As a pilot aid to manually synchronizing the propellers, some twins have a small gauge mounted in or by the tachometer(s) with a propeller symbol on a disk that spins. The pilot manually fine tunes the engine rpm so as to stop disk rotation, thereby synchronizing the propellers. This is a useful backup to synchronizing engine rpm using the audible propeller beat. This gauge is also found installed with most propeller synchronizer and synchrophase systems. Some synchrophase systems use a knob for the pilot to control the phase angle.

Fuel crossfeed systems are also unique to multiengine airplanes. Using crossfeed, an engine can draw fuel from a fuel tank located in the opposite wing.

On most multiengine airplanes, operation in the crossfeed mode is an emergency procedure used to extend airplane range and endurance in OEI flight. There are a few models that permit crossfeed as a normal, fuel balancing technique in normal operation, but these are not common. The AFM/POH describes crossfeed limitations and procedures that vary significantly among multiengine airplanes.

Checking crossfeed operation on the ground with a quick repositioning of the fuel selectors does nothing more than ensure freedom of motion of the handle. To actually check crossfeed operation, a complete, functional crossfeed system check should be accomplished. To do this, each engine should be operated from its crossfeed position during the run-up. The engines should be checked individually and allowed to run at moderate power (1,500 rpm minimum) for at least 1 minute to ensure that fuel flow can be established from the crossfeed source. Upon completion of the check, each engine should be operated for at least 1 minute at moderate power from the main (takeoff) fuel tanks to reconfirm fuel flow prior to takeoff.

This suggested check is not required prior to every flight. Crossfeed lines are ideal places for water and debris to accumulate unless they are used from time to time and drained using their external drains during preflight. Crossfeed is ordinarily not used for completing a flight with one engine inoperative when an alternate airport is nearby. Pilots should never use crossfeed during takeoff or for normal landing operations with both engines operating. A landing with one engine inoperative using crossfeed may be necessary if setting normal fuel flow would cause the operative engine to fail.

Combustion heaters are another common item on multiengine airplanes not found on single-engine airplanes. A combustion heater is best described as a small furnace that burns gasoline to produce heated air for occupant comfort and windshield defogging. Most are thermostatically operated and have a separate hour meter to record time in service for maintenance purposes. Automatic over-temperature protection is provided by a thermal switch mounted on the unit that cannot be accessed in flight. This requires the pilot or mechanic to visually inspect the unit for possible heat damage in order to reset the switch.

Manufacturers often suggest a cool-down period when shutting down a combustion heater. Most heater instructions recommend that outside air be permitted to circulate through the unit for at least 15 seconds in flight or that the ventilation fan can be operated for at least 2 minutes on the ground. Failure to provide an adequate cool down usually trips the thermal switch and renders the heater inoperative until the switch is reset.

Multiengine airplanes are often equipped with flight director/autopilot (FD/AP) systems. The system integrates pitch, roll, heading, altitude, and radio navigation signals in a computer. The outputs, called computed commands, are displayed on a flight command indicator (FCI). The FCI replaces the conventional attitude indicator on the instrument panel. The FCI is occasionally referred to as a flight director indicator (FDI) or as an attitude director indicator (ADI).

The entire flight director/autopilot system is called an integrated flight control system (IFCS) by some manufacturers. Others may use the term automatic flight control system (AFCS).

The FD/AP system may be employed at the following different levels:

With the system off, the FCI operates as an ordinary attitude indicator. On most FCIs, the command bars are biased out of view when the FD is off. The pilot maneuvers the airplane as though the system were not installed.

To maneuver the airplane using the FD, the pilot enters the desired modes of operation (heading, altitude, navigation (NAV) intercept, and tracking) on the FD/AP mode controller. The computed flight commands are then displayed to the pilot through either a single-cue or dual-cue system in the FCI. On a single-cue system, the commands are indicated by “V” bars. On a dual-cue system, the commands are displayed on two separate command bars, one for pitch and one for roll. To maneuver the airplane using computed commands, the pilot “flies” the symbolic airplane of the FCI to match the steering cues presented.

On most systems, the FD needs to be operating to engage the autopilot. At any time thereafter, the pilot may engage the autopilot through the mode controller. The autopilot then maneuvers the airplane to satisfy the computed commands of the FD.

Like any computer, the FD/AP system only does what it is told. The pilot should ensure that it has been programmed properly for the particular phase of flight desired. The armed and/or engaged modes are usually displayed on the mode controller or separate annunciator lights. When the airplane is being hand-flown, if the FD is not being used at any particular moment, it should be off so that the command bars are pulled from view.

Prior to system engagement, all FD/AP computer and trim checks should be accomplished. Many newer systems cannot be engaged without the completion of a self-test. The pilot should also be familiar with various methods of disengagement, both normal and emergency. System details, including approvals and limitations, can be found in the supplements section of the AFM/POH. Additionally, many avionics manufacturers can provide informative pilot operating guides upon request.