Fam 1

Fam 2
1. Discuss:

a. Tire failure

        ON TAKEOFF. If tire failure occurs on takeoff roll, use the abort takeoff procedure and maintain directional control with rudder and brakes.
        1) PCL - FULL BETA
        2) Wheelbrakes - AS REQUIRED

NOTE - When maximum baking is required, lower the nosewheel to the deck before applying the brakes. For maximum braking, use a single, smooth application of the brakes with constantly increasing pedal pressure as speed is lost. Use as much braking pressure as possible without sliding the tires. Beta is not available with an engine failure.

        If anticipating going off runway into unprepared terrain:
        3) Condition lever - FUEL OFF
        4) Emergency fuel shutoff handle - PULL
        5) Canopy - EMERGENCY OPEN
        6) Battery switch - OFF

        When aircraft comes to rest:
        7) Harness - RELEASE (don’t forget to release cords)
        8) Parachute - UNFASTENED
        9) Evacuate aircraft

        AIRCRAFT BECOMES AIRBORNE. If a tire fails on takeoff and the aircraft becomes airborne, proceed as follows:
        1) Leave landing gear down.
        2) Get visual confirmation.
        3) Land aircraft on good tire side of runway.
        4) Maintain directional control with rudder as necessary and brakes as required. Use beta and brakes to aid in deceleration.
        5) Do not taxi with blown tire.

    b. Aborted takeoff

1) PCL - FULL BETA
2) Wheelbrakes - AS REQUIRED

        When aircraft comes to rest:
        7) Harness - RELEASE (don’t forget to release cords)
        8) Parachute - UNFASTENED
        9) Evacuate aircraft

c. Instrument, gas, and position reports (IGP)

These reports should be performed every 15-20 minutes at a minimum. In fact, the more frequent the better. Plan to give one once on your level off altitude enroute your working area and before/after each one of your high work maneuvers. When you study your procedures, put these reports at the beginning so as to not forget inflight.
The student will check all engine instruments for normal indications, the purpose of which is the early detection of any engine malfunction. The fuel quantity in each tank is checked in order to detect excessive fuel consumption or uneven fuel flow. Determine your position by reference to checkpoints on the ground. It is of vital importance that the student be aware of his position at all times during the flight (you never know when you’ll get a simulated HAPL/LAPL or PPEL).

“ENGINE INSTRUMENTS NORMAL, FUEL IS 290 LBS LEFT TANK, 300 LBS RIGHT TANK AND OUR POSITION IS 3 MILES SOUTH OF SUMMERDALE.”

d. Sandbag Syndrome/Co-pilot responsibilities

The Sandbag Syndrome is based on a comforting premise that one or more other crew members have the situation under control and are looking out for your best interest. It is mainly experienced at times when the instructor has the controls and results in the SNA being “along for the ride”. It is important to remember that no pilot is above the momentary lapse of judgment or situation awareness which could result in a flight violation or mishap.
As a co-pilot, your primary responsibility is to support and back-up the pilot at the controls. Stay alert and speak up if and when necessary. Don’t let misplaced professional courtesies stand in the way of maintaining safe and efficient flying practices.

e. Ground Power Unit (GPU) start

Signal the lineman if you are going to require a GPU start. Remember if the battery’s voltage is less than 18V, you’ll have to get a new battery. Don’t attempt to start the aircraft with the GPU if 18V’s is the case.
The GPU start will occur much more rapidly than a regular starter driven lightoff. Before you even finish saying “Battery above 10 volts, ignition light on, fuel pressure light out, checking of a rise in oil pressure and N1”, N1 will already be at 20+ percent looking for some fuel! It’s that quick. Additionally, when the lineman pulls the GPU cables out of your aircraft, the starter goes offline and the generator is supposed to come online. Nine times out of ten it won’t, thus, extinguish the Master Caution and cycle the generator switch to extinguish the Generator Annunicator light.

2. Demonstrate:

a. Turn pattern (TP)

The turn patter is a series of CABT’s maintaining altitude and airspeed. It is started in normal cruise on a cardinal heading, and consists of two 15 degree AOB turns in opposite directions for 30 degrees of heading change; two 30 degree AOB turns in opposite directions for 90 degrees of heading change; and two 45 degree AOB turns in opposite directions for 180 degrees of heading change.

1) Procedures

a) Establish the aircraft straight and level on a cardinal heading, base altitude and normal cruise (150 kts).

b) Clear the area. Turn for 30 degrees of heading change using a 15 degree AOB. It is imperative that you maintain altitude and airspeed throughout the maneuver. Clear the area in the other direction and reverse your turn, leading by the 1/3 rule.

c) Clear the area. Reverse the turn leading by the 1/3 rule and turn for 90 degrees heading change using a 30 degree AOB. Maintain altitude and airspeed with power and nose attitude; retrim. Clear the area in the other direction, then reverse the turn using the 1/3 rule for 90 degrees of heading change using a 30 degree AOB. Remember to adjust nose attitude as necessary to maintain airspeed and altitude while rolling through wings level. You must undue and changes in power/nose attitude applied in the turn.

d) Clear the area and reverse the turn leading by the 1/3 rule and turn for 180 degrees of heading change using a 45 degree AOB. Adjust power and nose attitude to maintain altitude and airspeed; retrim. Clear the area in the opposite direction, then reverse the turn leading by the 1/3 rule; hold slight forward stick pressure to prevent ballooning as you roll through the wings level. Re-establish the attitude to maintain altitude; turn for 180 degrees of heading change using a 45 degree AOB.

e) Roll out on the original heading using the 1/3 rule and holding slight forward stick pressure to prevent ballooning.

f) Reset power to the normal cruise power setting (as required), reset attitude and retrim for straight and level.

2) Common Errors

a) Applying the control pressures too rapidly and abruptly, or using tool much back stick pressure before it is actually needed. Remember the aircraft is flown through a medium-banked turn before it reaches a steeper turn.

b) Not holding the nose attitude steady. In order to determine the appropriate corrections, you must first establish a steady attitude and allow the instruments to stabilize.

c) Staring at the noes and consequently applying control corrections to late. Divide your attention. Scan your instruments, never fixation on any one instrument. Anticipate the need for additional power and nose up. Do not wait until you are low and slow.

d) Gaining altitude on reversals. Not lowering nose as the wings pass the level flight attitude, usually due to fixating on the RMI, instead of scanning the horizon.

b. Slow flight/minimum control maneuver (SFMCM)

The slow flight maneuvers are designed to develop your ability to fly the aircraft in a near-stalled condition.

1) Procedures

a) CONFIGURATION. Trim the aircraft for 90 kts level flight in the landing approach configuration. Gear down, flaps down, landing lights on, 600 ft-lbs torque, attitude similar to the normal cruise attitude.

b) CHECKLIST. Perform the stall checklist:

ICS “BILGES CLEAR OF LOOSE OBJECTS, CONTROL LOCK STOWED, SEAT BELT AND SHOULDER HARNESS LOCKED AND TIGHT, AUTOIGNITION ON AUTOIGNITION LIGHT ON, ENGINE INSTRUMENTS CHECKED, STALL CHECKLIST COMPLETE”

c) CLEAR. Conduct a level clearing turn for a minimum of 180 degrees using no more than a 30 degree AOB.

d) Reduce power to 400 ft-lbs torque, maintain altitude, retrim.

e) Reset power to stabilize aircraft at 25-26 units AOA (approximately 475-500 ft-lbs) and retrim. Rudder shakers will activate at 26.5 (+/- ¼) AOA. Anticipate full deflection of rudder trim.

f) Slow flight characteristics:

C: CONTROL R: RADIUS A: ADVERSE YAW M: MANEUVERABILITY S: SHAKERS

(1) Apply aileron, elevator, and rudder pressures and note the response.
(2) Roll into shallow angle of bank turns while maintaining altitude. Note the reduced effectiveness of the ailerons.

(3) Execute a turn without rudder. Note the adverse yaw. Try a coordinated turn.

g) Power application

(1) level the wings and hold assigned altitude.

(2) Apply max allowable power while maintaining nose attitude. AOA will decrease due to propwash and acceleration.

(3) Below 120 kts, retract the gear and flaps. Turn landing lights off. Do not retract the flaps if the airspeed is below 90 kts.

(4) Accelerate to normal cruise on an assigned altitude.

(5) Retrim

(6) Autoignition switch - OFF

2) Common Errors

            a) Failure to clear area during maneuver.
            b) Failure to maintain altitude.
            c) Failure to use adequate trim.

NOTE - due to the length of time required to execute the above maneuvers, exercise good judgment as to the necessity of additional clearing turn between maneuvers.

c. Homefield entry (HFE)

1) Position the aircraft inbound NSE on airspeed (170 kts), at break altitude (1300 MSL), clean, and wings level.

2) At the approach end of the runway (1/4 WTD from the duty runway), call North Tower to obtain permission to break (break direction will always be away from the tower):

CH 2 “NORTH TOWER, 6E123, BREAK, RUNWAY (5/14/23/32)”

NOTE - a normal break is executed between the hub and upwind numbers. If told by tower or traffic dictates, execute a long break between the upwind numbers and 2 miles beyond. When tower clears you to do so, repeat back:

CH 2 “6E123, ROGER, BREAK LONG”

3) Establish the proper interval where the aircraft ahead of you is abeam or behind my wingtip and has completed at least 90 degrees of turn.

4) FLOP. With interval, roll into a 30 degree AOB turn and maintain altitude for the entire 180 degrees.

5) CHOP. Reduce power to 300 ft-lbs slowing to 100 kts. Trim.

6) CHECK. DROP. Check airspeed below 150 kts and lower the gear. Trim.

7) Adjust the AOB to establish a ¾ WTD on the downwind leg.

8) Slow to 100 kts, trimming right and up.

9) Approaching 100 kts, lower the nose and descend to pattern altitude (1000’ MSL).

10) Level off on pattern altitude using PAT:

            (a) Power - approximately 500-550 ft-lbs
            (b) Attitude - stop the descent by initially setting a slightly nose up attitude immediately followed by the 100 kts level flight attitude
            (c Trim - retrim

11) Once wings level, and on pattern altitude, conduct the landing checklist down to flaps (this must be accomplished prior to the 180):

ICS “HARNESS LOCKED (both cockpits), GEAR DOWN AND LOCKED (both cockpits), BRAKES PARKING BRAKE OFF, BRAKES PUMPED FIRM, ENGINE INSTRUMENTS CHECKED, LANDING LIGHTS ON”

12) POWER. Approximately 15 degrees prior to the 180 position, reduce power to 300 ft-lbs (275 NF).

13) FLAPS. Put the flaps full down (leave up for a no flap (NF) landing). Remain at pattern altitude until the 180.

14) TRIM. Trim left and up for the power reduction. Then a little right as airspeed bleeds off.

15) TURN. At the 180, lower the nose to the 90(FF)/95(NF) approach attitude and smoothly turn toward the 90 degree position.

16) TALK.

CH 2 “NORTH TOWER, 6E123, 180, GEAR DOWN AND LOCKED, DUAL, FULL STOP”

17) Continue trimming as airspeed continues to bleed off.

18) TALK.

ICS “GEAR DOWN, FLAPS DOWN/UP, LANDING CHECKLIST COMPLETE”

19) Vary the AOB and power as necessary to arrive at a proper 90 degree position; 90/95 kts, 600 MSL (400 AGL), perpendicular to the runway.

20) Intercept the extended centerline with 85(FF)/95(NF) kts, 1200-1500 ft of straight-away and 300-350 MSL (100-150 AGL), wings level.

21) Check the wheels watch for paddle indications and report:

ICS “GEAR DOWN, PADDLES CHECKED”

22) Maintain pitch attitude while making a slight power reduction.

23) Gradually decelerate (do not slow below 80(FF)/90(NF) until commencing the landing transition).

24) Slowly reduce the PCL towards idle.

25) Coordinate gradual backstick pressure to land smoothly on the main mounts in a nose high attitude.

26) Smoothly move the PCL to full BETA (once the nose is on deck). Augment rudder with light brake when full rudder is inadequate.

27) Use even brake pressure to slow to a safe taxi speed.

       28) At a safe taxi speed, turn off the duty runway and report:

       ICS “SWITCHING TO CH 1”
       CH 1 “NORTH GROUND, 6E123, RETURN”

       29) Complete the post landing checklist as you taxi back to the line area.
            a) Flaps - UP
            b) Landing lights - AS REQUIRED
            c) Pitot head - OFF
            d) Strobe lights - AS REQUIRED
            e) Transponder - STBY

3. Introduce:

    a. Takeoff/departure
    b. Course rules/COMM/IFF
    c. Basic transitions
   d. Level speed change (LSC)

4. Practice:

    a. Preflight
    b. Checklists
    c. Start
    d. Taxi
    e. Runup
    f. Use and effect of trim tabs
    g. Straight and level
    h. Constant AOB turns (CABT)

5. Optional:

a. GPU start (must be completed prior to FAM 8)