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34 Cards in this Set
- Front
- Back
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FENCE-in/out Checklist |
F- Fuel (balance and quantity) E- Engine (within limits) N- NAVAIDS, NACWS C- Communications, Checks Complete? E- Equipment (g-suit, loose items stowed). Emergency airfield reviewed
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Altitude and Airspeed Exchange |
- 1,000 feet of altitude is equal to about 50 knots of airspeed with the canopy bow on the horizon and power at maximum |
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Altitude for Airspeed |
Max power with the canopy bow on the horizon |
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Airspeed for Altitude |
Max power, wings level, clock on the horizon |
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Power on Stalls |
Airspeed - as briefed Power - 30 to 60 percent torque Pitch Entry - 15 to 40 degrees NH FCP Visual Reference - Crook of front windscreen on horizon FCP Visual Reference Recovery - Initially, firelight on the horizon Setup - Put the torque at 30 to 60 percent and the pitch attitude at 15 to 40 degrees NH, keep the wings level with coordinate rudder and aileron. Recovery - Once the airplane stalls, SIMULTANEOUSLY and smoothly relax back stick forces and advance the PCL to MAX using coordinated rudder and aileron |
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Power-on Stall Recovery AOA |
15.5 to 18 units |
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Primary reference for power-on stall recovery |
positive, vertical nose track |
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Turning power-on stall |
Same as straight ahead for the setup, but use 20 to 30 degrees AOB |
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How much altitude could a full ELP stall series take |
4,000 FT |
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Overshooting (Nose Low) Final-Turn Stall |
-Fly a simulated downwind leg and perform the landing checklist -At 120 KIAS minimum, initiate a normal final turn -After the turn is established, retard the PCL to idle and steadily increase bank and back pressure to simulate a steep overshooting final turn - Recovery: simultaneously and smoothly relax back stick forces and advance the PCL to MAX, using coordinated rudder and aileron |
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Undershooting (Nose High) Final-Turn Stall |
-Fly a simulated downwind leg and perform the landing checklist -At 120 KIAS minimum, initiate a normal final turn -After the turn is established, retard the PCL to idle, raise the nose slightly, and shallow out the bank, continue the turn until achieving an approach to stall indication - Recovery: simultaneously and smoothly relax back stick forces and advance the PCL to MAX, using coordinated rudder and aileron
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Landing Attitude Stall |
-simulate a final approach at 5 to 10 knots above final approach speed and retard the PCL to idle to execute a simulated landing roundout - hold the attitude constant until an approach to stall indication occurs - Recovery: simultaneously and smoothly relax back stick forces and advance the PCL to MAX, using coordinated rudder and aileron |
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Closed Pull-Up Stall |
*Simulator Only* -On departure leg, at 140 KIAS, roll and pull simulating an overly aggressive closed pattern -At the first approach to stall indication, recover by reducing back stick pressure and rapidly rolling wings level -A reduction in power may be necessary during a left closed pattern |
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Break Stall |
*Simulator Only* -At 200 KIAS, retard the PCL to approximately 10 percent torque and enter a 60 degree bank turn -Midway through the turn, increase the bank and back stick pressure until an approach to stall indication is recognized -Recovery: Use stick forces as necessary to decrease AOA, adjust the bank angle as necessary, and continue turn to the downwind leg |
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Slow Flight Airspeed |
*Gear Down for all speeds listed* -Flaps Landing: 80 to 85 KIAS -Flaps TO: 85 to 90 KIAS -Flaps UP: 90 to 95 KIAS |
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Slow Flight Maneuver |
-Perform the before landing checklist and maintain altitude as airspeed decreases -Once target airspeed is reached, adjust power to maintain airspeed and altitude -If the aircraft stalls during slow flight, recover by alleviate the condition that caused the stall *this is not the primary method of stall recovery, but is used for this maneuver* |
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SCATSAFE Acronym |
S - Straight and Level C- Coordination Exercise A- Adverse Yaw T- Torque and Turns S- Steep Turns A- Abrupt Control Movement F- Flap Retraction E- Effectiveness of Controls |
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Straight and Level |
-On the back of the power curve, increased AOA results in increased drag, and, if not carefully flown, a stall -Note the pitch attitude, torque, and rudder deflection required to maintain straight and level flight - This is the picture you should see at takeoff or just prior to touchdown when landing |
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Coordination Exercise |
-Do left and right turns, 15 to 20 degrees, using coordinated rudder
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How much rudder input for right and left turn |
-Right turn is about 2 inches -For turns, a right turn will require approximately twice as much rudder as a left |
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Adverse Yaw |
-initiate a rapid right turn without rudder and note the initial tendency of the nose to yaw left and after about 20 degrees of turn roll out rapidly without using the rudder -do another 20 degree turn, but this time with the appropriate rudder inputs and note how the nose tracks in a coordinated manner |
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Torque and Turns |
-quickly increase power to MAX from straight and level flight and release the controls -note how the nose tracks up, yaws, rolls left, and approaches a stall, recover from the buffet prior to a stall -reestablish slow flight and advance the PCL to MAX with coordinated inputs and note the difference |
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Steep Turns |
-Slowly increase bank to 60 degrees while adding power and back pressure to maintain level flight -Lock on a point on the ground and watch the wingtip appear to pivot around the selected point -The AOA will quickly increase and the plane will approach a stall, roll wings level to recover |
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Abrupt Control Movement |
-Abruptly apply back stick pressured to 20 degrees NH to simulate snatching the control stick in the flare -The AOA rapidly increases and the aircraft progresses to a full stall -Release back pressure to recover |
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Flap Retraction |
-Setup for straight and level coordinated slow flight -Raise the flaps from Landing to UP without pausing at TO and increase pitch attitude to maintain altitude -Airspeed will initially increase, but as the flaps retract the AOA increases and a stall results -Recover by placing the flaps to landing |
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Effectiveness of Controls |
Move the ailerons with small rapid movements and notice that even with aileron movement there is little effect on heading or bank during slow flight |
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Stability Demonstration |
-Shows that the plane will not stall unless there is an attempt to maintain level flight (hold the stick back) -Setup: Perform CLEF checks and accelerate to 160 KIAS, set 60 percent torque, and set 45 degrees NH and hold this attitude until 80 KIAS or stick shaker, whichever occurs first. -Recovery: set idle power and neutralize controls and allow the nose to lower until positive pressure is felt on the controls, the maneuver is complete when the aircraft is returned to level flight, avoid near zero-G for more than 5 seconds -Cross check G meter to maintain slight more than .25Gs and a small amount of back pressure to avoid exceeding engine limitations, 45 degrees NH is approximately feet on the horizon |
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Spin Entry |
*Initially entry airspeed is 120 KIAS minimum* -Perform CLEF checklist -Attain level flight at a minimum of 120 KIAS and raise the nose to 15 to 40 degrees NH and reduce the PCL to idle -At spin entry airspeed (approximately 80 KIAS), the pitch attitude should be 15 to 40 degrees NH, apply full rudder in the desired direction of spin, position the control stick full aft, ailerons neutral, and full rudder in direction of desired spin -Recovery: within one turn initiate OCF recovery procedure, "idle-ize, neutralize." ***VERBALIZE ALTITUDE AND OIL PRESSURE BEFORE ADVANCING THE PCL*** |
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Steady State Spin |
*Initially entry airspeed is 120 KIAS minimum* -Perform CLEF checklist -Attain level flight at a minimum of 120 KIAS and raise the nose to 15 to 40 degrees NH and reduce the PCL to idle -At spin entry airspeed (approximately 80 KIAS), the pitch attitude should be 15 to 40 degrees NH, apply full rudder in the desired direction of spin, position the control stick full aft, ailerons neutral, and full rudder in direction of desired spin -Recovery: initiate recovery within 2 to 4 turns... recovery procedure, "idle-ize, neutralize." ***VERBALIZE ALTITUDE AND OIL PRESSURE BEFORE ADVANCING THE PCL*** |
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Nose-High Recovery |
-Set Power to Max and initiate a coordinate roll with back pressure to bring the nose of the aircraft down to the nearest horizon, as the nose approaches the horizon, roll to an upright attitude -If the aircraft responds to inputs slowly due to low airspeed or torque effect, a reduction in power may be required (usually below 60 percent torque) and all control authority may be required to smoothly return the aircraft to level flight -If airspeed is low, the rollout may be delayed until the nose is definetly below the horizon -When the airspeed is sufficient, roll wings level, raise the nose, check for normal oil pressure, and use power as required to recover to level flight -Do not recover by pushing the nose down towards the horizon, this could induce a state of less than one G flight, causing the oil pressure to decrease below operational limits |
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Nose-Low Recovery |
-Roll the aircraft towards the nearest horizon, level the wings, then pull-up to obtain level flight, using up to the maximum allowable G force -Use power and speed brake as required and do not exceed 316 KIAS -Approaching 200 KIAS or greater, place the PCL to idle and deploy the speed brake |
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Inverted Recovery |
Roll to the "nearest blue" and add power as necessary |
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Power-On Stall FCP Visual Reference (Entry) |
Crook of front windscreen on the horizon |
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Power-On Stall FCP Visual Reference (Recovery) |
Initially, firelight on the horizon |
