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. 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. 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. 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. 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  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  Figure 12-14.  Typical “engine failure after takeoff” emergency  checklist. 12-21 Engine Failure After Takeoff Airspeed ............................................................. Maintain V$_{YSE}$ Mixtures ........................................................................... RICH Propellers .............................................................. HIGH RPM Throttles ........................................................... FULL POWER Flaps .................................................................................... UP Landing gear ....................................................................... UP Identify ............................................. Determine failed engine Verify ...................................... Close throttle of failed engine Propeller .................................................................. FEATHER Trim tabs...................................................................... ADJUST Failed engine.............................................................. SECURE As soon as practical.........................................................LAND Bold-faced  items require immediate action and are to be  accomplished from memory. Configuration Checklist Climb