GRUMMAN AMERICAN
FOR TRAINING USE ONLY – SECTION 3
MODEL GA-7/COUGAR
EMERGENCY PROCEDURES
3-22
Issued: April 10, 1978
AMPLIFIED PROCEDURES
ENGINE FAILURES
ONE ENGINE INOPERATIVE OPERATION
Failure of one engine and the resulting loss of power and power symmetry will result in a descending turn and
bank in the direction of the failed engine. Order of considerations should be maintaining airspeed and control,
avoiding obstacles if at low altitude, and feathering the inoperative engine. Gross weight, altitude, temperature,
leaning technique, and other factors determine whether level flight is possible.
A windmilling propeller imposes sever effects on directional control and airspeed. Feather the inoperative engine
as soon as practical. A restart attempt is advisable only after cause of failure is known and only at sufficient height
above terrain.
Two factors that govern one-engine inoperative operations are airspeed and directional control. Any change in
power setting on the operative engine requires a corresponding change in controls. At a given power setting, the
airplane can be safely maneuvered or trimmed for hands-off operation and sustained in this configuration AS
LONG AS SUFFICIENT AIRSPEED IS MAINTAINED.
DETERMINING INOPERATIVE ENGINE
The inoperative engine must be rapidly and accurately determined, particularly at marginal airspeed and low
altitude. A rapidly windmilling propeller may be mistaken for an operative one, and may cause near-normal
readings on tachometer and manifold pressure indicators.
Experience indicates that normally increased rudder pedal pressure on the side of the good engine is required in
order to maintain directional control. The other foot, or dead foot, is on the side of the dead engine. As a backup
check, move the throttle of the engine believed to be dead. There should be no change in engine sound or control
pressures if the throttle for the deal engine has been selected.
ENGINE FAILURE DURING TAKEOFF (SPEED BELOW 75 KIAS)
Airplane performance at less than 75 KIAS is below one-engine inoperative requirements. Close both throttles
immediately and apply brakes as required. If inadequate runway remains to stop, turn the fuel selectors OFF, then
turn the Master and Magneto Switches OFF.
ENGINE FAILURE DURING TAKEOFF (SPEED ABOVE 75 KIAS)
Gross weight, temperature, mean altitude, climb requirements, and remaining runway are the factors in
considering a straight-ahead landing versus a climb-out and go-around. If electing to remain airborne, maintain
control and move the landing gear control up. Set the mixture controls as required for altitude, and move all
propeller and throttle controls full forward to assure maximum power from the operating engine. Fly straight
ahead and maintain altitude unless maneuvering is necessary to avoid obstacles.
Determine the inoperative engine (see above). Pull the inoperative engine throttle to idle, feather the propeller,
and move the mixture control to idle cutoff.
The next consideration should be attaining 85 KIAS. Airspeed should increase as the landing gear retracts and the
inoperative propeller feathers. Maintain heading and maintain airspeed at 85 KIAS.
On the inoperative engine, close the cowl flap, turn the Magneto and Alternator Switches OFF, and place the fuel
selector switch and the auxiliary fuel pump in the OFF position.
After the inoperative engine is secured, lean the operative engine to best power (see Page 4-21).
