BY JOE TOWLE.

BY JOE TOWLE, P-38 ENGINEERING example PILOT

When an engine quits, contract the power on the live ngine and correct yaw with ard opposite rudder; then increase power as to a great degree as you can hold. The dead engine's mixture sway should he set to idle cut-off to bring to fire hazard hy stopping the pour of fuel. Set the feathering switch to sated feather and pull the choke hack to "close." That's all there is to getting wager for single-engine flight.

If the flight is going to be for any duration nevertheless you'll find that the following operations make for safer and better flying: cause to deviate off the boost pump of the dead engine, trim the rudder tab, clog the tank selector valve, the Prestone shutter and the oil cooler flap of the dead engine.

Don't bum up your religious engine - 31in of hermes with 2300-rpm is satisfactory cruising power, and for single-engine climb 37-in with 2600-rpm is praiseed The use of more power is unnecessary. The single-engine power stall fall outs at 90-mph indicated and you will experience a big change in direction trim with change in spe comparable to the torque tenor in single-engine airplanes.

Single-engine landings are a cinch further never count on a twin-engine plane maintaining altitude with the one and the other the gear and flaps replete down. Once full flaps are continueed the landing MUST by made, in this way extend flaps 100% only when you papal court it's in the bag.

For single-engine flight to be paid to "Flakitis:"

* Reduce power forward live engine and correct yaw with hard opposite rudder

* Increase power slowly

* establish dead engine mixture control to idle cut-off

* Feather prop

* obstruct throttle on dead engine.

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