C-12 IPC Flashcards
MOI for TAXI:
Airport diagram available, discuss taxi plan and clearance. Clear the area and begin to taxi, check brakes both sides. Maintain safe taxi speed using power, beta, and brakes - careful not to drag the brakes Check INSTRUMENTS to verify proper operation. If needed, apply aileron for wind. Complete taxi checks per checklist once safely clear of buildings and other aircraft.
MOI for Normal Takeoff:
Departure Brief Complete. Complete lineup checklist while taxiing into position, verify runway with instruments, and hold on the brakes. Adjust to max power available then back off approx 5%, announce “Set Power” “Power Set” and smoothly release brakes. Maintain heading with pedals, centerline between the mains. Verify AUTOFEATHER Lights. Monitor airspeed, torque, and engine instruments. Call “60” at 60 kts(UFC SOP - means normal & matches CASA), next call “V1” and “Rotate”. P* will move hand from power levers to yoke, smoothly apply back pressure and lift the aircraft off at 10 NOT TO EXCEED 15 DEG. Upon observing two positive indications of a climb, state “POSITIVE RATE” and “GEAR UP(now Left Seat)”, turn landing/taxi lights off. Passing VYSE call for “FLAPS UP” or “CHECK FLAPS UP”. At 400’ AGL, state “SET CLIMB POWER, MY POWER, AFTER TAKEOFF CHECKLIST”, adjust torque and props to 1900, turn prop sync on. Adjust/maintain 160 kts or climb schedule speed.
Explain the acronym “APPLY”
A = Autofeather ARMED, P = Prop Sync OFF, P = Props 1900 or 2000 depending on maneuver, L = Loose People and Equipment Secured, Y = Yaw Damp Disengaged.
Explain the three “P”s
P = PURPOSE (why we do the maneuver), P = PARAMETERS (standards), and P = PICTURE (what it should look like)
Why practice Steep Turns?
Practicing steep turns shows us pitch and power coordination as we put a load on the aircraft which also allows us to see and compensate for over-banking tendency.
What is the “over-banking tendency” ?
Over-banking happens as the angle of bank increases past 45 deg, a significant difference develops between the speed of the wings on the inside and outside of the turn. The outer wing travels faster creating slightly more lift than the inner wing, making the plane continue rolling into the turn even after the controls are neutralized. To correct for this over banking, simply apply a light amount of opposite aileron to maintain the desired angle of bank.
Standards for Steep Turn (in addition to common standards):
Turn either 180 or 360 deg, maintain bank angle between 45 and 60 deg. Avoid approaching stall, unusual attitude, or exceeding structural or operational limits, finish (roll out) within +/- 10 deg of our starting heading.
MOI Steep Turn
Start by conducting a clearing turn, and then ALWAYS clear visually first. SET HDG BUG on desired rollout HDG. Initiate by adding approx 5% torque, smoothly begin to bank the aircraft. As we pass thru 30 deg AOB we will need to adjust trim as we load the wings to maintain altitude, then it should be minor maintenance to AOB, Pitch, and Power to maintain. Be proactive in watching your heading so you don’t blow past or terminate too early. As you terminate, you will have to adjust power and re-trim.
Purpose behind practicing SLOW FLIGHT?
We practice slow flight to gain familiarity with how the aircraft performs (controllability and handling) as we approach the area of reverse command and how the aircraft responds in the slow flight regimes, compare bank angle in standard rate turn, turn radius. Some times we operate in slow flight regime: takeoffs, missed approach, approach, circle to land
Why do the clearing turn for SLOW FLIGHT in clean config and at 160 kts?
This knocks out the clearing turn and gives us a good basis to compare handling characteristics between clean and 160 kts and landing config slow flight.
Standards for SLOW FLIGHT?
Common Standards Apply (always), airspeed Vref +5, -0 kts, NEVER allow speed to Vmca of 86 in landing config. Avoid stall and altitude not below 4000’ agl. NOTE: Intentional or simulated engine failures below Vsse are prohibited.
What are the differences between a standard rate turn at 160 kts and one in slow flight?
Standard rate turn in slow cruise 160 kts = 23 deg (10% airspeed + 7), in slow flight (100 kts) the standard rate is attained at 17 deg. In the 160 knot turn we don’t have to add any power to maintain altitude and airspeed because we haven’t added any appreciable weight to the aircraft(as in the steep turn). As we pass thru Vyse (blue line), we enter the region of reverse command. Less airflow over the control surfaces we need more control input which deflects the control surface more and we must hold the input longer to get the same response as before.
MOI for Slow Flight:
Configure the airplane (APPLY), speed check(199), flaps approach, gear down(181), before landing check, speed check (in the white arc), flaps down. As we pass thru Vyse, we enter the region of reverse command. Airspeed Vref +5/-0. With much less airflow over the control surfaces we need more control input which deflects the control surfaces more and we must hold the input for longer time to get the same response as before. We complete the maneuver with a Go Around returning to 160 kts in the clean configuration to a predetermined altitude (recovery may be climbing or level).
Four left turning tendencies we can see in the slow flight regime?
Adverse Yaw, Proverse Roll, P Factor, and Torque Effect
Define Adverse Yaw:
The tendency of an aircraft to yaw opposite the direction of a turn (in slow flight). The downward deflecting aileron has much more induced drag than at higher speeds. Without coordinated rudder, this increase in induced drag manifests itself as a hesitation in the direction of the turn. Explain: By definition, lift is perpendicular to the oncoming flow. As the left wing moves up, its effective angle of attack is decreased, so its lift vector tilts back. Conversely, as the right wing descends, its lift vector tilts forward. The result is an adverse yaw moment to the left, opposite to the intended right turn.
Define Proverse Roll:
Proverse roll occurs when we make rudder inputs which cause the outside wing to accelerate, which increases lift(velocity squared part of the lift equation), and will cause the aircraft to roll in the direction of the rudder/pedal input.
Define/discuss P Factor:
P Factor is the asymmetric loading of the prop. In level flight the relative wind strikes the props at a 90 deg (perpendicular) angle so the center of thrust is the center of rotation. If we tilt the disk up, as in high angles of attack, low airspeed, and high power settings, the relative wind strikes the blades from below and the downward blade takes a bigger bite of air producing more thrust than the upward blade resulting in a center of thrust to the right side of each engine. The yawing force of the right engine is greater than that of the left engine because of its longer lever arm being further away from the centerline of the aircraft then the left engine’s arm. To demonstrate, simulate a go-around: increase torque to approx 80% wile pitching up to 7 deg. Use right rudder to keep heading, at 7 deg release the rudder and you will see the nose yaw left. Then return to level flight and Vref.
Define/discuss Torque Effect:
Torque Effect is the tendency of the aircraft to yaw in the direction opposite the rotation of the props and is based on Newton’s 3rd law. Fro any action there is an equal and opposite reaction. We see this during takeoff when max power / prop rotation causes more pressure/drag to be placed on the left main gear and the aircraft wants to yaw left. Demonstrate by adding power approx 80% and see a left roll begin as well as some yaw due to P factor.
Approach to Stall practice benefits:
Its important to practice so we are familiar with the approach to stall, can recognize the indications of an impending stall, and are able to recover using proper corrective actions.
Stall / Impending Stall indications:
Normally the first indication is the stall warning horn, if that is not working correctly may feel the aircraft buffet, lightness in the controls, and lastly the full break. Remember that we can stall at any altitude, airspeed, or attitude.
MOI for STALL
Visually clear the area by making a clearing turn. Perform APPLY. Can demonstrate clean or in landing configuration. For landing config Speed Check(199) FLAPS APP, (181)Gear DOWN, Before Landing Check. Speed Check(143) (White Arc) FLAPS Full. Reduce power to 10-20%, maintain altitude, and trim not lower than 100 kts. Use RUDDER for heading control and to keep the WINGS LEVEL. At the first indication of a stall, reduce angle of attack by lowering pitch sufficiently to break the stall, and add max avail power to increase lift over the wings. As a technique, generally nothing lower than the horizon is required to break the stall. Level the wings and pitch to minimize altitude loss and continue with a recovery. State Go Around, advance power and state SET POWER, 5-7 deg pitch, accelerate to a minimum of 10 kts above pre-stall warning and call SET FLAPS APPROACH, call positive rate, gear up, and at Vyse call FLAPS UP, then call SET CLIMB POWER, Go Around checklist. Recovery can be climbing or level.
STALL Standards:
WARNING: Entry altitude will be no lower than an altitude that will allow recovery to be safely completed at a minimum of 4000’ agl. Correctly recognize the approach to a stall, correctly perform recovery procedures, recover with a minimum loss of altitude.
Unusual Attitude practice & standards:
We practice unusual attitudes so we are familiar with how to properly recover from an unusual attitude prior to stalling or exceeding limitations. Correctly analyze aircraft attitude and use correct recovery procedures without delay.
Unusual Attitude Nose High / Airspeed Decreasing:
“Indicator in the blue, power thru” Add power, roll to the nearest horizon not to exceed 45 deg angle of bank to prevent “unloading” or negative Gs, then level the wings.
