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operative engine is the only alternative. Attempting to correct the roll with aileron without first applying rudder increases drag and adverse yaw and further degrades directional control. After rudder is applied to stop the yaw, a slight amount of aileron should be used to bank the airplane toward the operative engine. This is the most efficient way to control the aircraft, minimize drag, and gain the most performance. Control forces, particularly on the rudder, may be high. The pitch attitude for V$_{YSE}$ has to be lowered from that of V$_{Y}$. At least 5° of bank should be used initially to stop the yaw and maintain directional control. This initial bank input is held only momentarily, just long enough to establish or ensure directional control. Climb performance suffers when bank angles exceed approximately 2 or 3°, but obtaining and maintaining V$_{YSE}$ and directional control are paramount. Trim should be adjusted to lower the control forces. 

## Configuration 

The memory items from the Engine Failure After Takeoff checklist should be promptly executed to configure the airplane for climb. [Figure 12-14]  The specific procedures to follow are found in the AFM/POH and checklist for the particular airplane. Most direct the pilot to assume V$_{YSE}$, set takeoff power, retract the flaps and landing gear, identify, verify, and feather the failed engine. (On some airplanes, the landing gear is to be retracted before the flaps.) 

The “identify” step is for the pilot to initially identify the failed engine. Confirmation on the engine gauges may or may not be possible, depending upon the failure mode. Identification should be primarily through the control inputs required to maintain straight flight, not the engine gauges. The “verify” step directs the pilot to retard the throttle of the engine thought to have failed. No change in performance 

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when the suspected throttle is retarded is verification that the correct engine has been identified as failed. The corresponding propeller control should be brought fully aft to feather the engine. 

## Climb 

As soon as directional control is established and the airplane configured for climb, the bank angle should be reduced to that producing best climb performance. Without specific guidance for zero sideslip, a bank of 2° and one-third to one-half ball deflection on the slip/skid indicator is suggested. V$_{YSE}$ is maintained with pitch control. As turning flight reduces climb performance, climb should be made straight ahead or with shallow turns to avoid obstacles to an altitude of at least 400 feet AGL before attempting a return to the airport. 

## Checklist 

Having accomplished the memory items from the Engine Failure After Takeoff checklist, the printed copy should be reviewed as time permits. The Securing Failed Engine checklist should then be accomplished. [Figure 12-15] Unless the pilot suspects an engine fire, the remaining items should be accomplished deliberately and without undue haste. Airplane control should never be sacrificed to execute the remaining checklists. The priority items have already been accomplished from memory. 

Other than closing the cowl flap of the failed engine, none of these items, if left undone, adversely affects airplane climb performance. There is a distinct possibility of actuating an incorrect switch or control if the procedure is rushed. The pilot should concentrate on flying the airplane and extracting maximum performance. If an ATC facility is available, an emergency should be declared. 

The memory items in the Engine Failure After Takeoff checklist may be redundant with the airplane’s existing configuration. For example, in the third takeoff scenario, the gear and flaps were assumed to already be retracted, yet the memory items included gear and flaps. This is not an oversight. The purpose of the memory items is to either initiate the appropriate action or to confirm that a condition exists. Action on each item may not be required in all cases. The memory items also apply to more than one circumstance. In an engine failure from a go-around, for example, the landing gear and flaps would likely be extended when the failure occurred. 

The three preceding takeoff scenarios all include the landing gear as a key element in the decision to land or continue. With the landing gear selector in the DOWN position, for example, continued takeoff and climb is not recommended. This situation, however, is not justification to retract the 

