Procedures Flashcards
Situation: Engine failure in the air (gear is down)
Close throttle and land straight ahead
Situation: Engine failure in the air (gear is in transit or retracted)
The Drill, climb to safe altitude, single-engine checklist, turn crosswind, return to airport
What is the drill?
pitch for blue line (~horizon)
mixtures (full forward/rich unless airport is hi alt)
props (full forward slowly and deliberately)
throttles (full forward)
flaps (up)
gear (up)
identify (slap the dead leg. rudder/step on the side of the ball, then slap the leg on the dead engine side.)
verify (retard the throttle on dead engine, if gets quiet you better push back in because that’s the wrong engine!)
feather (pull prop on dead side all the way back)
mixture (pull out on dead side all the way back)
fly the airplane (raise dead engine, split the ball(ease off on the rudder until the black line splits the ball. that’s because you’re banked and if you don’t ease off rudder you’ll be turning away from dead engine)
engine failure checklist
What if you feather the wrong engine?
It’s not going to go back to hi-RPM because it will kill the engine and there’s no oil pressure to bring it out of feather.
Situation: Engine failure in cruise
Diagnose first (mixture, fuel tanks, mags, etc). do the drill when you are ready to shut one engine down for good.
Situation: You took off from a hi-alt airport and your engine fails and you can’t climb (gear retracted)
The drill, fly at blue line until emergency landing site made then close throttle and super short field landing at full stall feet above field
When do you retract the gear?
No usable rwy remaining + positive rate
Decision Speed
no rwy remaining + positive rate. decision speed is gear retraction. you’re committing to land or to fly.
You need to turn on a single engine. What do you need to do and why?
Use turn coordinator for 1/2 standard rate turns. That’s because the bank angle will be different for a L vs R turn, depending which engine is out (because you raised the dead). For example if L engine out, 20deg left bank will turn left a lot faster than a 20deg right bank will turn right.
Why do we care about rate of turn on a single engine?
Turning toward the dead engine makes it easy to overbank, causing a big increase in load factor and big decrease in performance.
Takeoff procedure
full throttle, 2700 RPM L and R engine instruments and other gauges green rotate at 71 blue line positive rate (VSI and altimeter both moving up) gear up asap (decision speed), at 500', 25" and 2500 RPM Climb checklist
Normal instrument approach from Doug Rozendaal video
Fly gear speed minus 5-10 until GS active.
GS on dot above - gear and flaps
Intercept
GLUMPS
(In training we may go props full at marker but that’s louder and bad for hi performance)
GLUMPS
Gas on good tank and qty
Landing lights
Undercarriage down (3 greens, one in the mirror)
Mixture rich,
Props (cruise for landing if go around so go around same as drill)
Switches (flaps and combustion heater)
Stall recovery from Doug Rozendaal video
Same as go-around/missed approach
Same as drill: (cram climb clean call)
Throttle forward SOME to stabilize plane but not overboost because that could cause VMC increase. no need to go to takeoff RPM, cruise is fine
mixtures props throttles forward
accelerate and climb
flaps (incremental) and gear
now stop the drill, you don’t need to identify etc because theres no engine out
When can you put the props in high rpm position?
Below 100kts
How do you avoid VMC? And recover?
Don’t get slow, reduce power on the good engine. simultaneously and instantly. accelerate to blue line then bring power back, 5deg bank again.
What could cause vertical speed at Vyse to be negative at takeoff? What do you do if you lose an engine then?
gross weight, density altitude.
the vertical speed at Vyse will be negative, right after takeoff you will be in trouble so you’re going to have to do an emergency landing at Vyse.
Takeoff briefing
Rwy, length, length needed
Vr and Vy, retract gear, 500’ 25/2500RPM
Engine failure on ground - close both throttles and abort
Engine failure w gear down and rwy remaining - close both throttles and land
Engine failure w gear up - the drill, climb to 400’, checklist, return for landing
Normal VFR Landing procedure
Before landing checklist
In pattern, 18” MP
Abeam - <140kts, Gear down + verify, 15”, flaps 10 <110, props hi RPM, 100kts, GLUMPS
Base - 45 deg and ~800’: flaps 20, 90kts, GLUMPS
Final - ~500’: Flaps 35, 85kts, GLUMPS, 75kts at threshold
Aiming point
Xwind correction
Touchdown w power at idle
Go-around / missed approach procedure
Cram Climb Clean Call Throttle forward & simultaneously flaps 10 (Doug R says only SOME to stabilize plane but not overboost because that could cause VMC increase. no need to go to takeoff RPM, cruise is fine) Pitch for blue line Positive rate - gear up Positive rate - flaps up Cowl flaps as required
Same with one engine inop but avoid on single engine whenever possible
Slow flight (clean) and recovery
> 3000’ AGL
checklist
CCAARR (clear call alt airspeed references rudder)
11” MP (maintain altitude)
Props full fwd below 100kias
Maintain 80 kias
Recovery - full power and maintain altitude
Slow flight (dirty) and recovery
CCAARR (clear call alt airspeed references rudder)
15” MP (maintain altitude)
Gear down below 140kts
10deg flaps below 110
Props full fwd below 100kias
Flaps 20 in white arc, then full flaps incrementally
Maintain 70 kias
Recovery - full power and maintain altitude. Flaps 10 then Vyse
Positive rate - gear up
Above Vyse retract flaps
What order do you change mixture, prop and throttle when adding power? Decreasing power?
Adding: Mixture prop throttle
Decreasing: Throttle prop mixture (throw the power away)
Power-on Stall & Recovery
11"MP maint alt props full fwd below 100 at 80kts, 20"MP pitch up 1 deg/sec until 20deg recover w full power, nose level and wings level, blue line
Power-off Stall & Recovery
15"MP maintain alt gear down below 140 10deg flaps below 110 props full fwd below 100 white arc - flaps 20 and 30 maintain 85kts establish descent power idle, pitch up 1 deg/sec recover w full power and flaps 10 85kts positive rate, gear up above 85 retract flaps
Accelerated Stalls & recovery
11"MP maintain altitude Props full fwd below 100\ 90 kts Bank and yank (45 deg) Recover by wings level, Lower nose to Vmc, full power
Steep Turns
21”/2300RPM
120kts
50deg bank
maintain alt and add 1”MP, maintain 120, trim
rollout on heading
after 2nd turn return to cruise at 23/2300
Emergency Descent
Mixture rich Throttles idle Props full fwd Gear down below 140 135 kias or Va if turbulent Bank 30-45 for positive load factors (If practice) Level off 15"MP Slow to 112 and retract gear
Engine failure during takeoff or before Vyse
Throttles idle Max braking Maintain centerline Fuel Selectors OFF (Simulated) Magnetos OFF (Simulated)
VFR Approach and landing with inop engine (simulated)
Engine Failure In-Flight Checklist, Before Landing Checklist Power as required to maintain Vyse Gear DOWN when landing is assured. GLUMPS Flaps and Cowl Flaps as required. Vyse until flare Touchdown - throttle idle
Vmc demo procedure
11”MP maintain alt and direction
Props FULL FORWARD <100 KIAS.
Left Engine to IDLE Zero-Sideslip.
Full power on Right engine
At 85 KIAS: increase pitch angle at 1°/sec
Recognize loss of directional control or imminent stall.
Simultaneously lower the nose and reduce power on the operating
engine.
Add power on operating engine for LEVEL flight at VYSE, zero-sideslip.
Recover by adding power to inop engine
2 engine Precision & Non-precision instrument approach and landing
Before Landing Checklist.
18” MP / 2300 RPM
Set Flaps 10° under 110
Maintain 100 KIAS (Min VYSE)
Maneuver to join the final approach course.
One (1) dot prior to glideslope intercept select
Props Forward
15” MP
GEAR DOWN (Below 140 KIAS).
GLUMPS
Power as required (Initial 15” MP) to maintain 100 KIAS
When visual, slow to 85 KIAS and set flaps when landing is
assured.
Single-engine precision & non-precision approach & landing
Complete emergency/abnormal checklists and secure engine (11” prop hi for training)
Before landing checklist
100kias
One (1) dot prior to glideslope intercept select
-Props Forward- NOPE
-15” MP- NOPE
GEAR DOWN (Below 140 KIAS).
GLUMPS
Power as required (Initial 21” (19” non precision) MP) to maintain 100 KIAS
When visual, slow to 85 KIAS
Flaps when landing is assured.
Diversion to alternate
Determined present position and desired altitude
Estimate heading and turn to it
Note time
Plot course on sectional and measure distance
Using GS estimate, calculate ETA and fuel
Notify ATC of FSS
Close flight plan
Lost procedures
Confess Conserve Climb Comply Maintain heading or circle landmark Don't forget you can also call on 121.5
What should you consider when doing single-engine go-arounds?
Single-engine go-arounds must be avoided.
Do not extend full flaps & gear until landing assured - now you’re committed to land.
You don’t have engine performance to climb on one engine with gear and flaps out.
Why retract flaps before gear?
Full flaps produce more drag than gear.
Airplane will settle with flap retraction, gear protects in case of momentary touchdown
Accelerate-go distance
Accelerate-stop distance
Distance required to reach Vr, continue takeoff, and climb to 50feet
Distance required to reach Vr and come to a full stop
If the runway length is less than accelerate-stop distance, may you depart under part 91? What about 121/135?
91 yes but you”” overrun all the same. not allowed for commercial
