the airplane may not maintain altitude even at its published  single-engine ceiling. Any further rate of sink, however,  would likely be modest. round out just prior to touchdown. With drag from only one  windmilling propeller, the airplane tends to float more than  on a two-engine approach. Precise airspeed control therefore  is essential, especially when landing on a short, wet, and/or  slippery surface. An engine failure in a descent or other low power setting  can be deceiving. The dramatic yaw and performance loss  is absent. At very low power settings, the pilot may not  even be aware of a failure. If a failure is suspected, the pilot  should advance both engine mixtures, propellers, and throttles  significantly, to the takeoff settings if necessary, to correctly  identify the failed engine. The power on the operative engine  can always be reduced later. Some pilots favor resetting the rudder trim to neutral on final  and compensating for yaw by holding rudder pressure for the  remainder of the approach. This eliminates the rudder trim  change close to the ground as the throttle is closed during  the round out for landing. This technique eliminates the  need for groping for the rudder trim and manipulating it to  neutral during final approach, which many pilots find to be  highly distracting. AFM/POH recommendations or personal  preference should be used. A single-engine go-around must be avoided. As a practical  matter in single-engine approaches, once the airplane is on  final approach with landing gear and flaps extended, it is  committed to land on the intended runway, on another runway,  a taxiway, or grassy infield. The light-twin does not have the  performance to climb on one engine with landing gear and  flaps extended. Considerable altitude is lost while maintaining  V$_{YSE}$ and retracting landing gear and flaps. Losses of 500 feet  or more are not unusual. If the landing gear has been lowered  with an alternate means of extension, retraction may not be  possible, virtually negating any climb capability. The approach and landing with OEI is essentially the same  as a two-engine approach and landing. The traffic pattern  should be flown at similar altitudes, airspeeds, and key  positions as a two-engine approach. The differences are  the reduced power available and the fact that the remaining  thrust is asymmetrical. A higher-than-normal power setting  is necessary on the operative engine. With adequate airspeed and performance, the landing gear  can still be extended on the downwind leg. In which case it  should be confirmed DOWN no later than abeam the intended  point of landing. Performance permitting, initial extension of  wing flaps (typically 10°) and a descent from pattern altitude  can also be initiated on the downwind leg. The airspeed  should be no slower than V$_{YSE}$. The direction of the traffic  pattern, and therefore the turns, is of no consequence as far as  airplane controllability and performance are concerned. It is  perfectly acceptable to make turns toward the failed engine. Best single-engine climb performance is obtained at V$_{YSE}$  with maximum available power and minimum drag. After the  flaps and landing gear have been retracted and the propeller  of the failed engine feathered, a key element in best climb  performance is minimizing sideslip. On the base leg, if performance is adequate, the flaps may  be extended to an intermediate setting (typically 25°). If the  performance is inadequate, as measured by decay in airspeed  or high sink rate, delay further flap extension until closer to  the runway. V$_{YSE}$ is still the minimum airspeed to maintain. With a single-engine airplane or a multiengine airplane with  both engines operative, sideslip is eliminated when the ball of  the turn and bank instrument is centered. This is a condition  of zero sideslip, and the airplane is presenting its smallest  possible profile to the relative wind. As a result, drag is at its  minimum. Pilots know this as coordinated flight. On final approach, a normal, 3° glidepath to a landing is  desirable. Visual approach slope indicator (VASI) or other  vertical path lighting aids should be utilized if available.  Slightly steeper approaches may be acceptable. However, a  long, flat, low approach should be avoided. Large, sudden  power applications or reductions should also be avoided.  Maintain V$_{YSE}$ until the landing is assured, then slow to 1.3  V$_{SO}$ or the AFM/POH recommended speed. The final flap  setting may be delayed until the landing is assured or the  airplane may be landed with partial flaps. In a multiengine airplane with an inoperative engine, the  centered ball is no longer the indicator of zero sideslip due  to asymmetrical thrust. In fact, there is no instrument at  all that directly tells the pilot the flight conditions for zero  sideslip. In the absence of a yaw string, minimizing sideslip  is a matter of placing the airplane at a predetermined bank  angle and ball position. The AFM/POH performance charts  for single-engine flight were determined at zero sideslip. If  this performance is even to be approximated, the zero sideslip  technique must be utilized. The airplane should remain in trim throughout. The pilot  must be prepared, however, for a rudder trim change as  the power of the operating engine is reduced to idle in the  12-23 Engine Inoperative Flight Principles Engine Inoperative Approach and Landing