a. Hard landings
In the event of a hard landing where possibility of gear or structural damage is suspected, proceed as follows:
If on the runway:
1) Execute a FULL
STOP, runway permitting. Apply brakes only as required (to avoid
additional loads that may collapse gear). Do not attempt to taxi
the aircraft.
If airborne:
2) Leave the landing
gear down and have gear inspected by another aircraft or the tower.
If the inspection reveals no visible damage, execute a normal full-flap
landing and proceed as in step 1. If visual damage is confirmed,
execute appropriate landing gear emergency procedure listed below.
Airborne landing gear inspections:
1) Climb to at least
2000' AGL.
WARNING - Below 2000' AGL, insufficient altitude may preclude a successful bailout in the event of a midair collision. If conditions preclude VFR operations at or above 2000' AGL, an airborne visual check is not recommended. Obtain a visual check from tower if possible.
2) Conduct sufficient cockpit-to-cockpit communications to coordinate joinup, inspection, and separation.
WARNING - Abrupt changes in airspeed, attitude, and altitude shall be avoided.
3) Inspecting aircraft
should check the following:
a) General condition of the landing gear
b) Tire inflation and condition
c) Mechanical downlock in extended position.
d) Inboard landing gear doors for any gapping
e) Struts for visible hydraulic fluid
f) Illumination of external landing gear position lights
b. Gear emergencies
Landing gear emergency extension:
If a landing gear problem
is encountered or suspected, the gear should never by cycled because reextending
the gear could aggravate the problem. Extend the gear manually and
land as soon as practical.
1) PULL. Pull
out LDG GEAR PWR and CONT circuit breakers (the first two in the third
row).
2) DROP. Drop
the gear handle.
3) UNLOCK. Unlock the clutch knob.
4) PUSH. Push the knob down to engage the hand crank.
5) CRANK. Crank
gear down until handle cannot be moved further. Check gear position
indicators (you will have to push in the LDG GEAR POSN circuit breaker
to check the position if it was pulled due to a wing fire or something
of the sort).
6) DISENGAGE.
WARNING - The handcrank must be disengaged from the driveshaft after extending the gear manually; otherwise, subsequent operation of the gear electrically will cause the crank to spin rapidly with possible injury to personnel and damage to the system. Any spinning of handcrank shall be reported to maintenance personnel.
CAUTION - The landing gear emergency extension system is designed and stressed only for extension and should not be used in an attempt to retract the gear except in an extreme situation.
Unsafe landing gear position
indication below 150 KIAS:
If landing gear position
indication does not match the position of the landing gear handle or the
red (in transit) light is illuminated, proceed as follows:
1) Execute EMERGENCY
LANDING GEAR EXTENSION procedure.
If proper indication of landing
gear position is achieved, land and investigate cause of original indications.
If unsafe landing gear position indications exist, proceed as follows:
2) Obtain visual check
of landing gear position.
3) If visual check confirms landing gear appears down and locked, land with caution. Roll out straight ahead using brake application and beta only as necessary. Stop on runway until gear is inspected.
If visual check confirms
an unsafe gear position:
4) Perform a landing
gear unsafe emergency landing.
Unsafe landing gear indication
(landing gear handle up) >150 KIAS:
An unsafe landing gear up
indication at high airspeeds may be caused by “gapping” of the inboard
landing gear doors as a result of aerodynamic pressures. Proceed
as follows:
1) Reduce airspeed.
If safe indication is obtained do not exceed speed at which indication
changed to unsafe. Note occurrence in appropriate maintenance form.
2) If unsafe indications persist with airspeed below 150 KIAS, execute the Unsafe Landing Gear Position Indication Below 150 KIAS procedure.
Landing gear unsafe emergency
landing:
If unsafe landing gear position
indication persists with the gear handle down and a visual check confirms
landing gear unsafe, proceed with one of the following procedures:
1) Landing with gear
up
2) Landing with one
main gear retracted
3) Should the nosegear
fail to extend fully
4) Landing with nosegear
retracted
Landing with gear up:
If the gear fails to extend,
a wheels-up landing can be made on either hard or soft ground; however,
a hard surface is preferable since sod tends to roll up into chunks, damaging
the underside of the fuselage. To accomplish a gear-up landing, proceed
as follows:
1) Oxygen mask - DON
2) Loose items in cockpit - SECURE
3) Parachute - UNFASTENED
4) Harness - LOCKED
5) Make normal approach, full flaps
NOTE - If crosswind component is out of full-flap limitations (15 kts or greater), consideration shall be given to making a no-flap approach.
6) Canopy - EMERGENCY OPEN
NOTE - Dirt and loose objects propelled by the air blast may restrict visibility.
7) Condition lever - FUEL OFF JUST PRIOR TO TOUCHDOWN
NOTE - The aircraft will float significantly in ground effect with the gear up and the propeller in feather. Plan the approach accordingly.
8) Emergency fuel shutoff handle - PULL
9) Battery switch - OFF
When aircraft comes to a rest:
10) Harness - RELEASE
11) Evacuate aircraft and meet upwind with co-pilot (be sure to look out for emergency vehicles).
Landing with one main gear
retracted:
A gear-up landing is preferred
to a landing with one main gear retracted. However, if such a landing
cannot be avoided, proceed as follows:
1) Oxygen mask - DON
2) Loose items in cockpit - SECURE
3) Parachute - UNFASTENED
4) Harness - LOCKED
5) Make normal approach, full flaps. Plan to land on the extended gear side of the runway.
NOTE - If crosswind component is out of full-flap limitations (15 kts or greater), consideration shall be given to making a no-flap approach.
6) Canopy - EMERGENCY OPEN
NOTE - Dirt and loose objects propelled by the air blast may restrict visibility.
7) Condition lever - FUEL OFF JUST PRIOR TO TOUCHDOWN
8) Emergency fuel shutoff handle - PULL
9) Battery switch - OFF
10) Touch down smoothly on the extended main gear and hold the opposite wing up with aileron as long as possible after the nosewheel touches down.
11) When the wingtip strikes the ground, apply maximum opposite brake pressure.
When aircraft comes to a rest:
12) Harness - RELEASE
13) Evacuate aircraft and meet upwind with co-pilot (be sure to look out for emergency vehicles).
Should the nosegear fail
to extend fully:
If the nosegear should fail
to extend fully and is free swinging, it may be possible to achieve an
overcenter locked position by using the following procedures:
1) Flaps - DOWN
2) Airspeed - SLOW
TO 80 KIAS
3) Make gentle pitching oscillations using positive g’s to swing the nosegear into the locked position.
4) Land using LANDING WITH NOSEGEAR RETRACTED procedures outlined below.
5) If the nosegear supports the aircraft, smoothly apply full forward stick to maintain pressure on the nosegear and do not allow the nosewheel to bounce on the runway.
Landing with nosegear retracted:
1) Oxygen mask - DON
2) Loose items in
cockpit - SECURE
3) Parachute - UNFASTENED
4) Harness - LOCKED
5) Make normal approach, full flaps
NOTE - If crosswind component is out of full-flap limitations (15 kts or greater), consideration shall be given to making a no-flap approach.
6) Canopy - EMERGENCY OPEN
NOTE - Dirt and loose objects propelled by the air blast may restrict visibility.
7) Condition lever - FUEL OFF JUST PRIOR TO TOUCHDOWN
8) Emergency fuel shutoff handle - PULL
9) Battery switch - OFF
10) After the main gear touches down, hold the nose up with aft stick. As the stick approaches full aft and elevator authority is lost during the rollout, lower the nose gently to the deck while pitch control is still available.
When aircraft comes to a rest (the
below two steps are not mentioned in the NATOPS, however, you’ll want to
do them anyway):
11) Harness - RELEASE
12) Evacuate aircraft and meet upwind with co-pilot (be sure to look out for emergency vehicles).
c. Flap failures
There are no provisions for emergency flap operation. If wing flaps become inoperative and function cannot be restored, land the aircraft in the existing flap configuration.
Split-flap condition:
1) Reset flap lever
to prior position.
2) Pull FLAP PWR circuit
breaker (2nd row, 2nd back from end).
3) Land as soon as practical.
NOTE - The aircraft is fully controllable in the split-flap configuration. With use of full available aileron trim, control pressures are light. Consideration should be made for using increased landing speeds to enhance controllability.
Flap limit switch failure:
1) If either flap
limit switch should fail, the resultant torque overload on the flap motor
may trip the FLAP PWR circuit breaker. Do no attempt to reset the
FLAP PWR circuit breaker. Land the aircraft in the existing flap
configuration.
d. Emergency orbit pattern
This pattern will be used for landing gear emergencies requiring visual inspection or special assistance. It is also used for aircraft unable to maintain 170 kts in the entry channel (on course rules).
This racetrack pattern is oriented over the duty runway. Pattern altitude is 2500’ MSL weather permitting. Pattern airspeed is 120 kts.
Turns in the pattern will
conform with break direction for the various runways (away from South Field).
1) Right hand pattern
is used when duty runway is 23 or 32.
2) Left hand pattern
is used when duty runway is 5 or 14.
Entry to the emergency orbit
pattern from the operating area will be made by:
1) Contact Pensacola
Approach Control outside the Class C airspace for a random pickup/vector.
2) When directed by Approach, switch to Tower frequency for entry into the pattern. Comply with Tower instructions.
3) Maintain an altitude of 2500’ MSL while established in the racetrack pattern.
4) Once established, coordinate frequency change with North Whiting Tower to contact appropriate FDO. The squadron FDO shall contact NASWF ODO with any information or assistance needed (e.g., another aircraft to join up with the emergency aircraft, a dual aircraft to join with a solo aircraft). Airborne gear inspections will not be performed by another aircraft below 2000’ AGL.
5) The pilot-in-command of the emergency aircraft shall keep the tower advised of all follow-on intentions and coordinate frequency changes through the tower. The squadron FDO and NASWF ODO shall keep each other and all parties concerned (the TW-5 Operations Officer; TW-5 Safety Officer) informed of the status of the emergency.
e. Spin
A spin requires simultaneous fulfillment of two conditions: stalled angle of attack and a yaw. If either of these conditions is absent, the aircraft will not enter a spin. For erect stalls, AOA information is available directly for reference to the AOA indicator and indirectly through the rudder pedal shaker. Maintaining AOA below that required to activate rudder pedal shaker (26.5 units) is an effective means of avoiding a stall. For a poststall gyration/incipient spin, prompt neutralization of controls will normally prevent progression into a spin.
Spin entry:
The aircraft has satisfactory spin characteristics with the gear and flaps up with any power condition and is cleared for intentional erect spins only with gear and flaps up. A spin may be entered from stall by applying full back stick with neutral aileron and simultaneously applying full rudder in the desired direction of the spin. Hold the controls against the stops.
Erect spins:
After about the third turn, the aircraft will stabilize in a steady-state spin with the aircraft at approximately 45 degrees nose down and a spin rate of about 120 (left spins) and 150 (right spins) degrees per second. In a typical spin the aircraft will lose between 375-500 feet per turn and will be descending at 9,000-12,000 fpm! At idle power, the rates will be lower. Steady-state spin motion is smooth. Spins to the right are typically faster and more oscillatory than spins to the left. Indications are typically: 80-100 KIAS (stabilized), 30 units AOA (pegged), and turn needle fully deflected in direction of the spin with the ball centered. During spin, left/right fuel caution lights may illuminate regardless of fuel state.
Progressive spins (not a brief item):
Reversing the rudder direction during a steady-state spin while maintaining full aft stick will result in a progressive spin. A progressive spin is characterized by an initial increase in nosedown pitch attitude and spin rate, followed by reversal in spin direction. Because the reversal phase is essentially an incipient spin, neutral controls may be used as a recovery technique for up to two turns after the reversal. Progressive spins can result from misapplication of recovery controls.
Aggravated spins (not a brief
item):
An aggravated spin may result
by pushing the stick forward while maintaining pro-spin rudder. Neutralizing
rudder while advancing the stick forward of neutral could also be sufficient
to enter an aggravated spin. Aggravated spins are characterized by
an uncomfortable increase in nosedown pitch and spin rate. In addition,
aggravated spins tend to induce severe pilot disorientation and are a direct
result of misapplication of recovery controls.
WARNING - An aggravated spin may result in propeller feathering action as indicated by an audible change in propeller noise level accompanied by decaying propeller rpm as noted on cockpit gauges. If propeller feathering action is noted during spin, initiate recovery immediately.
Inverted spins:
Inverted spins are difficult
to achieve and easily recoverable. Steady-state inverted spins are
flatter than erect spins with the nose of the aircraft approximately 25
degrees below the horizon. Inverted steady-state spin indications
are typically zero airspeed, 2-3 units AOA, and turn needle fully deflected
in the direction of spin. Additionally, the pilot will experience
a load factor of approximately -1g. In a typical inverted spin, the
average spin rate is 140 degrees per second. The aircraft will lose
approximately 310 feet per turn and will be descending at about 8,700 fpm.
Because of the unusual attitude required to enter an inverted spin and
the initial spin gyrations, inverted spin direction is easily misinterpreted
by the pilot when relying on outside reference alone. The turn need
deflects fully in the direction of spin, erect, or inverted, and is the
only reliable indicator of spin direction. Recovery:
1) Reduce power to
idle.
2) Check gear and
flaps up.
3) Determine spin
direction. Visual observations should be checked
against the turn needle which will be deflected full scale in the
direction of the spin.
4) Apply full opposite
rudder to the direction of the spin.
5) Place control stick
to neutral elevator with ailerons centered.
6) When rotation stops,
neutralize the rudders and roll out from the
inverted position or commence a smooth diving pullout as in the
last half of a loop if altitude permits. Airspeed will buildup
rapidly during an inverted recovery.
Erect spin recovery:
The recovery from a spin required a mechanical input of flight controls to specific positions. To recover the T-34C from an erect spin apply full rudder opposite the spin direction, stick forward of neutral, and neutral ailerons. The rate of rotation will speed up slightly after anti-spin controls are applied, but recovery should occur within one to two additional turns after recovery is initiated. The airplane will then be in a steep nose down dive and controls should be neutralized and the plane flown out of the ensuing dive in a timely manner to avoid excessive airspeed, but also avoiding secondary stall or excessive g’s. The NATOPS manual warns that abrupt aft stick movement near accelerated stall speeds is prohibited due to the possibility of structural damage, therefore spin control inputs should be applied smoothly.
Stick position:
Although the rudder is the principal recovery control, the control which requires the most critical positioning is the elevator. The stick must be positioned “FORWARD OF NEUTRAL.” Note that this is not “slightly” or “just” forward of neutral. The importance of this longitudinal stick position was determined during spin tests when it was found that an inadvertent aft stick position of only ½ inch behind neutral increased the recovery to as many as six turns. Because of this, it is much better to have the stick too far forward than too far aft, and we stress the proper longitudinal stick position is “forward of neutral.
If spin does not recover:
If a recovery from an erect spin does not occur within two turns after applying recovery inputs, verify cockpit indications of AOA, airspeed, and turn needle for a steady-state spin. Verify full rudder applied opposite direction of turn needle and stick forward of neutral (no aileron). If no indication of recovery is evident, addition maximum allowable power while maintaining proper spin recovery controls will enhance recovery from an erect steady spin in either direction. Spin recoveries using anti-spin controls and power will not appreciably increase rate of descent while maintaining a stalled AOA, however, significant altitude loss and airspeed increase will result on spin recovery. Power application to recover from spins should be used in emergency situations only. Upon recovery, controls should be neutralized expeditiously and power reduced to idle to minimize altitude loss and rapid airspeed buildup.
Bailout option:
Don’t waste time when you have made your bailout decision. If you have not recovered by 5000’ AGL and you decide to bailout at that altitude, you are extremely time limited as the aircraft will impact the ground in about 30 seconds. Bailout to the outside of the spin (opposite the turn needle deflection) toward the trailing edge of the wing. If you end up sitting or lying on the wing, crawl to the trailing edge and intercept the airflow.
2. Demonstrate:
a. Spin (ground reference scan/spin indications inside cockpit)
Spin Entry:
1) CONFIGURATION. Establish and trim the aircraft in normal cruise. Trim will remain constant throughout the maneuver. Start the maneuver at an altitude so that the spin itself is entered at a minimum altitude of 9000’ AGL.
2) CHECKLIST. Perform the stall checklist.
ICS “BILGES CLEAR OF LOOSE
OBJECTS, CONTROL LOCK STOWED IN TWO PLACES,
SEAT BELT AND SHOULDER HARNESS LOCKED AND TIGHT, AUTOIGNITION ON
AUTOIGNITION LIGHT ON, ENGINE INSTRUMENTS CHECKED, STALL
CHECKLIST COMPLETE.”
3) SELECT. Select a reference point on the ground.
4) CLEAR. Commence a clearing turn using 45 degree AOB. Since considerable altitude will be lost in the spin, be sure that the area below is clear of aircraft or clouds.
5) Roll out of the clearing turn on the selected reference point reducing the PCL to 200 ft-lbs.
6) Check the wings level and smoothly raise the nose (on the attitude gyro) to approximately 30 degrees above the horizon and then set PCL to idle.
7) At the rudder shakers, lead the stall with a slight amount of rudder in the desired direction of spin. Spins will be conducted in the same direction as the last half of the clearing turn.
8) When the aircraft stalls (recognized by the nose pitching down), smoothly apply full rudder in the direction of spin and full back stick. Do not use aileron in the entry or during the spin.
9) During the initial rotation, notice the original point of reference. Watch for the point as the aircraft rotates. Count the number of turns as the point or reference passes the nose. Do not stare directly over the nose, but look towards the horizon and in the direction of spin for the approaching reference point.
Spin Recovery:
1) After two turns,
initiate the recovery from the spin by first applying full opposite rudder
to the direction of rotation. Follow immediately with positive forward
stick to a position forward of neutral. Do not use ailerons!
NOTE - At spin entry, the instructor pilot will scan inside cockpit
to verify stalled AOA, airspeed stabilized between 80-90 kts (after two
turns), turn needle fully deflected in direction of spin and proper pro-spin
inputs. Upon application of anti-spin inputs, instructor will verify
proper anti-spin inputs inside the cockpit.
2) Hold the controls in this position until the rotation stops, then;
a) Neutralize the controls (any delay in this step may result in negative G loading).
b) Check the PCL at idle.
c) Level the wings by reference to the horizon.
d) Commence a smooth pullout. Ensure a minimum of 120 kts and do not exceed 4.5 “G’s” or 24 units AOA.
3) Continue the pullout until the nose is positioned to the level flight attitude. Recover with a minimum loss of altitude; emphasis is on smooth control movements.
4) Check the oil pressure for a minimum of 40 psi.
5) Add power to the normal cruise power setting.
6) Check and report the oil pressure.
7) Check the gyro and RMI for precession, and slave if necessary.
8) Secure the autoignition switch.
NOTE - During a spin, left and right fuel caution lights may illuminate regardless of fuel state. Propeller RPM may decrease below normal operating RPM.
WARNING - Erect spins with the propeller feathered are prohibited. Due to reduced airflow, spin recovery may not be possible with the propeller fully feathered. If propeller feathering action is noted during a spin, initiate recovery immediately.
Common Errors:
1) Not reducing PCL to 200 ft-lbs after rolling wings level from the clearing turn.
2) Becoming disoriented and not initiating recovery after two turns.
3) Not neutralizing the controls as the rotation stops.
4) Commencing the pullout too rapidly and/or too early, resulting in a secondary stall.
5) Not checking the oil pressure, late in adding power when level, and not reporting oil pressure to the instructor.
6) Unintentionally placing the stick in the wrong position. Either too far forward or aft. Unintentionally placing the stick in neutral or slightly aft of neutral.
b. Low altitude power loss (LAPL)
The simulated LAPL will be
initiated between 800 and 2500 feet AGL by the instructor reducing power
to idle and informing the student he has a simulated power loss.
If below 1000' AGL, the instructor will set 200 ft-lbs.
This may be conducted in any airspeed and configuration. The
first few times will be initiated from cruise, however.
The primary concern of the
pilot in this situation is to maintain flying speed initially. Once
the aircraft is under control, the pilot will maneuver towards the best
suitable landing site while simultaneously conducting the necessary procedures
to prepare the aircraft for landing. Time and altitude permitting,
the pilot should attempt to accomplish as many of the listed steps as possible.
If power loss should occur at a very low altitude, priority shall be given
to accomplishing the first six steps.
CAUTION - If an actual engine failure occurs and power cannot be restored by the EPL, the decision to feather the propeller must be made rapidly. N1 and ITT will enable you to analyze the problem most quickly. The sink rate is dramatically increased with the propeller unfeathered, severely reducing the glide range.
NOTE - You must consider the option to BAILOUT. If a landing site
is not available and an airstart is not possible, you should BAILOUT while
sufficient altitude remains.
Procedures:
1) SPEED. Transition to 100 KIAS. If fast, smoothly raise the nose to trade excess airspeed for altitude. If you are at 100 KIAS or below, expeditiously lower the nose to maintain 100 kts.
2) CHECK. Check engine instruments. Report actual N1 (the current reading) to your instructor. The instructor will reply with a simulated condition of:
a)
N1 above 40% but less than 62% - indicating a "rollback"
(1) Condition lever - FULL INCREASE RPM
(2) EPL - ADVANCE TO DESIRED POWER SETTING
If sufficient power is restored:
(3) PCL - IDLE
(4) PEL - EXECUTE
CAUTION - Use of BETA is not recommended when performing a landing using the manual fuel control system. If the use of BETA is required, ensure the EPL is in the IDLE range or DISCONNECT before selecting BETA with the PCL.
If the resultant power is insufficient to execute a PEL:
(5) EPL - DISCONNECT
(6) Continue below with ENGINE FAILURE procedures.
b)
N1 at 0% - indicating a "frozen engine" or "seizure"
(1) Continue below with ENGINE FAILURE procedures and DO NOT attempt an
airstart!
c)
N1 at 12% - indicating a "flameout"
(1) Continue below with ENGINE FAILURE procedures.
d)
Unintentional feather (normal N1, high torque, low prop rpm)
(1) Condition lever - FULL INCREASE RPM
If propeller remains feathered:
(2) PCL - ADVANCE (as required)
NOTE - In the event of a primary governor shaft failure, the propeller
will move toward feather; however, unboosted engine oil pressure alone
may be sufficient to maintain propeller pitch between feather and normal
governing rpm range at high-power settings. Resultant power may be
sufficient to maintain level flight.
If the resultant power does not improve performance (torque is greater
than 200 ft-lbs):
(3) PCL - IDLE
(4) Continue below with ENGINE FAILURE procedures and DO NOT put the condition
lever into feather, perform and airstart, or shutdown the engine until
the last possible moment!
NOTE - Because it is possible for the propeller to unfeather and restore
useful power, consideration should be given to leaving the condition lever
at FULL INCREASE RPM until intercepting the ELP.
3) FEATHER. Simulate condition lever to feather. The instructor will simulate feather by advancing the power to 200 ft-lbs torque. UNLESS it was an unintentional feather, in which case you'll leave the condition lever alone as it is.
ICS "SIMULATE CONDITION LEVER TO FEATHER"
4) CLEAN. Select gear and flaps up and report:
ICS "AIRCRAFT CLEAN"
5) LOOK. Select a runway or field and report your intended landing site to your instructor. If no field is available and airstart is not possible, prepare for BAILOUT or DITCHING. DEGA = (D/2 x 1000) + 2500 + FE
ICS "I INTEND TO LAND AT
BREWTON, 2 MILES SOUTHEAST OF OUR CURRENT
POSITION."
NOTE - Try to intercept the ELP profile at or below high key. If initiated at a very low altitude, the only recourse may be to land straight ahead. Better to land controlled into the treetops than to stall the aircraft trying to make a field out of range. If unable to reach low key for a suitable field, try for a 90 degree position. If no 90 degree position is obtainable, look for a good final for the landing site. Once the field is made, lower the flaps and conduct the landing checklist. If conducted to a hard surfaced field, lower the gear when the field is made. Then lower the flaps (to reduce the stall speed) prior to touchdown, winds permitting. Remember that with the prop feathered (simulated or real), the aircraft will have a tendency to float considerably compared to normal landing transition. The canopy once opened will create some drag, increasing the rate of descent slightly. Plan accordingly.
6) LOCK. Check and report your harness locked.
ICS "HARNESS LOCKED, LOCKED (as reported instructor), BOTH COCKPITS."
7) AIRSTART.
UNLESS due to a seizure, feather, or similar event, check altitude above
1500' AGL and perform a simulated airstart reporting each item to your
instructor but do not move any controls/switches!
a) PCL - IDLE
b) Emergency fuel shutoff handle - DOWN, CLIP IN PLACE
c) Standby fuel pump - ON
d) Starter - ON
e) N1 and ITT - MONITOR FOR START INDICATIONS
f) Starter - OFF WHEN ITT PEAKS OR THERE IS NO INDICATION OF START
g) Standby fuel pump - OFF
CAUTION - If an airstart is attempted and unsuccessful, sufficient battery power may not be available to lower the flaps or gear electrically.
If
a successful start:
h) Condition lever - FULL INCREASE RPM
i) PCL - ADVANCE AS REQUIRED
j) PEL - EXECUTE
If
not successful with an airstart:
k) Continue below with ENGINE FAILURE procedures.
8) BAILOUT. If
airstart is not attempted or is unsuccessful, there is no landing site
available and altitude permits:
a) BAILOUT
b) If bailout isn't an option, land straight ahead (controlled)
9) CONDITION LEVER.
If forced landing is to be continued:
a) Condition lever - FUEL OFF (UNLESS due to prop feather)
10) T-HANDLE - PULL. UNLESS due to a prop feather.
11) BROADCAST. Simulate a MAYDAY call (just like everything else) by switching to GUARD on the UHF and SQUAWK 7700. Don't become totally involved with the report. Fly the aircraft as you are talking. Keep it simple!
ICS "MAYDAY, MAYDAY, MAYDAY, 6E123,
ENGINE FAILURE, 2 MILES SOUTH OF
BREWTON AT 1300'. I WILL LAND IN A FARMER'S FIELD WEST OF MY
POSITION."
12) CONDITION LEVER - FUEL OFF (if not already there due to feather)
13) ELP. Enter the ELP at or below HIGH KEY. Refer to the techniques listed above in paragraph 1.c..
ICS "HIGH KEY"
or
CH X "(field name) RDO, 6E123,
HIGH KEY, RUNWAY 23"
if already at low key…
ICS “LOW KEY”
or
CH X “CH X "(field name) RDO,
6E123, LOW KEY/PATTERN LOW KEY, GEAR DOWN
AND LOCKED."
14) GEAR/FLAPS. Lower the gear (if to a paved runway) or flaps (if to an unprepared surface), and conduct the landing checklist. Remember to think about fuel or streaming fuel in which you'll not want to operate gear/flaps electrically.
ICS "HARNESS LOCKED (both cockpits),
LANDING GEAR 3 DOWN AND LOCKED
(both cockpits), PARKING BRAKE OFF BRAKES PUMPED FIRM, ENGINE
INSTRUMENTS CHECKED, LANDING LIGHTS ON."
NOTE - When it is necessary to hold the flaps to make the field, inform the instructor.
15) X-WIND. 2000' AGL, 100 KIAS, use a 10-15 deg AOB (this step may not apply)
16) LOW KEY. 1200' AGL, 100 KIAS, 2/3 WTD and report (this step may have already been accomplished):
ICS "LOW KEY"
and
CH X "(field name) RDO, 6E123,
LOW KEY/PATTERN LOW KEY, GEAR DOWN AND
LOCKED."
17) If making a gear down approach to a paved field, lower full flaps (wind and emergency permitting) when the field is made but no earlier than low key).
18) 90 POSITION. 600-800' AGL, 100 KIAS, ADJUST THE NOSE TO TRANSITION TO 90/95. You may have to slip the aircraft if it appears as though you are in a high final.
19) FINAL. 1200-1500' straightaway, 90/95 KIAS, and report:
ICS "CANOPY BLOWN, BATTERY OFF"
20) WAVEOFF. This will
be taken by the instructor and must be executed no lower than 500' AGL
for TW-5 aircraft or at any time it is evident that the aircraft is approaching
a point from which a safe landing could not be made.
a) POWER to max allowable
b) Raise the nose towards the 100 kt climbing attitude and retract
the gear and/or flaps.
c) Climbout to a suitable low key position for a suitable landing
field.
Common errors:
1) Failure to establish
100 kt glide, TRIMMED.
2) Failure to use
proper procedures for power loss conditions.
3) Failure to clean up aircraft.
4) Lowering gear instead of flaps when landing at an unprepared field.
5) Slow selection of field.
6) Failure to intercept ELP.
7) Failure to lower flaps when field is made.
8) Failure to use slip when high during approach and on final.
9) Excessive airspeed on final.
3. Introduce:
a. Spin
b. HAPL
4. Practice:
a. Ground procedures
b. Takeoff/departure
c. Course rules/COMM/IFF/HFE
d. ATS
e. PPEL
f. Landing pattern
g. Full flap landings
h. No flap landings
i. Waveoff
5. Non-graded:
a. TP
b. OFO