Contact Flights

=Maneuvers=

LEVEL SPEED CHANGE (LSC)

 * IGP
 * Configuration - Normal Cruise, 150 knots, 600-650 ft-lbs
 * Checklist - N/A
 * Clearing Turns - 180° at 45° AOB


 * Reduce power to 300 ft-lbs, check airspeed below 150 knots and lower the landing gear.
 * Approaching 100 knots adjust power to 500-550 ft-lbs to maintain airspeed. Add left rudder for power reduction, then right and up trim as the aircraft decelerates towards 100 knots.
 * When on airspeed, altitude, and heading, perform landing *Checklist down to flaps.
 * Turns as required by IP
 * Reduce power to 400-450 ft-lbs, check airspeed below 120 knots and lower flaps.
 * Approaching 90 knots, adjust power to approximately 600 ft-lbs to maintain airspeed. Trim right and up.
 * Report “Gear down, flaps down, landing *Checklist complete”
 * Turns as required by IP
 * Advance power to 1015 ft-lbs, add right rudder, check airspeed below 120 knots and raise the gear, turn landing lights off, and raise the flaps.
 * Approaching 170 knots reduce power to 750-800 ft-lbs. Trim left and down

SLOW FLIGHT/MINIMUM CONTROL MANEUVERS (SFMCM)

 * IGP
 * Configuration - Landing Approach Configuration, 90 knots, 600 ft-lbs, Gear Down, Flaps Down
 * Checklist - Landing *Checklist  and Stall Checklist
 * Clearing Turns - level clearing turn minimum 180 deg.

P = Power required versus airspeed produced
 * Reduce power to 400 ft-lbs, maintain altitude, retrim.
 * Stabilize aircraft at 25-26 AOA. Reset power to 475-500 ft-lbs and retrim (Anticipate full deflection of rudder trim.
 * PATCRAM

A = Attitude at minimum controllable airspeed

T = Trim - full deflection and rudder pressure

C = Control effectiveness

R = Radius of turn and rate of turn - small radius/high rate

A = Adverse Yaw

M = Minimum controllable airspeed


 * Advance power to 1015 ft-lbs while maintaining nose attitude.
 * Below 120 knots, raise the gear, landing lights off, and raise the flaps. (Do not raise the flaps if below 90 knots)
 * Accelerate to 150 knots on an assigned altitude. Reduce power to 600-650 ft-lbs.
 * Retrim
 * Turn autoignition off.

POWER OFF STALL (POS)

 * IGP
 * Configuration - Slow Cruise, 120 knots, 450-500 ft-lbs
 * Checklist - Stall Checklist
 * Clearing Turns - 180° at 45° AOB


 * Roll wings level and reduce power to 200 ft-lbs, raise nose attitude to maintain altitude. Approaching 100 knots set the 100-knot glide attitude (horizon bisecting the windscreen).  Retrim.
 * Once established in 100-knot glide, raise the nose to 12°-15° up, exhaust stacks on the horizon. Maintain attitude.
 * Stall - Release backstick pressure and allow the nose to fall slightly below the 100-knot glide attitude.
 * Hold this attitude until airspeed reaches 100 knots.
 * As airspeed approaches 100 knots, raise the nose to resume the 100-knot glide attitude.

SKIDDED TURN STALL (STS)

 * IGP
 * Configuration - Downwind Configuration, 100 knots, 550-600 ft-lbs, Gear down
 * Checklist - Stall Checklist
 * Clearing Turns - 180° at 30° AOB


 * At the beginning of the last 90° of clearing turn, reduce power to 300 ft-lbs and transition to 100-knot descent.
 * At completion of turn, apply full right rudder, while using left aileron to maintain 30° AOB.
 * Raise the nose and reduce power to 200 ft-lbs. Increase control pressures as airspeed is reduced.
 * After aircraft stalls, recover by using Out-of-Control Recovery procedures.
 * Do not exceed 150 knots throughout the maneuver.

SPIN

 * IGP
 * Configuration - Normal Cruise, 150 knots, 600-650 ft-lbs, Above 9,000’ AGL
 * Checklist - Stall Checklist
 * Clearing Turns - 180° at 45° AOB

Entry
 * Select reference point, reduce power to 200 ft-lbs.
 * Check wings level and raise the nose to about 30° up and reduce power to idle.
 * Lead the stall at rudder shakers with a slight amount of rudder in the same direction of the last clearing turn.
 * When aircraft stalls, apply full rudder and full backstick.
 * Count 2 turns around the reference point.

Recovery Neutralize controls Check power to idle Level wings Smooth pullout (min airspeed 120 knots, +4.5 G’s, or 24 AOA)
 * Apply full opposite rudder followed by stick forward of neutral.
 * Once the rotation stops: NILP
 * Check oil pressure above 40 psi.
 * Advance power to normal cruise (600-650 ft-lbs)
 * Check and report oil pressure.
 * Check gyro and RMI for precession, slave if necessary.
 * Autoignition off.

SLIP
Full Slip rate of descent may be in excess of 2000 FPM


 * IGP
 * Configuration - 100 knots, Gear Up, Flaps Down - Simulated slip to High Key
 * Checklist - N/A
 * Clearing Turns - N/A

Note: Stall speed is increased in this out-of-balance flight condition


 * Wings Level, lower one wing while applying opposite (top) rudder pressure. Select a reference point on the horizon and adjust rudder pressure and/or angle of bank to maintain the desired ground track.
 * To initiate a slip while in a turn, lower the inboard wing while increasing opposite (top) rudder pressure. It will be necessary to vary AOB and rudder pressure to maintain the desire track over the ground.
 * Monitor airspeed closely, adjust nose attitude as necessary to maintain 100 knots. Monitor the VSI and note increased rate of descent.  Low Fuel warning light for the low-wing may illuminate regardless of fuel state.
 * To recover from the slip, smoothly roll the wings towards level while reducing rudder pressure. The slip must be taken out with enough altitude remaining to slow the rate of descent and ensure positive control of the aircraft during the final moments of any maneuver in which it is used.

INTENTIONAL FEATHER WHILE AIRBORNE
At 100 knots, prop will continue to turn about 200-300 RPM. Maintain a min of 5,000 ft AGL over a hard surface runway


 * IGP
 * Configuration - 100 knots, Gear Up, Flaps Up
 * Checklist - N/A
 * Clearing Turns - N/A


 * Simulate feather. Trim the aircraft for 100-knot glide, 205 ft-lbs.
 * Note the rate of descent and nose attitude.
 * Reduce the PCL to idle. Not the deceleration and increased rate of descent.
 * Place the condition lever to feather. Not the acceleration effect and decreased rate of descent.
 * Return the condition lever to full increase. Note the time it takes for the prop to return to governing range, and deceleration at flat pitch.
 * Complete when prop is in normal operating range.