The following procedures are recommended to develop in the transitioning pilot the habit of using proper procedures and proficiency in coping with an inoperative engine.

   At a safe altitude (minimum 3,000 feet above terrain) and within landing distance of a suitable airport, an engine may be shut down with the mixture control or fuel selector. At lower altitudes, however, shut down should be simulated by reducing power by means of the throttle to the zero thrust setting. The following procedures should then be followed:
 

      (1) Set mixture and propeller controls as required; both power controls should be positioned for maximum power to maintain at least Vmc.

      (2) Retract wing flaps and landing gear.

      (3) Determine which engine failed, and verify it by closing the throttle on the dead engine.

      (4) Bank at least 5 degrees into the operative engine.

      (5) Determine the cause of failure, or feather the inoperative engine.

      (6) Turn toward the nearest airport.

      (7) Secure (shut down) the inoperative engine in accordance with the manufacturer's approved procedures and check for engine fire.

      (8) Monitor the engine instruments on the operating engine; and adjust power, cowl flaps, and airspeed as necessary.

      (9) Maintain altitude and an airspeed of at least Vyse if possible.

   The pilot must be proficient in the control of heading, airspeed, and altitude, in the prompt identification of a power failure, and in the accuracy of shutdown and restart procedures as prescribed in the FAA approved Airplane Flight Manual or Pilot's Operating Handbook.

   There is no better way to develop skill in single engine emergencies than by continued practice. The fact that the techniques and procedures of single engine operation are mastered thoroughly at one time during a pilot's career is no assurance of being able to cope successfully with an engine out emergency unless review and practice are continued. Some engine out emergencies may be so critical that there may be no safety margin for lack of skill or knowledge. Unfortunately, many light twin pilots never practice single engine operation after receiving their multiengine rating.

   The pilot should practice and demonstrate the effects (on engine out performance) of various configurations of gear, flaps, and both; the use of carburetor heat; and the failure to feather the propeller on an inoperative engine. Each configuration should be maintained, at best engine out rate of climb speed long enough to determine its effect on the climb (or sink) achieved. Prolonged use of carburetor heat, if so equipped, at high power settings should be avoided.