the failure. Maintaining airplane control, however, is still  paramount. Airplanes have been lost at altitude due to  apparent fixation on the engine problem to the detriment of  flying the airplane. Not all engine failures or malfunctions are catastrophic in  nature (catastrophic meaning a major mechanical failure that  damages the engine and precludes further engine operation).  Many cases of power loss are related to fuel starvation,  where restoration of power may be made with the selection  of another tank. An orderly inventory of gauges and switches  may reveal the problem. Carburetor heat or alternate air  can be selected. The affected engine may run smoothly on  just one magneto or at a lower power setting. Altering the  mixture may help. If fuel vapor formation is suspected, fuel  boost pump operation may be used to eliminate flow and  pressure fluctuations. Although it is a natural desire among pilots to save an ailing  engine with a precautionary shutdown, the engine should be  left running if there is any doubt as to needing it for further  safe flight. Catastrophic failure accompanied by heavy  vibration, smoke, blistering paint, or large trails of oil, on  the other hand, indicate a critical situation. The affected  engine should be feathered and the Securing Failed Engine  checklist completed. The pilot should divert to the nearest  suitable airport and declare an emergency with ATC for  priority handling. landing gear the moment the airplane lifts off the surface  on takeoff as a normal procedure. The landing gear should  remain selected down as long as there is usable runway or  overrun available to land on. The use of wing flaps for takeoff  virtually eliminates the likelihood of a single-engine climb  until the flaps are retracted. There are two time-tested memory aids the pilot may find  useful in dealing with engine-out scenarios. The first, “dead  $_{foot}$—$_{dead engine” is used to assist in identifying the failed }$ engine. Depending on the failure mode, the pilot will not  be able to consistently identify the failed engine in a timely  manner from the engine gauges. In maintaining directional  control, however, rudder pressure is exerted on the side (left  or right) of the airplane with the operating engine. Thus,  the “dead foot” is on the same side as the “dead engine.”  Variations on this saying include “idle foot —$_{idle engine” }$ and “working foot–working engine.”  Fuel crossfeed is a method of getting fuel from a tank on  one side of the airplane to an operating engine on the other.  Crossfeed is used for extended single-engine operation.  If a suitable airport is close at hand, there is no need to  consider crossfeed. If prolonged flight on a single-engine  is inevitable due to airport non-availability, then crossfeed  allows use of fuel that would otherwise be unavailable to  the operating engine. It also permits the pilot to balance the  fuel consumption to avoid an out-of-balance wing heaviness. The second memory aid has to do with climb performance.  The phrase “raise the dead” is a reminder that the best climb  performance is obtained with a very shallow bank, about 2°  toward the operating engine. Therefore, the inoperative, or  “dead” engine should be “raised” with a very slight bank.  Not all engine power losses are complete failures. Sometimes  the failure mode is such that partial power may be available.  If there is a performance loss when the throttle of the affected  engine is retarded, the pilot should consider allowing it to run  until altitude and airspeed permit safe single-engine flight,  if this can be done without compromising safety. Attempts  to save a malfunctioning engine can lead to a loss of the  entire airplane. The AFM/POH procedures for crossfeed vary widely.  Thorough fuel system knowledge is essential if crossfeed  is to be conducted. Fuel selector positions and fuel boost  pump usage for crossfeed differ greatly among multiengine  airplanes. Prior to landing, crossfeed should be terminated  and the operating engine returned to its main tank fuel supply. If the airplane is above its single-engine absolute ceiling at  the time of engine failure, it slowly loses altitude. The pilot  should maintain V$_{YSE}$ to minimize the rate of altitude loss.  This “drift down” rate is greatest immediately following  the failure and decreases as the single-engine ceiling is  approached. Due to performance variations caused by  engine and propeller wear, turbulence, and pilot technique,  Engine failures well above the ground are handled differently  than those occurring at lower speeds and altitudes. Cruise  airspeed allows better airplane control and altitude, which  may permit time for a possible diagnosis and remedy of  Engine Failure During Flight 12-22 Figure 12-15.  Typical “securing failed engine” emergency checklist. Securing Failed Engine Mixture............................................................... IDLE CUT OFF Magnetos ........................................................................... OFF Alternator............................................................................ OFF Cowl flap ....................................................................... CLOSE Boost pump ....................................................................... OFF Fuel selector....................................................................... OFF Prop sync ........................................................................... OFF Electrical load................................................................Reduce Crossfeed................................................................... Consider