power can be reduced, if desired, as the transition to en route  climb speed is made. of an engine failure. Additional altitude increases the time  available to recognize and respond to any aircraft abnormality  or emergency during the climb segment.  Excessive climb attitudes can be just as dangerous as  excessive airspeed. Steep climb attitudes limit forward  visibility and impede the pilot’s ability to detect and avoid  other traffic. The airplane should be allowed to accelerate  in a shallow climb to attain V$_{Y}$, the best all-engine rate- of-climb speed. V$_{Y}$ should then be maintained until a safe  single-engine maneuvering altitude, considering terrain  and obstructions is achieved. Any speed above or below  V$_{Y}$ reduces the performance of the airplane. Even with all  engines operating normally, terrain and obstruction clearance  during the initial climb after takeoff is an important preflight  consideration. Most airliners and most turbine powered  airplanes climb out at an attitude that yields best rate of climb  (V$_{Y}$) usually utilizing a flight management system (FMS).  Some airplanes have a climb power setting published in  the AFM/POH as a recommendation (or sometimes as a  limitation), which should then be set for en route climb. If  there is no climb power setting published, it is customary,  but not a requirement, to reduce manifold pressure and rpm  somewhat for en route climb. The propellers are usually  synchronized after the first power reduction and the yaw  damper, if installed, engaged. The AFM/POH may also  recommend leaning the mixtures during climb. The Climb  checklist should be accomplished as traffic and work load  allow.  [Figure 12-7] Upon leveling off at cruising altitude, the pilot should allow  the airplane to accelerate at climb power until cruising  airspeed is achieved, and then cruise power and rpm should  be set. To extract the maximum cruise performance from  any airplane, the power setting tables provided by the  manufacturer should be closely followed. If the cylinder  head and oil temperatures are within their normal ranges,  the cowl flaps may be closed. When the engine temperatures  have stabilized, the mixtures may be leaned per AFM/POH  recommendations. The remainder of the Cruise checklist  should be completed by this point. Fuel management in multiengine airplanes is often more  complex than in single-engine airplanes. Depending upon  system design, the pilot may need to select between main  tanks and auxiliary tanks or even employ fuel transfer from  one tank to another. In complex fuel systems, limitations are  often found restricting the use of some tanks to level flight  only or requiring a reserve of fuel in the main tanks for  descent and landing. Electric fuel pump operation can vary  widely among different models also, particularly during tank  switching or fuel transfer. Some fuel pumps are to be on for  takeoff and landing; others are to be off. There is simply no  substitute for thorough systems and AFM/POH knowledge  when operating complex aircraft. Given the higher cruising speed (and frequently altitude) of  multiengine airplanes over most single-engine airplanes, the  descent must be planned in advance. A hurried, last minute  descent with power at or near idle is inefficient and can  cause excessive engine cooling. It may also lead to passenger  discomfort, particularly if the airplane is unpressurized. As a rule  of thumb, if terrain and passenger conditions permit, a maximum  of a 500 fpm rate of descent should be planned. Pressurized  airplanes can plan for higher descent rates, if desired. Once a safe, single-engine maneuvering altitude has been  $_{reached, typically a minimum of 400}$—$_{500 feet AGL, the }$ transition to an en route climb speed should be made.  This speed is higher than V$_{Y}$ and is usually maintained to  cruising altitude. En route climb speed gives better visibility,  increased engine cooling, and a higher groundspeed. Takeoff  When to raise the landing gear after takeoff depends on  several factors. Normally, the gear should be retracted when  there is insufficient runway available for landing and after  a positive rate of climb is established as indicated on the  altimeter. If an excessive amount of runway is available, it  would not be prudent to leave the landing gear down for an  extended period of time and sacrifice climb performance  and acceleration. Leaving the gear extended after the point  at which a landing cannot be accomplished on the runway is  a hazard. In some multiengine airplanes, operating in a high- density altitude environment, a positive rate of climb with  the landing gear down is not possible. Waiting for a positive  rate of climb under these conditions is not practicable. An  important point to remember is that raising the landing gear  as early as possible after liftoff drastically decreases the  drag profile and significantly increases climb performance  should an engine failure occur. An equally important point to  remember is that leaving the gear down to land on sufficient  runway or overrun is a much better option than landing with  the gear retracted. A general recommendation is to raise the  landing gear not later than V$_{YSE}$ airspeed, and once the gear  is up, consider it a GO commitment if climb performance  is available. Some AFM/POHs direct the pilot to apply the  wheel brakes momentarily after lift-off to stop wheel rotation  prior to landing gear retraction. If flaps were extended for  takeoff, they should be retracted as recommended in the  AFM/POH.  12-14 Normal Approach and Landing Level Off and Cruise