The following comes from the Pilot Notes for the Mosquito FB6.
40. Take-off
(i) Carry out items (95) to (105) in the Pilot's Check List.
(ii) Taxy forward a few yards to straighten the tailwheel.
(iii) Open the throttles slowly, checking any tendency to swing by coarse use of the rudder and by differential throttle movement. There is little tendency to swing if the engines are kept synchronised.
The travel of the throttle levers is very short for the power obtained.
Coarse use of the throttles will aggravate any tendency to swing.
(iv) When comfortably airborne, brake the wheels and raise the undercarriage, check that the undercarriage locks up; if it does not hold the selector lever up for five seconds.
(v) Safety speed at a weight of approximately 17,000 lb. flaps up or 15° down at +9 lb./sq. in. boost is 155 knots. At + 18 lb./sq. in. boost it is 170 knots. These speeds however, may vary considerably with individual aircraft.
(vi) Before raising the flaps, if used, trim the aircraft slightly tail heavy.
55. Engine failure during take-off
(i) The handling characteristics of individual aircraft differ considerably according to age and load. Except in cases where it is known to be less ; at approximately 17,000 lb., safety speed should be assumed to be 155 knots at + 9 lb./sq. in. boost and, if the engines have not been de-rated 170 knots at + 18 lb./sq. in. boost.
(ii) If safety speed has been attained, the aircraft will climb away on one engine at climbing power at about 135-140 knots provided that:—
(a) The propeller of the failed engine is feathered and the radiator shutter closed.
(b) The flaps are fully up.
(iii) The drag of a windmilling propeller is very high and unless feathering action is taken immediately, control can only be maintained at the expense of a rapid loss in height.
(iv) The aircraft accelerates slowly to the safety speed at + 18 lb./sq. in. boost. If high power is used for take-off, it is recommended that climbing power is used as soon after take-off as is possible.
57. Single-engine landing
(i) While manoeuvring with the flaps and undercarriage up, a speed of 140-150 knots should be maintained ;
(ii) A normal circuit can safely be made irrespective of which engine has failed. The checks before landing should be carried out as for a normal landing, but it should be remembered that the undercarriage will take longer to lower on one engine—approximately 30 seconds at 2,850 r.p.m. —and, owing to its high drag, height will be lost once it has started to lower.
(iii) When across wind, flaps may be lowered 15° and the live engine used carefully to regulate the rate of descent. Speed should not be allowed to fall below 135 knots until it is clear that the airfield is within easy reach ; flaps may then be lowered further as required and power and speed reduced as height is lost, aiming to cross the airfield boundary at the speeds quoted for an engine assisted landing.
58. Going round again on one engine
Going round again is only possible if the decision is made while ample height remains and before more than 15° of flap is lowered. The height is required in order to maintain the speed above the critical speed, for the high power necessary, while the undercarriage and flaps are retracting. When the decision to go round again has been made:—
(i) Ensure that the speed is not less than 135 knots, and then increase power on the live engine to +9 lb./sq. in. boost and 2,850 r.p.m.
(ii) Raise the undercarriage.
(iii) Increase speed to 140-150 knots.
(iv) Raise the flaps and re-trim.
(v) If the engines are not de-rated, power higher than +9 lb./sq. in. should only be applied carefully and within the limits of rudder control.
Handling
The controls are light and effective and manoeuvrability is good. The rudder should not be used violently at high speeds. When two-tier R.P. or rails are carried, aileron control is poor at low speeds, i.e., during take-off and approach to land.
By way of comparison, the take off safety speed for the Beaufighter (Merlin engines) was 139 knots, and for the P-38 113 knots. A little disparity arises when comparing figures as the Beaufighter is at take off power whereas the P-38 advises to reduce power on the good engine to contain the yaw. Excessive yaw will result in stalling of the vertical tail surfaces and the rudder forces reverse. The power on the good engine will then have to be materially reduced, and considerable rudder force will be necessary to regain control.