f7ea1f6a696ccc92d19f6f140e996e2e40a0e12279926a2fc0bafd6fae2a3076 Contains no airspeeds, power settings, fuel quantities, or other numerical limitations — all must come from the specific aircraft POH. Vyse (blue line) is the single most critical speed in engine-out operations and must be known before flight. Equipment variations exist across PA-44-180 airframes. Verify items against the specific aircraft before use. Some aircraft may have crossfeed capability not reflected here.

An engine failure before reaching Vmc or Vyse with gear in transit is almost certainly not survivable as a continued takeoff. Abort unless airborne with positive control and altitude. Throttles — both engines, close immediately CLOSED Brakes — apply firmly and progressively to stop on remaining runway MAXIMUM BRAKING AS REQUIRED Mixture controls — both engines, idle cutoff IDLE CUTOFF Fuel selectors — both engines, off OFF Ignition switches — both engines, off OFF Master switch OFF Evacuate aircraft if fire or other hazard present AS REQUIRED

Below Vyse and below a safe altitude, attempting to maintain flight on one engine may be impossible. A straight-ahead landing on available terrain may be the only survivable option. Do not attempt to turn back to the field below a safe altitude. Airspeed — establish and maintain Vyse (blue line) or best available VYSE PER POH Operating engine — advance throttle to full power FULL POWER ON OPERATING ENGINE Dead engine — identify by direction of yaw and failed gauges (dead foot — dead engine) IDENTIFIED Dead engine propeller — feather by advancing prop control to full forward then pulling to feather FEATHERED Landing gear — retract to reduce drag GEAR UP Flaps — retract if extended RETRACTED PER POH Bank — 5 degrees toward the operating engine; maintain with rudder 5 DEGREES INTO GOOD ENGINE Continue with Engine Failure in Flight checklist to secure failed engine PROCEED TO ENGINE FAILURE IN FLIGHT

The four-step memory sequence is: IDENTIFY — VERIFY — FEATHER — SECURE. Complete all four steps before consulting the written checklist. IDENTIFY — dead foot, dead engine: the foot with less or no rudder pressure is on the same side as the failed engine FAILED ENGINE IDENTIFIED VERIFY — advance throttle on the identified dead engine; confirm no power response and gauges confirm failure NO POWER; FAILURE CONFIRMED FEATHER — move propeller control of the failed engine to feather FEATHERED; PROP STOPPED OR SLOWING Airspeed — establish and maintain Vyse (blue line) or best climb/glide speed per POH VYSE MAINTAINED PER POH Bank — 5 degrees toward the operating engine to minimize rudder workload 5 DEGREES INTO GOOD ENGINE Operating engine — confirm full power set FULL POWER SECURE the failed engine: SECURE — throttle on failed engine CLOSED SECURE — mixture on failed engine IDLE CUTOFF SECURE — fuel selector on failed engine OFF SECURE — magnetos on failed engine OFF Alternator on failed engine OFF Cowl flap on failed engine — as required per POH AS REQUIRED Declare emergency if appropriate — advise ATC of single-engine condition SQUAWK 7700; DECLARE EMERGENCY AS APPROPRIATE Divert — plan landing at nearest suitable airport; do not delay NEAREST AIRPORT SELECTED; DIVERTING

Throttle — affected engine, close immediately CLOSED Fuel selector — affected engine, OFF OFF Mixture — affected engine, IDLE CUTOFF IDLE CUTOFF Propeller — affected engine, FEATHER FEATHERED Magnetos — affected engine, OFF OFF Alternator — affected engine, OFF OFF Airspeed — increase if possible to help extinguish fire by airflow; do not exceed Vne INCREASED; WITHIN LIMITS Fire extinguisher — use if fire enters cabin AS REQUIRED If fire extinguished — execute single-engine approach; do not restart the engine LAND AT NEAREST AIRPORT If fire not extinguished — execute emergency descent; prepare for forced landing EMERGENCY DESCENT; LAND IMMEDIATELY Declare emergency — ATC notified MAYDAY DECLARED; ATC NOTIFIED

Throttle — affected engine, open briefly to draw fire back into intake, then close OPENED BRIEFLY THEN CLOSED Mixture — affected engine, IDLE CUTOFF IDLE CUTOFF Fuel selector — affected engine, OFF OFF Ignition — affected engine, OFF OFF Master switch OFF Evacuate aircraft immediately; move upwind EVACUATED Fire extinguisher — use if trained; do not approach a fully involved engine fire AS ABLE AND SAFE Emergency services — notify airport fire department NOTIFIED

Master switch OFF Avionics master OFF All electrical switches and circuit breakers OFF Vents — open to clear smoke from cockpit; consider passenger oxygen if smoke is heavy OPEN AS APPROPRIATE Fire extinguisher — discharge if fire is visible AS REQUIRED If smoke clears — systematically restore essential electrical items one at a time to isolate the faulty circuit RESTORE SELECTIVELY Land at nearest suitable airport DIVERTING Declare emergency and notify ATC MAYDAY DECLARED; ATC NOTIFIED

Low oil pressure may precede engine failure by a short time. Begin planning for single-engine operations immediately. Do not wait for the engine to fail. Identify affected engine — note which oil pressure gauge is reading low IDENTIFIED Oil temperature — check; rising temperature confirms oil loss or internal failure MONITORED Power on affected engine — reduce to minimum required to maintain flight; do not shut down prematurely unless failure is imminent REDUCED PER POH Airspeed — prepare to establish Vyse if engine fails READY TO ESTABLISH VYSE Nearest suitable airport — identify and divert; do not continue to planned destination DIVERTING IMMEDIATELY If engine seizes or fails — execute engine failure in flight procedures EXECUTE ENGINE FAILURE CHECKLIST Declare emergency and notify ATC MAYDAY OR PAN-PAN DECLARED; ATC NOTIFIED

The O-360 is a carbureted engine. Carburetor ice can form at temperatures well above freezing in humid conditions. Partial ice may cause rough running before total power loss. Affected engine — apply full carburetor heat immediately; do not cycle on and off FULL HEAT APPLIED Carburetor heat — expect a momentary further RPM drop as ice melts, followed by smooth power restoration RPM DROP THEN RECOVERY EXPECTED If power does not restore — maintain carb heat and prepare for engine failure procedures ENGINE FAILURE CHECKLIST AS REQUIRED Altitude and terrain — assess options for forced landing if both engines affected TERRAIN ASSESSED; OPTIONS IDENTIFIED After power restored — maintain carburetor heat until clear of icing conditions per POH HEAT MAINTAINED PER POH Monitor both engines for recurrence of roughness BOTH ENGINES MONITORED

A dual-engine failure is extremely rare. Confirm both engines are truly failed before accepting a forced landing. Check fuel selectors, mixture, and magnetos. Best glide speed — establish immediately per POH BEST GLIDE ESTABLISHED Landing area — select best available field or road; favor into-wind and uphill if possible FIELD SELECTED Fuel selectors — confirm both on correct tanks; attempt restart if cause is fuel starvation CONFIRMED; RESTART ATTEMPTED IF APPROPRIATE Mixture — RICH for restart attempt RICH Ignition — BOTH; attempt restart if time and altitude permit RESTART ATTEMPTED AS APPROPRIATE Mayday — declare on 121.5 MHz; advise position, altitude, intentions MAYDAY DECLARED; ATC NOTIFIED Transponder — 7700 SET 7700 Fuel selectors — OFF before landing to reduce fire risk OFF Mixture — IDLE CUTOFF IDLE CUTOFF Ignition switches — OFF just before touchdown OFF Master switch — OFF just before touchdown OFF Doors — unlatch before touchdown to prevent jamming UNLATCHED Seat belts and shoulder harnesses — confirm tight CONFIRMED TIGHT

Airspeed — reduce to below gear operating speed per POH BELOW VLO PER POH Gear handle — cycle UP then DOWN; allow adequate time for system to respond CYCLED; WAITING FOR INDICATION Circuit breakers — check gear-related breakers; reset if popped CHECKED; RESET IF TRIPPED Gear position lights — check bulbs by pressing the test button if equipped TESTED If no green after normal extension — refer to emergency gear extension procedure PROCEED TO EMERGENCY GEAR EXTENSION Declare emergency and notify ATC; request emergency equipment standby EMERGENCY DECLARED; EQUIPMENT REQUESTED

Airspeed — reduce to minimum safe airspeed per POH; below emergency extension speed REDUCED PER POH Gear handle — ensure in DOWN position DOWN Emergency gear extension — locate and activate the manual extension pump or override per POH specific to this aircraft ACTIVATED PER POH Pump or pull override — operate per POH until three green lights illuminate THREE GREEN CONFIRMED OR BEST INDICATION OBTAINED If gear still not confirmed down and locked — prepare for gear-up landing; follow forced-landing precautions GEAR-UP LANDING PREPARED IF REQUIRED Notify ATC of gear status; request foam or emergency equipment as applicable ATC NOTIFIED; EQUIPMENT REQUESTED

A go-around on one engine at low altitude and slow airspeed is extremely hazardous. Commit to landing once established on final. Plan ahead so go-around is not required. Operating engine — confirm full power available; do not reduce power on approach prematurely FULL POWER AVAILABLE; CONFIRMED Airspeed — maintain at or above Vyse until landing assured; use POH single-engine approach speed on final AT OR ABOVE POH APPROACH SPEED Flaps — extend incrementally; be cautious with full flaps due to increased drag on one engine EXTENDED INCREMENTALLY PER POH Gear — extend with adequate altitude and airspeed to assure landing; expect higher drag GEAR DOWN; THREE GREEN Runway — aim for a long runway if available; do not aim for the threshold; aim slightly beyond LONG RUNWAY SELECTED; ADJUSTED AIM POINT Final approach — keep it flat and stable; avoid a steep descent that requires large power changes FLAT STABLE APPROACH GUMPS check — Gas, Undercarriage, Mixture, Props, Seat belts/Switches ALL CONFIRMED Operating engine throttle — reduce to idle only over the runway threshold when landing is assured IDLE OVER THRESHOLD Touchdown — land positively; do not float; use available braking FIRM TOUCHDOWN; BRAKES AS REQUIRED

A single-engine go-around from a low, slow final is one of the most demanding maneuvers in multi-engine flying. Do not initiate unless a safe landing is truly impossible and altitude permits. The risk of losing control is very high near the ground at low speed. Operating engine — full power immediately and smoothly FULL POWER ON OPERATING ENGINE Pitch attitude — establish climb attitude per POH; avoid extreme pitch CLIMB ATTITUDE Airspeed — accelerate to Vyse immediately; never allow speed to fall below Vmc ACCELERATING TO VYSE; ABOVE VMC Flaps — retract incrementally per POH as airspeed builds INCREMENTAL RETRACTION PER POH Gear — retract after positive rate of climb is confirmed GEAR UP; POSITIVE RATE CONFIRMED Directional control — maintain bank 5 degrees into operating engine; use rudder trim if available CONTROLLED; BANK INTO GOOD ENGINE ATC — notify of go-around and single-engine status ATC NOTIFIED Plan next approach — configure for a wider, higher pattern to allow time and altitude LONGER APPROACH PLANNED