Assuming maximum fuel, the payload is the difference between the weight of the fueled airplane and the maximum takeoff weight.

Some multiengine airplanes have a ramp weight, which is in excess of the maximum takeoff weight. The ramp weight allows for fuel that would be burned during taxi and run-up, permitting a takeoff at full maximum takeoff weight. The airplane should weigh no more than maximum takeoff weight at the beginning of the takeoff roll.

A maximum landing weight is a limitation against landing at a weight in excess of the published value. This requires preflight planning of fuel burn to ensure that the airplane weight upon arrival at destination is at or below the maximum landing weight. In the event of an emergency requiring an immediate landing, the pilot should recognize that the structural margins designed into the airplane are not fully available when over landing weight. An overweight landing inspection may be advisable—the service manual or manufacturer should be consulted.

Although the foregoing problems only dealt with weight, the balance portion of weight and balance is equally vital. The flight characteristics of the multiengine airplane vary significantly with shifts of the center of gravity (CG) within the approved envelope.

At forward CG, the airplane is more stable, with a slightly higher stalling speed, a slightly slower cruising speed, and favorable stall characteristics. At aft CG, the airplane is less stable, with a slightly lower stalling speed, a slightly faster cruising speed, and less desirable stall characteristics. Forward CG limits are usually determined in certification by elevator/stabilator authority in the landing round out. Aft CG limits are determined by the minimum acceptable longitudinal stability. It is contrary to the airplane’s operating limitations and 14 CFR to exceed any weight and balance parameter.

Some multiengine airplanes may require ballast to remain within CG limits under certain loading conditions. Several models require ballast in the aft baggage compartment with only a learner and instructor on board to avoid exceeding the forward CG limit. When passengers are seated in the aft-most seats of some models, ballast or baggage may be required in the nose baggage compartment to avoid exceeding the aft CG limit. The pilot should direct the seating of passengers and placement of baggage and cargo to achieve a CG within the approved envelope. Most multiengine airplanes have general loading recommendations in the weight and balance section of the AFM/POH. When ballast is added, it should be securely tied down, and it should not exceed the maximum allowable floor loading.

Some airplanes make use of a special weight and balance plotter. It consists of several movable parts that can be adjusted over a plotting board on which the CG envelope is printed. The reverse side of the typical plotter contains general loading recommendations for the particular airplane. A pencil line plot can be made directly on the CG envelope imprinted on the working side of the plotting board. This plot can easily be erased and recalculated anew for each flight. This plotter is to be used only for the make and model airplane for which it was designed.

Good habits learned with single-engine airplanes are directly applicable to multiengine airplanes for preflight and engine start. Upon placing the airplane in motion to taxi, the new multiengine pilot may notice several differences. The most obvious is the increased wingspan and the need for even greater vigilance while taxiing in close quarters. Ground handling may seem somewhat ponderous and the multiengine airplane is not as nimble as the typical two- or four-place single-engine airplane. As always, the pilot should use care not to ride the brakes by keeping engine power to a minimum. One ground handling advantage of the multiengine airplane over single-engine airplanes is the differential power capability. Turning with an assist from differential power minimizes both the need for brakes during turns and the turning radius.

The pilot should be aware, however, that making a sharp turn assisted by brakes and differential power can cause the airplane to pivot about a stationary inboard wheel and landing gear. The airplane was not designed for this action, and the pilot should not allow it to occur. Unless otherwise directed by the AFM/POH, all ground operations should be conducted with the cowl flaps fully open. The use of strobe lights is normally deferred until taxiing onto the active runway.

After completing the before takeoff checklist and pre-takeoff safety brief, and after receiving an air traffic control (ATC) clearance (if applicable), the pilot should check for approaching aircraft and line up on the runway centerline. If departing from an airport without an operating control tower, the pilot should listen on the appropriate frequency, make a careful check for traffic, and transmit a radio advisory before entering the runway. Sharp turns onto the runway combined with a rolling takeoff are not a good operating practice and may be prohibited by the AFM/POH due to the possibility of “unporting” a fuel tank pickup. The takeoff itself may be prohibited by the AFM/POH under any circumstances below certain fuel levels. The flight controls should be positioned for a crosswind, if present. Exterior lights, such as landing and taxi lights, and wingtip strobes should be illuminated immediately prior to initiating the takeoff roll, day or night. If holding in takeoff position for any length of time, particularly at night, the pilot should activate all exterior lights upon taxiing into position.

Takeoff power should be set as recommended in the AFM/POH. With normally aspirated (non-turbocharged) engines, this is full throttle. Full throttle is also used in most turbocharged engines. There are some turbocharged engines, however, that require the pilot to set a specific power setting, usually just below red line manifold pressure. This yields takeoff power with less than full throttle travel. Turbocharged engines often require special consideration. Throttle motion with turbocharged engines should be exceptionally smooth and deliberate. It is acceptable, and may even be desirable, to hold the airplane in position with brakes as the throttles are advanced. Brake release customarily occurs after significant boost from the turbocharger is established. This prevents utilizing the available runway with slow, partial throttle acceleration as the engine power is increased. If runway length or obstacle clearance is critical, full power should be set before brake release as specified in the performance charts. Note that for all airplanes equipped with constant speed propellers, the engines can turn at maximum rpm and can develop maximum engine power before brake release. Although the mass of air per revolution is small, the number of rpm is high and propeller thrust is maximized. Thrust is at a maximum at the beginning of the takeoff roll and then decreases as the airplane gains speed. The high slipstream velocity during takeoff increases the effective lift of the wing behind the propeller(s).

As takeoff power is established, initial attention should be divided between tracking the runway centerline and monitoring the engine gauges. Many novice multiengine pilots tend to fixate on the airspeed indicator just as soon as the airplane begins its takeoff roll. Instead, the pilot should confirm that both engines are developing full-rated manifold pressure and rpm, and that as the fuel flows, fuel pressures, exhaust gas temperatures (EGTs), and oil pressures are matched in their normal ranges. A directed and purposeful scan of the engine gauges can be accomplished well before the airplane approaches rotation speed. If a crosswind is present, the aileron displacement in the direction of the crosswind may be reduced as the airplane accelerates. The elevator/ stabilator control should be held neutral throughout.

Full rated takeoff power should be used for every takeoff. Partial power takeoffs are not recommended. There is no evidence to suggest that the life of modern reciprocating engines is prolonged by partial power takeoffs. In actuality, excessive heat and engine wear can occur with partial power as the fuel metering system fails to deliver the slightly over-rich mixture vital for engine cooling during takeoff.

There are several key airspeeds to be noted during the takeoff and climb sequence in any twin. The first speed to consider is VMC. If an engine fails below VMC while the airplane is on the ground, the takeoff needs to be rejected. Directional control can only be maintained by promptly closing both throttles and using rudder and brakes as required. If an engine fails below VMC while airborne, directional control is not possible with the remaining engine producing takeoff power. On takeoffs, therefore, the airplane should never be airborne before the airspeed exceeds VMC. Pilots should use the manufacturer’s recommended rotation speed (VR ) or lift-off speed (VLOF ). If no such speeds are published, a minimum of VMC plus 5 knots should be used for VR.

The rotation to a takeoff pitch attitude is performed with smooth control inputs. With a crosswind, the pilot should ensure that the landing gear does not momentarily touch the runway after the airplane has lifted off, as a side drift is present. The rotation may be accomplished more positively and/or at a higher speed under these conditions. However, the pilot should keep in mind that the AFM/POH performance figures for accelerate-stop distance, takeoff ground roll, and distance to clear an obstacle were calculated at the recommended VR and/or VLOF speed.

After lift-off, the next consideration is to gain altitude as rapidly as possible. To assist the pilot in takeoff and initial climb profile, some AFM/POHs give a “50-foot” or “50-foot barrier” speed to use as a target during rotation, lift-off, and acceleration to VY. Prior to takeoff, pilots should review the takeoff distance to 50 feet above ground level (AGL) and the stopping distance from 50 feet AGL and add the distance together. If the runway is no longer than the total value, the odds are very good that if anything fails, it will be an off-runway landing at the least. After leaving the ground, altitude gain is more important than achieving an excess of airspeed. Experience has shown that excessive speed cannot be effectively converted into altitude in the event of an engine failure. Additional altitude increases the time available to recognize and respond to any aircraft abnormality or emergency during the climb segment.

Excessive climb attitudes can be just as dangerous as excessive airspeed. Steep climb attitudes limit forward visibility and impede the pilot’s ability to detect and avoid other traffic. The airplane should be allowed to accelerate in a shallow climb to attain VY, the best all-engine rate-of-climb speed. VY should then be maintained until achieving a safe single-engine maneuvering altitude, which considers terrain and obstructions. Any speed above or below VY reduces the performance of the airplane. Even with all engines operating normally, terrain and obstruction clearance during the initial climb after takeoff is an important preflight consideration. Most airliners and most turbine-powered airplanes climb out at an attitude that yields best rate of climb (VY ) usually utilizing a flight management system (FMS).

When to raise the landing gear after takeoff depends on several factors. Normally, the gear should be retracted when there is insufficient runway available for landing and after a positive rate of climb is established as indicated on the altimeter. If an excessive amount of runway is available, it would not be prudent to leave the landing gear down for an extended period of time and sacrifice climb performance and acceleration. Leaving the gear extended after the point at which a landing cannot be accomplished on the runway is a hazard. In some multiengine airplanes, operating in a high-density altitude environment, a positive rate of climb with the landing gear down is not possible. Waiting for a positive rate of climb under these conditions is not practicable. An important point to remember is that raising the landing gear as early as possible after liftoff drastically decreases the drag profile and significantly increases climb performance should an engine failure occur. An equally important point to remember is that leaving the gear down to land on sufficient runway or overrun is a much better option than landing with the gear retracted. A general recommendation is to raise the landing gear not later than VYSE airspeed, and once the gear is up, consider it a GO commitment if climb performance is available. Some AFM/POHs direct the pilot to apply the wheel brakes momentarily after lift-off to stop wheel rotation prior to landing gear retraction. If flaps were extended for takeoff, they should be retracted as recommended in the AFM/POH.