Maneuvers Flashcards
Level Speed Changes
- Sequence: Normal Cruise (150), to Downwind (100), to approach (90), to Fast Cruise (170).
- Turns will not exceed 30° angle-of-bank
- *Procedures**
- *i.** Reduce power to 300 ft-lbs, check below 150 KIAS and lower landing gear. Approaching 100 KIAS adjust power to 500-550 ft-lbs. Initial left ruder the right and up.
ii. Perform landing checklist down to flaps
iii. Perform turns as instructed
iv. Reduce power by 100 ft-lbs, check airspeed below 120 KIAS and lower flaps.
v. Approaching 90 KIAS, adjust power to approximately 600 ft-lbs.
vi. Trim right and up. Report: “Gear down, flaps down, landing checklist complete.”
vii. Perform turns as instructed
viii. Advance power to maximum allowable, check airspeed below 120 KIAS and raise gear and flaps. Turn landing lights off. Approaching 170 KIAS, reduce the power to 750-800 ft-lbs. With the initial power advancement,right rudder is required, but as the aircraft accelerates, trim will be left and down.
Power Off Stall (POS)
Configuration: Position aircraft at appropriate altitude; in slow cruise and clean configuration
Checklist: Perform stall checklist aloud to instructor
Clearing turn: Commence clearing turn using 45 degree angle of bank
1. Roll wings level, then reduce PCL to 200 ft-lbs and adjust nose attitude to maintain altitude. Approaching 100 KIAS, set the 100 KIAS glide attitude (horizon bisecting the windscreen). Retrim.
2. Once in 100 KIAS descent, smoothly raise nose to position 12-15 degrees above the normal cruise attitude by visually placing the exhaust stacks on the horizon. As airspeed diminishes it will be necessary to increase back stick pressure gradually in order to maintain nose attitude. Maintain heading with rudder. The stall is recognized by airframe buffet and nose pitching down slightly
**3. **At the stall, decrease the angle of attack by releasing back stick
pressure and allow the nose to fall slightly below the 100 KIAS gliding attitude. Stop any rolling tendency with rudder pressure applied opposite to the direction of the roll and as soon as aileron effectively has been regained, smoothly level wings with coordinated rudder and ailerons.
**4. **Hold the recovery attitude in balanced flight to permit the airspeed to build up and as it approaches 100 KIAS, raise the nose to resume the 100 KIAS power-off attitude. The maneuver is complete when reestablished in the 100 KIAS glide.
Approach to Turn Stall (ATS)
- *Configuration:** Position the aircraft at or above 6500’ AGL; 90 KIAS, level flight, gear and flaps down, landing checklist complete
- *Checklist:** Perform stall checklist aloud to your instructor
- *Clearing turn:** Roll into a 30 degree AOB clearing turn for a minimum of 180 degrees (or two 90), maintaining airspeed and altitude
**1. **Roll out of the clearing turn, reduce power to 300 ft-lbs, and set the 90 KIAS descending attitude (horizon 2/3 of the way up on the canopy). Trim left rudder, nose up.
- *2.**When established, smoothly roll into a 30 degree AOB, simulating an approach turn (turn in the same direction as last 90 of clearing turn)
- *3. **When established, raise the nose, placing the lower exhaust stack on the horizon (12-15 on attitude gyro) and simultaneously reduce power to 200 ft-lbs of torque. Increase backstick pressure as the airspeed decays.
4.Hold this attitude until the aircraft stalls
- *5.** Recover:
1. Relax back stick pressure slightly to decrease AOA (nose no lower than horizon bisecting windscreen)
2. Roll wings level, PCL full forward and add right rudder
3. Wings level – riase the nose to positive climbing attitude; cowl seam just above the horizon, so as to stop loss of altitude; check ball is centered
- Maintain nose attitude and ensure the aircraft is climbing. When the airspeed stops accelerating, slightly lower the nose and continue the acceleration to 90 KIAS, Retrim
- Once established at 90 KIAS, reduce power to 1015 ft-lbs
- Level off at the next 500’ interval
- Maintain 90 KIAS (approx 600 ft-lbs) and level flight. Retrim
- Return to normal/fast cruise when directed by instructor, utilizing max allowable power. Turn landing lights and autoignition off.
Spin (entry)
Configuration: Clean, trim in normal cruise, at an altitude so that the spin is entered at a minimum of 9000 feet AGL (Area 1 set up at 8500 MSL and 9000 MSL in Area 2 prior to raising nose up 30 degrees)
Checklist: Stall checklist
Clearing Turns: 45 degree AOB (Spin will be in the direction of last turn)
1. Reduce power to 200 ft-lbs
2.Check wings level and raise the nose to approximately 30 above the
horizon, then set the PCL to idle
3.At the rudder shakers, lead the stall with a slight amount of rudder in the desired direction of spin (same direction as the last half of clearing turn)
**4. **When the aircraft stalls, smoothly apply full rudder in direction of
spin and full backstick. Do not use aileron in the entry or during the
spin.
**5. **At spin entry, scan inside the cockpit to verify sufficient altitude
for recovery, stalled AOA, airspeed stabilized 80-100 and turn needle fully deflected.
Spin (recovery)
1.Apply full rudder opposite to direction of rotation. Positive forward
stick to position forward of neutral. Do not use ailerons.
2.Hold controls in this position until rotation stops and then neutralize the controls, check power to idle, level the wings by reference to the horizon, commence a smooth pullout. Ensure a minimum of 120 KIAS and do not exceed 4.5 G’s or 24 units of AOA.
3. Continue pullout until nose is positioned to level flight. Recover with minimum loss of altitude but emphasis is on smooth control movements.
4. Check oil pressure for minimum of 40 psi.
5. Add power to the normal cruise power setting.
6. Check and report oil pressure.
7. Check the gyro and RMI for precession, and slave if necessary.
**8. **Secure the autoignition.
Slip
A slip is an out-of-balance flight condition used to increase the sink
rate and lose excessive altitude while maintain a constant airspeed and a specific track over the ground. Caution must be exercised as stall speed is increased in this out-of-balance flight condition.
Can occur if you roll into a turn without using coordinated rudder and
aileron or if you hold rudder against the turn after it has been
established or if one wing is held low during straight and level flight.
Procedures:
**1. **Performed at an altitude simulating the slip to high key at 100 KIAS with flaps down, and gear up.
2. To initiate from wings level, lower one wing while applying opposite (top) rudder pressure. Select a reference point on the horizon and adjust rudder pressure and/or AOB to maintain desired ground track.
3. To initiate from a turn, lower the inboard wing while increasing
opposite (top) rudder pressure.
4. Monitor airspeed closely, adjust nose attitude as necessary to
maintain 100 KIAS. Monitor the VSI and note increased rate of
descent.
5. To recover from the slip, smoothly roll wings towards level while
reducing rudder pressure. Slip must be taken out with enough
altitude remaining to slow the rate of descent and ensure positive
control of the aircraft during the final moments of any maneuver
when used.
Skidded Turn Stall
- Skidded turn stall
a. This maneuver demonstrates the excessive loss of altitude and the unusual characteristics of a stall in unbalanced flight. It will NOT be performed by the student, IP demo only.
b. Can occur if improper slip inputs are made – dangerous when executing the ELP approach. Can result in a skid and possible stall at an altitude from which safe recovery is impossible.
c. Procedures:
i. Configuration: At or above 8000 ft AGL, 100 KIAS, level flight, gear
down, flaps up, landing checklist complete.
ii. Checklist: Stall checklist
iii. Clearing Turns: Perform clearing turn with the last 90 of turn to
the right.
iv. At the beggining at the last 90 degrees of turn, reduce the PCL to 300 ft-lbs of torque and transition to a 100 KIAS decent.
v. At the completion of the clearing turn, apply full right rudder
while using a left aileron to maintain 30 degrees AOB to demonstratethe characteristics of a full skid. Simultaneously raise the nose while reducing the PCL to 200 ft-lbs. Increase control pressures as airspeed is reduced.
vi. After the aircraft stalls, recover IAW NATOPS OCF Recovery
Procedures.
vii. Ensure 150 KIAS is not exceeded throughout the maneuver.
ELP Interception Technique
a. Maintain 100 kts maneuvering to high key. To dissipate excess altitude to arrive at a proper high key, use “S” turns, slip, or a combination of the two, and bowties. You may also lower the flaps early (unpaved field) or the gear early (paved field only) if necessary. Do not become so totally absorbed in the airstart procedures that you do not fly the aircraft to a safe landing. Continually scan altitude, airspeed and position as you fly the ELP profile. If the gear/flaps were not previously used to dissipate altitude, lower either the gear or flaps at high key (depending on what type field at which you are landing), altitude permitting, and RETRIM. If low at high key, it may be necessary to hold the gear/flaps (or retract them if previously lowered) until back on altitude within the ELP profile. If holding the gear/flaps, report it to the instructor.
b. For PEL, gear/slip/s-turns; for HAPL, bowties/s-turns/configure then slip
c. Bowties are just exaggerated s-turns with a goal in mind
Emergency voice reports
a. ISPI format: identification, situation, position, and intention
b. In a non-radar environment, emergency reports of an immediate or serious nature are preceded by the word “MAYDAY.” Emergency voice reports of a delayed or less serious nature are preceded by the word “PAN-PAN.” Repeating the word three times is the widely accepted method of clearing the frequency for an emergency voice report.
c. In a radar environment, standard procedure for a distressed or urgent situation is to declare an emergency. Example: “Shooter 123 is declaring an emergency. Streaming fuel, 10 miles north of Whiting at 5000 feet. Executing emergency landing at Brewton.”
d. Regardless of radar condition, expect to inform ATC of fuel remaining in hours and minutes and the number of people on board after delivery of ISPI.
