IUT Demonstrations Talking Points Flashcards
EFBR
●Pace- We’re going to focus on a smooth and controlled abort. With an abort before refusal speed, there is sufficient runway to stop the aircraft and therefore the abort should not be rushed. Rushing to abort too quickly could induce controllability problems particularly when a propeller malfunction occurs. When a malfunction is called, call the for the abort, loudly enough for everyone in the flight station to hear, and smoothly retard the power levers. If an “overspeed” is called, call for the appropriate E-handle. We will simulate the E-handle has been pulled and then smoothly bring all four power levers up and over the ramp. We will practice reversing in a 3-engine scenario by holding the simulated shutdown engines power lever at ground idle. Make purposeful coordinated inputs to remain on centerline as you reverse. It is important to note which boards you are passing on the runway. This can help tell you whether your pace is fast or slow and how much time you have to bring the aircraft to a stop. Slow is smooth and smooth is fast.
● Coordinated inputs- Once the abort has been called, the focus should be on keeping the aircraft safe through the evolution. This is done by controlling the pace as we discussed before and remaining on centerline. In a 3-engine abort scenario, the aircraft will have a tendency to swerve away from the dead engine. This swerve should first be counteracted using the rudder and aileron into the dead engine. Applying forward yoke pressure will also help the stability of the nose wheel. When the rudder pedal is at its full extension, differential power can be utilized to correct back to centerline. Once below 60 knots, come onto nose wheel steering. Brakes should be used only if the other control inputs are not correcting the situation and there is a fear of departing the prepared surface.
● CRM- Utilizing the crew is important in abort procedures. You are relying on your FE to make apparent the malfunction and to diagnose the problem correctly. Speaking loudly and clearly enough is important to be sure that everyone in the flight station is on the same page. This is when a sterile flight station is of the utmost importance. Additionally, on an active runway, the FE must be checked prior to pulling an E-handle. This is another important element of a crew aircraft. We have designed checks in order to ensure that the incorrect E-handle is not inadvertently pulled
EFAR
● Coordinated Inputs- When a malfunction is called above refusal, we are going to fly the aircraft safely away from the ground and handle the malfunction in the air as briefed in our takeoff brief. If the malfunction is a power loss however, we will see the same type of controllability problems that we saw in a prop malfunction EFBR. The ditty to
remember is “see, stop, correct”. This expression means that in order to correct a swerve, you first have to recognize that you have drifted off of centerline, then you have to stop tracking away from centerline, and finally correct back toward the centerline. The aircraft does not have to fully establish back on centerline but it does need to be tracking back toward it. This correction should be made using the rudder pedals. Before rotate, put in an aileron correction away from the dead engine (EFAR, drive the car) so that on rotate, the dead engines will be up 5 degrees to create a greater margin from VMCair and optimize your climb performance.
● Aviate, navigate, communicate- Make sure that you are remembering the order in which we do things in order to keep the plane safe. First, safely fly the plane by using your coordinated inputs- aviate. Once in the air, assess where you are in space and where you are planning to go next- navigate. Then, talk with the rest of the crew. This is when you can follow through with the malfunction and discuss with your FE what indications you have and your next course of action- communicate.
Stall Buffet
● Recognition- As we’re doing this demo, I want you to take note of some of the cues that draw our attention to the fact that something isn’t right with the aircraft even before we enter stall buffet. Audible cues are a good way to recognize approaching stall buffet. The first cue you will hear is the landing gear warning horn. This should alert you to an impending problem and to the fact that you are much slower than you should be. When you fly slow enough, you will not be able to cancel the horn which is a good indicator of a problem. Another audible cue is that as the aircraft approaches a stall, the aircraft becomes very quiet. We will experience that today so that you can get a feel for what that does (or does not) sound like. AOA is also a good identifying factor that something is going wrong. As you’re approaching stall, your AOA will be between 19-22 units. If you include that in your scan, it will help you recognize your approach. And finally, close to stall buffet, you will feel the controls become slightly mushy. Take note of each of those as we proceed through the demo and I will point them out as we hit each of them.
● Minimum altitude loss- For the recovery, I want you to see that we can recover with a minimum altitude loss. If we perform our recovery procedures correctly and in a timely manner, we will not lose more than a couple hundred feet. This is important because the approach is a common place to get slow and enter into a stall. This should prove to you the importance of executing a recovery quickly when we recognize those factors we identified before and that if the procedure is done correctly, we can recover the aircraft even at low altitudes.
● Likely Scenarios to enter in to stall- high AOB and slow on the 180 turn or on station flying loiter speeds and not paying attention, get too slow
3 Engine Ditch
● Priorities- The Job Aid has a list of priorities that are critical to a survivable ditch. I am going to try to demonstrate those for you today. The first is wings level. If the wings are even slightly angled down on one side on water entry, the plane can cartwheel. It is the number one priority because a cartwheeling P-3 is rarely survivable. The next important factor is rate of descent. In the VP-30 technique (which is the community accepted standard), a 100 fpm rate of descent for water entry is taught. I will be using their technique today to show you how you can enter the water as a stable platform with a minimum rate of descent in order to improve survivability. The final priority is the airspeed. Since we will be doing an engine out ditch, we will be using approach flaps. With approach flaps, we add 5 knots to our land flap ditch speed. Again, using the VP-30 technique, I am going to configure and then slow to my ditching speed 300 feet above water impact to ensure that I have all the proper parameters before descending. Airspeed is important for the controllability of the aircraft on entry and will contribute to the smoothness of the aircraft on impact. Please be my good copilot today and call me out if I am off on any of my priorities.
● Use of Trim- Trim is very important in a ditch. Not only will it make it easier on you to control and fly the plane, but it improves the stability of the platform. Immediately when we need to ditch with 3 engines, I add in all the rudder trim for the asymmetric power. After that, I can focus on getting to my speed and trimming that out at altitude as well as trimming the ailerons to make sure my wings stay level. Trimming helps me hold and maintain my priorities. I’ll show you today that when the plane is trimmed, the ditching technique becomes easy and allows you to make a smooth and controlled entry into the water.
● CRM- Communication is very important in a ditch. Often in the flight station, and on these pilot trainers, we can get consumed with what is happening up here and what we need to get done. On deployment, however, we have an entire crew that is waiting for your direction. Communicating to the back our intention to ditch and giving them an estimated time to impact is crucial to their survival. Update the time as often as necessary to ensure that it is as accurate as possible. Being an aircraft commander means not only keeping the plane safe but being a good leader and keeping the entire crew safe as well.
VMCair Demo
● Exposure and Identify- The purpose of this demonstration is for you to experience VMCair in a controlled environment in order to be able to recognize it if it should ever happen in the plane. Follow me along on the controls throughout this demonstration so that you can feel the inputs that I am making and the way that the aircraft is actually performing. I want you to see that in VMCair, the aircraft does not respond to the inputs that the pilot makes.
● Recovery Methods- There are two recovery techniques. They are both a bit counter intuitive. The first is to actually relax the nose to accelerate. This may be a bit unsettling at low altitudes (on approach) but I will show you today how quickly the surfaces will regain control once the airspeed is above VMCair. The second method is to reduce the asymmetric power by reducing the power on number 4 and raising the dead engines. This allows the pilot to regain control of the aircraft quickly as well. The purpose of today will be to show you that if VMCair is quickly identified and the recovery procedures are performed correctly and quickly, the pilot will be able to control the plane and make a safe approach.
2 Engine Waveoff Demo
● Procedure: The two engine waveoff procedure differs from our normal or 3 engine waveoff. This is because, with two engines out on the same side, and at slower speeds, the aircraft is very close to entering into VMCair. 145 knots is maintained until landing is assured because it allows an adequate margin above VMCair. For the procedure, with 145 knots maintained, max power is set on all operating engines (today we will be using 925 TIT or 3200 SHP for training purposes) while raising the dead engines. The procedure then follows the same steps as our other waveoffs with one key difference. WIng flap lever- approach, landing gear lever- up, wing flap lever- maneuver, then up. However in this procedure, is does not specify that the pilot must wait to move the gear until the flaps are at approach or that the gear must be up and locked to move the flaps to maneuver and then up. The idea is to reduce drag as quickly as possible and the fastest way to accomplish that is by cleaning up the aircraft. We’ll explore today with this demonstration, how the increased pace of this waveoff helps our recovery in this critical situation.
Emergency Descent
● Rate vs. Angle- Today during the emergency descent I will show you the different configuration methods in order to achieve different emergency descents. When it is critical for you to get down faster but the distance covered does not matter, the gear down and flaps up will be the best configuration allowing you the best rate of descent. If however, you have a limited distance to accomplish the descent, selecting land flaps will allow you the greatest angle to descent. We will use both of these methods to look at their different properties
Steep Turns
● Update Power- During these turns, I want you to be aware of your power setting and how you will need to adjust throughout the evolution. While in a constant turn, we will obviously need to add power to maintain altitude while holding our angle of bank. As you roll out, your lift vector will shift back which will require you to take out that power addition to avoid a climb. Monitor your power throughout the first turn to update and correct on your second turn.
● Trim- Along with adding power to maintain your altitude, utilize trim to decrease your workload in the turn. With the shifting of the lift vector when you enter into a steep turn, the yoke will become very heavy to hold in order to maintain altitude. Feed in trim to help but be sure to take the trim back out when you roll wings level.
Bailout Drill
● Piloting a bailout- We don’t practice flying for a bailout often and there are some important things to consider if you ever find yourself in this situation. First, always reference NATOPS if you have time. Again this is not practiced often so it is good to back yourself up. The recommended airspeed for greatest survivability of the parachutists is 150 knots although the aircraft should be flown as slowly as possible (absolute minimum is 25 knots above charted zero thrust stall speed). Terminate egress if 150 knots is exceeded at any time and do not resume until back below. It is important to make a note of the winds and all other pertinent weather information and pass that to the jumpmaster prior to releasing jumpers. To help with egress shock, minimum SHP should be set on the #2 engine. The configuration of the aircraft can be tricky. In order to fly the lowest possible airspeed, the flaps should be extended to land however the lower the flaps, the more obstructed the jumpmasters view. Approach the drop zone with wings level and then begin a shallow turn to help the jumpmaster keep the drop zone in sight (making left hand turns in a racetrack pattern). When large turns or altitude changes are required, the jumpmaster should pause the evolution.
Normal Touch and Gos
● SHP usage- In the pattern, SHP usage is really important. The job aid outlines some gouge power settings that will be good starting points when we are executing our first touch and go. For the downwind, the job aid lists a setting range from 1100-1300 SHP. If we are still heavy (entering the pattern right after takeoff) we can expect to be on the higher end of that range where as if we performed our high work first and are a bit lighter, we can expect to be on the lower end of the range. For the 180 turn, the job aid lists a SHP setting range of 600-800 SHP. Another gauge number is 500 SHP less than what was used in the downwind. This makes sense with our setting from the downwind and will be helpful in engine out scenarios. When rolling onto final, our lift vector will move as we roll wings level and we will need to take out about 100 SHP to maintain our speed and glidepath. When executing a touch and go, the FE will set 3500 SHP when we call go. When the gear is up and we have hit 160 knots, we can call for 2500 SHP which the pilot or FE can set. We reduce power to 2500 SHP because this will lower our pitch attitude and will allow us to keep a visual of the pattern and any traffic while we are making our turn to downwind. We’ll experiment with these numbers a bit today in the pattern
3 Engine Waveoff
● Coordinated Inputs- A three engine waveoff should be done just like a 4 engine waveoff with some extra control inputs to keep the plane tracking in line with the runway. While power is being applied, the dead engine should be raised 5 degrees. This keeps the aircraft further out of the VMCair margin and helps the pilot maintain control of the aircraft. This will also help the climb performance of the aircraft. Once the aircraft is safely climbing, beginning cleaning up, while maintaining those control inputs. Do not rush the clean up. In a three engine condition, the aircraft can safely climb away configured. Establish that rate of climb and put the aircraft in a safe position and then begin the clean up.
2 Engine Landing
● Total Power Concept- The total power concept is important when performing engine out operations. When operating in the landing pattern, we use gouge SHP settings to help set us up for an approach. We can utilize those numbers to help keep us on parameters when we are operating with one or two engines out. The total power concept means that our overall power use will remain the same no matter how many engines are operating. For this to be true, it means that we have to take the power from the engines that are shutdown and apply that power to the operating power. When operating with two engines out, the math is really easy you just double whatever SHP you were using on the operating engines (moving the power from the inoperative engines to the operative engines). If we have just one engine out, we will divide its power by three and add that to the remaining three engines. We will apply this concept using the SHP settings we have been using in the pattern to see how well this concept works for us.
● Landing Assured- Landing assured is unique to two engine landings. This is because, with two engines out on the same side, VMCair is much higher. This means, as we slow down to land, we get closer to VMCair and to a margin of uncontrollability. 145 knot airspeed is maintained to ensure an adequate margin above VMCair. However, we can dip below this speed to 1.35 Vs (approach flaps) or 1.3 Vs (land flaps) once we have landing assured. Our landing assured criteria (found in the job aid) are: landing checklist complete, landing clearance obtained, on normal visual glideslope, in position to intercept extended runway centerline, and SHP commensurate. It is critical to review these criteria before dipping below 145 knots because once below that airspeed, NATOPS does not guarantee the ability to waveoff. (On a related note to our other discussion topic, SHP commensurate is a landing assured criteria. Using the total power concept gives us an idea of what we should be looking for on our gauge before we call landing assured.)
No Flap Landing
● Airspeed and Rate of Descent- For a no flap landing, your nose attitude will control your airspeed while your power setting will control your rate of descent. This might seem counterintuitive at first but most inputs will need to be made with a combination of adjusting the nose and the power levers. For example, if you are high and fast on final, you would need to raise the nose to slow down while taking out power to increase your rate of descent. These coordinated input will help you arrive back on glideslope. If however you are low and slow, you would want to lower the nose to gain airspeed while simultaneously adding power to stop your rate of descent. During this approach, I will try to show you how we can use these inputs when we are off of our outlined parameters to get back on.
● Pattern Differences- Flying a no flap has some differences from a normal pattern. A no flap pattern will be flown wider than the outboard spinner on the runway that is used during normal pattern work. This will create a wider 180 degree turn, reducing the angle of bank that is necessary which will in turn increase the margin above stall speed. This will also create an extended final which will help with a flatter glideslope. In a no flap landing there is no flare, it is a constant speed, constant attitude approach so a flatter glideslope is required.
