C4001 |
Abnormal Starts
HOT START: ITT appears likely to exceed 925°C
HUNG START: N1 increase is halted
NO START: No rise in ITT is evident within 10 seconds of selecting FTHR
1. Condition Lever .......................... FUEL OFF
2. Ignition Switch ............................ HOLD OFF (Starter continue engaged)
3. Starter Switch ............................. OFF (After 20 sec)
Landing gear emergency extension:
(If gear position indication does not match the position of the
landing gear handle or the red (in transit) light is illuminated): Regardless
of electrical power availability, the landing gear crank should be operated
until it cannot be moved further. Check landing gear position indivcators fully
exteded conditions if electrical power is still available.
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.
Brake Failure
1. Maintain directional control with rudder and the remaining brake. Use beta
as necessary to aid deceleration.
If going into unprepared terrain is anticipated:
2. Condition Lever ----------------- FUEL OFF
3. T-Handle -------------------------- PULL
4. Canopy ---------------------------- EMERGENCY OPEN
5. Battery Switch ------------------- OFF
When aircraft comes to rest:
6. Harness ---------------------------- RELEASE
7. Parachute -------------------------- UNFASTENED
8. Evacuate Aircraft
Strike of ground object
Because of the design characteristics of the aircraft, the possibility exists
of striking ground objects with the propeller or landing gear fairings. If
this occurs or is suspected, secure the engine as follows:
1) Condition lever - FUEL OFF
2) Emergency fuel shutoff handle - PULL (if you suspect an engine compartment
fire, otherwise don't pull)
3) Batter switch - OFF
NOTE - After the emergency fuel shutoff handle is pulled, do not reset
on the ground until the cause of the emergency shutdown is determined and
corrected.
See
and avoid principle
This principle is the best defense against a midair collision. Nearly all midair
collisions occur during VMC daylight conditions, most of which had closure rates
less than their respective airspeeds and almost always during an overtaking
situation. It is every pilot’s responsibility to keep their eyeballs out
of the cockpit looking for other aircraft. Our eyes require time to accommodate
for near/far objects.
• We tend to see and identify only what our eyes let us see.
• “Empty-field Myopia” - when there is little or nothing to
focus on.
• We must continue our scan +/- 60 degrees in azimuth & +/- 10 degrees
in elevation.
• “Tunnel Vision” - not believing what our periphery is seeing.
• “Blossom Effect” - collision course aircraft appear motionless
until close.
• Sun glare breaks down vision.
• Avoiding the collision takes precedence over preventing an overstress.
• NACWS helps, but does not replace the eyeball.
• Request radar advisories when available.
Cloud clearances (VFR)
• 1,000’ ceilings / 3 statute miles visibility at takeoff, en
route & +/- 1 hour at destination. If not, I can alter my flight to remain
VMC, remain VMC until I file IFR and receive clearance, or remain VMC and
land ASAP.
• For class C and D airspace the normal clearance from the clouds is
5123 (500 below, 1000 above, 2000 horizontally, and 3 sm visibility.
I’M SAFE checklist
Good aircrew coordination begins with the individual crewmember. Therefore,
it is very important that every pilot conduct a daily personal preflight prior
to each flight. “I’M SAFE” is a simple checklist to determine
if we are ready and fit to fly. Don’t show up for a brief without first
conducting a personal preflight.
I’ Illness (Do you feel well?)
M Medication (Are you feeling the effects of medication?)
S Stress (Are there any adverse stresses in your
life?)
A Alcohol (Are you free from the effects of alcohol?)
F Fatigue (Are you well rested?)
E Eating (Did you eat properly before flying?)
Basic Transitions
Normal/Fast Cruise to Climb
1. Power - Increase to 1015 ft-lbs
2. Attitude - Raise the nose placing the smokestacks on the horizon. Commence
clearing turns as appropriate.
3. Trim - Right and Up for the climb
4. Approach 120 kts, lower the nose to the 120 kt climb out attitude (cowl
seam on the horizon).
5. Retrim
6. Maintain 1015 ft-lbs as you climb by advancing PCL.
Climb to Normal/Fast Cruise
1. 200 ft prior to level off altitude, lower the nose toward the level flight
attitude as the aircraft accelerates and climbs.
2. Trim Left and Down.
3. Approaching normal/fast cruise airspeed, execute PAT principle.
Normal/Fast Cruise to Enroute Descent
1. Execute PAT principle:
Power ..................... 300 ft-lbs
Attitude ................... Nose Down
Trim ........................ Left Rudder, Nose Up
2. Perform clearing turns/ICA if descending more than 1,000 ft.
Enroute Descent to Normal/Fast Cruise
1. 100 ft prior to level off altitude, execute PAT principle:
Power ..................... Cruise
Attitude ................... Level Flight
Trim ........................ Right Rudder, Nose Down
Condition |
Speed (KIAS) |
Power (ft-lb) |
Note |
Fast cruise |
170 |
750-800 |
|
Normal Cruise |
150 |
600-650 |
|
Slow Cruise |
120 |
450-500 |
|
Normal Climb |
120 |
1015 |
Cowl seam on horizon |
En Route Descent |
150 |
300 |
|
Fast Cruise En Route Descent |
170 |
300 |
|
Downwind Configuration |
100 |
500-550 |
Gear down, flaps up |
Approach Configuration (LAC) |
90 |
600 |
Gear down, flaps down |
Taxi
Maintain a controllable taxi speed
Primarily use beta to control ground speed
Steer with minimal use of brakes
Call squadron base as you begin to taxi out of ramp area
Call Ground prior to leaving ramp area
---
Contact squadron base as you return to ramp area
Switch back to Ground prior to parking
Turn Pattern
Straight and Level Flight
Flying straight and level flight
Corrections to straight and level flight
T/O
ICS: “Time is ______, Transponder Altitude, Pitot heat off, strobe
lights on, T/O checklist complete”
ICS: “Engine and flight instruments checked...
Torque 500 ft-lbs, ITT ____,
Prop 2200 RPM, Fuel Flow 335, N1 _____%,
Oil Temp & Pressure in
the green, Fuel ___ left, ____ right, RMI aligned.
ICS: “Fuel caps secure, 1-2-3 up and locked”
CH.
ICS: Engine instruments normal, fuel is _____ left and _______ right,
and our position is _______”
... “Ranger
___ claims ____”
ICS: Engine instruments normal, fuel is _____ left and _______ right, and
our position is _______”
Working Low
ex:
Bouncing at Waldron / A-Cty
8: “Corpus Approach, Ranger ___: “Corpus approach, Ranger
___, [Shrimp Ponds / Nine-Mile], terminate.”
15: “[Waldron Tower / RDO], Ranger ____, [Shrimp Ponds
/ Nine-Mile] inbound, touch-n-go's"
Returning home
8: “Corpus Approach, Ranger ___, (position), (alt), (intentions)
with information ___”
ICS: “Gear down, paddles checked”
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