6. Flight with OEI Flashcards
What do you have to watch out most on a PA w OEI?
- Maintain the correct TRK
- Any change in power would require rudder and trim change!
- Establish on the inbound track early, confirm that you are at the correct altitude
Circle to land. There are no prescribed tracks. What do you follow?
Up to you!
How do you circle?
- Level off and turn 45* from the RWY TRK
- Start timing
- Fly 30sec (adj for W/V)
- Turn D/wind. Do not descend below MDA!
- Abeam THR - ATC call D/wind
- Abeam TDZ THR - start timer. Timins (sec) = 3*Height aal (+/- W/V adj.)
- Turn base. Do not descend below MDA until intercepting final app. path for landing
Circling - if you lose visual, how do you G/A?
CLB Turn towards RWY, then when OVH, follow MAP
OEI G/A what are your main considerations?
- Approaching DA/MDA - Full power on LIVE eng. Full Right feet. Imagine the throttle and your legs are connected.
- Clean up
- Pith +7* for Vyse
- Do not go below MDA
- Set HDG bug on RWY HDG or use bug from the approach to track RWY CL
- Check the IAS and HDG frequently and adjust attitude accordingly.
What’s the wake turbulence separation on APP/LDG?
- L—>M (3 mins)
- L—>H (3 mins)
- L—>S (4 mins)
What you use for decision making ?
D - diagnosis - find the problem!
O- options and consequences. COntinue, return or divert?
D - decide
A - Assign tasks
R - review - has anything been missed? If things change, same decision?
- *Time Critical:** use the first acceptable solution
- *Time Independent**: use the best solution
Once decided on action, what brief do you do?
N - nature - what’s the problem?
I - intentions
T - time frame for actions
S - special reqs - stopping on rwy/ ambulance
Emergency Handling - what do you do?
A - aviate - control a/c and complete memory actions
N - navigate - where do you want to go?
C - communicate - ATC (PAN/MAYDAY), NITS brief
C - review QRH
UNFEATHERING & RESTARTING THE ENGINE IN FLIGHT - what general principles should you observe?
WARNING
Do not attempt to restart the feathered engine when the
reason of the engine failure cannot be identified since the
un-feathered propeller of an inoperative engine might not be
able to be feathered again.
WARNING
An unfeathered propeller causes increased drag and
reduces/increases climb/sink rate up to 200 ft/min.
CAUTION
After the engine has started, the power lever should be set
to a moderate power setting, until engine temperatures have
reached the green range.
WARNING
One attempt to feather the engine results in a loss of altitude
of up to 800 ft. Do not attempt to feather the engine if the
altitude is insufficient to execute the procedure.
CAUTION
If the propeller does not feather after the first attempt, do not
carry out further attempts to feather the propeller to avoid
further loss of altitude.
NOTE
In order to feather the propeller the propeller RPM must be
above 1800 RPM. Below 1800 RPM the centrifugal latches
of the start locks will not disengage and the propeller will keep
wind-milling.
Increase the airspeed swiftly to minimize altitude loss. In case
of shaking rotation, continue to accelerate the airplane until
1800 RPM is reached.
Take off with OEI and climb gradient < 3.3%
WARNING
A continued take-off is not recommended if the steady rate
of climb according to Section 5.3.9 - ONE ENGINE
INOPERATIVE CLIMB performance is less than 3.3 %. Under
certain combinations of ambient conditions, such as
turbulence, crosswinds and wind shear as well as pilot skill
the resulting climb performance may nevertheless be
insufficient to continue the take-off successfully. Therefore
a continued take-off with a failed engine has to be avoided
if at all possible.
Not all the L/G lights are green, what do you do?
press and hold the Gear/Fire detection button, if the previously unlit indicator remains unlit it is likely that the bulb has failed. If the previously unlit indicator illuminates then follow the checklist procedure for unsafe gear. Inform ATC
Can you fly below MSA?
- IFR - no (>=MSA)
-
VFR - yes BUT
- Low flying rules
- Maintain VMC
On an asymmetric approach, when is the earliest you can select flaps?
On an asymmetric approach flaps should not be selected until the decision to land has been made. Prior to flap selection the minimum speed should be Flapless Vref
Extend upwind!
+ Bank 60º to avoid 0g limitation
Describe the flapless CCT and G/A
- beg Downwind -
55%/+2
120
- end Downwind -
LG DN/ FL UP
+25%/-1
DECEL
- Base -
25%/-1
90
- Final -
25%/-1
90
- ACH - 20%/-1
- VFR LDG gate - 85 KIAS
- G/A -
1.PWR UP/Flap APP/
+5/Accelerating
2. + Rate/GU
3. Safe spd/Flap UP
4. +8/Accelerating
5. Normal clb
Describe your actions if the engine fails at various places in cct
What do you do when at ACH
Treat ACH as MDA - don’t go below it! If necessary, start G/A above it! Watch the swing !
Draw an asymmetric CCT
OEI cct -
describe what you do where and how you do a G/A from it
- beg Downwind -
75%/+2
105
- end Downwind -
‘LG DN/ FL UP
45%/-1
105
- Base -
‘45%/-1
90
- Final -
‘45%/-1
90
- ACH -
‘FL APP
PWR AR/-5
85
- VFR LDG gate -
As RQD%/Visual
76
- G/A -
1.PWR UP/+5/LG UP/Flap APP/ +8/Accelerating
2. Safe spd/Flap UP
3. FULL PWR/+8/
82 (Vyse)
4. Normal clb
- The go-around / balked landing is not recommended to be initiated below a minimum of 800 ft above ground.
- Establish minimum sideslip and manoeuver for a new attempt to land.
- Check performance - If a positive rate of climb cannot be established: - Land so as to keep clear of obstacles.
