18 500 feet 1. Accelerate to cruise climb 2. Set climb power 3. Climb checklist Positive rate–gear up Climb at V$_{Y}$ Lift-off Published V$_{R}$ or V$_{LOF }$if not published, V$_{MC}$ + 5 knots 1 2 3 for landing, tracking the extended centerline of the runway,  and established in a constant angle of descent towards an  aim point in the touchdown zone. Absent unusual flight  conditions, only minor corrections are required to maintain  this approach to the round out and touchdown. In a descent, some airplanes require a minimum EGT or may  have a minimum power setting or cylinder head temperature  to observe. In any case, combinations of very low manifold  pressure and high rpm settings are strongly discouraged by  engine manufacturers. If higher descent rates are necessary,  the pilot should consider extending partial flaps or lowering  the landing gear before retarding the power excessively. The  Descent checklist should be initiated upon leaving cruising  altitude and completed before arrival in the terminal area.  Upon arrival in the terminal area, pilots are encouraged to turn  on their landing and recognition lights when operating below  10,000 feet, day or night, and especially when operating within  10 miles of any airport or in conditions of reduced visibility. The final approach should be made with power and at a  speed recommended by the manufacturer; if a recommended  speed is not furnished, the speed should be no slower than  the single-engine best rate-of-climb speed (V$_{YSE}$) until short  final with the landing assured, but in no case less than critical  engine-out minimum control speed (V$_{MC}$). Some multiengine  pilots prefer to delay full flap extension to short final with  the landing assured. This is an acceptable technique with  appropriate experience and familiarity with the airplane. The traffic pattern and approach are typically flown at  somewhat higher indicated airspeeds in a multiengine  airplane contrasted to most single-engine airplanes. The  pilot may allow for this through an early start on the Before  Landing checklist. This provides time for proper planning,  spacing, and thinking well ahead of the airplane. Many  multiengine airplanes have partial flap extension speeds  above V$_{FE}$, and partial flaps can be deployed prior to traffic  pattern entry. Normally, the landing gear should be selected  and confirmed down when abeam the intended point of  landing as the downwind leg is flown.  [Figure 12-8] In the round out for landing, residual power is gradually  reduced to idle. With the higher wing loading of multiengine  airplanes and with the drag from two windmilling propellers,  there is minimal float. Full stall landings are generally  undesirable in twins. The airplane should be held off as with a  high performance single-engine model, allowing touchdown  of the main wheels prior to a full stall. Under favorable wind and runway conditions, the nosewheel  can be held off for best aerodynamic braking. Even as the  nosewheel is gently lowered to the runway centerline,  continued elevator back pressure greatly assists the wheel  brakes in stopping the airplane. The FAA recommends a stabilized approach concept. To the  greatest extent practical, on final approach and within 500  feet AGL, the airplane should be on speed, in trim, configured  12-15 Figure 12-7.  Takeoff and climb profile.