign.Eachdesignhasitsownbeneits anddrawbacks.
One beneit o a T-tail design is that in cruise  light the stabilator is located in
undisturbedair lowabovetheeectsothewingdownwash.AT-tailaircratwill
belesspitch-sensitiveduringpowerchangesandwhileadding laps.
ThedrawbacksoaT-tailareoundatlowairspeedsandinadeep stallcondition.
Atlowairspeeds,theT-tailrequireslargercontrolde lectiontocreateapitchchange.
Thedeepstallconditionisusuallycausedbyanatcenterogravity(CG)positionand
ahighAOA,andcanresultinanunrecoverablestall.AtahighAOA,thewingsand
uselageblanketthehorizontaltailsurace,reducingtheamountolaminarair low
overtheelevatororstabilator.Thisreducesitseectivenessandinextremecasescan
makestallrecoveryimpossible(Figure1-5).
Inanattempttopreventanaircratromreachingthedeepstallcondition,aircrat
manuacturers have included an elevator/stabilator down spring to the mechanical
linkage that controls the elevator/stabilator. When air low over the tail surace is
reducedtothepointatwhichthecontrolsuracecannotmaintainbalance,thedown
springdrivesthestabilatortoanose-downposition.

CG

Figure 1-5. T-TailaircraftwithaftCGatahighAOAcanleadtoadeep

stallandmakeelevators/stabilatorslesseffectivecontrolsurfaces

Secondary Flight Controls

Secondarycontrolsuracesallowthepilottoreinecontrolotheaircrat,reducepilot
workload, and maximize aerodynamic eectiveness in slow and high-speed  light.
Secondary flight controlsinclude laps,trim,and lightspoilers.

Flaps
Theplain flapisthesimplestotheourtypes.Itincreasestheairoilcamber,result-
inginasigniicantincreaseinthecoeicientolit(C L) at a given angle o attack.
Theplain lapisasimplehingedportionothetrailingedge.Outotheourtypes

Chapter1 Flight Controls 7

 Coefcient of Lift o laps,theplain lapproducestheleastamountoC LoragivenAOA.Plain laps
(CL ) is a numeric arerarelyusedinmulti-engineaircrat.
measurement of
the amount of lift Themostpopular lapon aircrattodayistheslotted flap.Variationsothisdesign
produced by an airfoil are used or both small and large aircrat. Slotted  laps increase the lit coeicient
at a specic AOA. signiicantly more than plain or split  laps. On small aircrat, the hinge is located
below the lower surace o the  lap, and when the  lap is lowered, a duct orms
betweenthe lapwellinthewingandtheleadingedgeothe lap.Whentheslotted
 lapis lowered,highenergyairromthelowersuraceisductedtothe lap’supper
surace. The high energy air rom the slot accelerates the upper surace boundary
layeranddelaysair lowseparation,providingahighercoeicientolit.
Multi-engine aircrat built by Cessna commonly use split flap systems. In a split
 lapsystem,aportionotheundersideothewing“splits”romtheupperportion
o the wing (Figure 1-6). This results in a change in the coeicient o lit at low
anglesode lectionandanincreaseinintererencedragathighanglesode lection.
Whenoperatingsplit laps,thepilotwillnoticeaewimportantdierencesinaircrat
control. At low angles ode lection the split  lap will create an increase in lit, but
alsoaconsiderableincreaseindrag.Athighde lectionangles(higher lapsettings)
thesplit lapwillcreatenegligiblelitbutahighamountodrag.Forthisreason,a
split lapsystematull lapextensionisveryeectiveatslowingtheaircratdown,or
creatinghighratesodescent.Thepilotmustbesuretoreduce lapsettingspromptly
inthecaseoago-aroundorduringsingle-engineclimbsinordertogainthebest
climbperormanceavailable.
Fowler flapsareatypeoslotted lap.This lapdesignnotonlychangesthecamber
othewing,italsoincreasesthewingarea.Insteadorotatingdownonahinge,it
slidesbackwardsontracks.Intheirstportionoitsextension,itincreasesthedrag
verylittle,butincreasesthelitagreatdealasitincreasesboththeareaandcamber.
Astheextensioncontinues,the lapde lectsdownward.Duringthelastportiono
itstravel,the lapincreasesthedragwithlittleadditionalincreaseinlit.
Somelighttwinscombine laptypes;orexample,theSeminolehasplainslotted
 laps.Flapsareusuallycontrolledelectricallyormechanically.

Figure 1-6. Cessnasplitapsystem

8 Multi-Engine Flying Multi-Engine Systems