I3005

You will fly the Baldy-One departure (usually from RW 32) for this flight. That means you need to use the intermediary 140 heading until your instructor tells you you're clear of RW 32 and can turn to 090. Lead the turn to the arc by 0.5 DME, and the turn to R-090 by 4-5 radials (30 / 6.5 DME = 4.6 radials). Remember to do your level-off checklist at some point.

The partial panel patterns are in the Pubs room in HT-8/18, with the stock-card in the dark-brown wooden armoire. Bring your own scissors.

=Partial Panel= Partial panel situations, specifically directional gyro failure requires the use of the standby magnetic compass for heading information. The loss of the directional gyro is an emergency condition, requiring the pilot to execute NATOPS gyro failure emergency procedures, troubleshoot the problem, secure searchlight, landing light, ECS, defog blower, and pitot heat, and report the problem with a request for radar service from ATC. When radar vectors are not available, turns utilizing the magnetic compass will be necessary. Some situations require timed magnetic compass turns while other situations deem the lead point technique more practical. The constants are airspeed and altitude. With an operable VGI, angle of bank is also constant.

Straight-and Level

 * Use small / Smooth power changes
 * Use small / Smooth attitude changes

When correcting back to altitude, never use more than 300 fpm climb or descent rate. Your primary nose-attitude instrument is your airspeed, while your primary AOB instrument is the Turn Needle/Ball.

Turns
Procedures
 * 1.	The instructor will initiate the maneuver either by covering the student's directional gyro or by securing electrical power to it. When simulating partial panel conditions, the student's attitude gyro will either be covered or caged in a turning attitude.
 * 2.	Stabilize the aircraft straight and level in balanced flight. Execute natops emergency procedures.
 * 3.	Troubleshoot. Secure searchlight, landing light, ecs, defog blower, and pitot heat. Report problem and request radar service.
 * 4.	When assigned a heading, determine number of degrees of heading change required and the-rate of turn (standard or -half standard) to use.
 * 5.	Determine the time required to complete the turn.
 * 6.	Roll into a standard rate turn in balanced flight on a cardinal time (not with a three second lead).
 * 7.	Scan instruments to ensure proper altitude and airspeed is maintained. Occasionally check clock for rollout time.
 * 8.	Roll wings level upon reaching rollout time (not with a three second lead). Stabilize the aircraft straight and level in balanced flight.
 * 9.	Check magnetic compass for intended heading. Make final corrections utilizing timed half standard rate turns. Maintain assigned heading and balanced flight.

Amplification and Technique
 * 1.	For turns of 30 degrees or more, a standard rate (3 degrees per second) turn will be utilized. For turns of 29 degrees or less, use half standard rate (1-1/2 degrees per second) turn.
 * 2.	To determine the time necessary for turns greater than 30 degrees, divide the number of degrees of turn required by 3, and this is the number of seconds required to turn.
 * 3.	For turns less than 30 degrees, multiply the number of degrees required to turn by 2/3 (divide by 3, then multiply that by 2), and this will be the time in seconds required to turn at a half standard rate.
 * 4.	All turns will be started and stopped on a cardinal time (3, 6, 9, or 12 on the clock) and not led by 3 seconds as is done for full panel standard rate turns.
 * 5.	If partial panel, smoothly and slowly roll into the desired angle of bank using the turn needle as the primary scan instrument. Roll slowly enough that the turn needle moves at the same rate as the fuselage attitude of the aircraft. Remember that if you roll too quickly, the turn needle will lag, then lead and provide erroneous information until it has a chance to stabilize.
 * 6.	The rollout is accomplished on time with no lead in, and at the same rate as the initial roll in.

Common Errors and Safety Notes Some instructors suggest that you never use more than a half-standard rate turn (while the loss of the gyro is an emergency, you're still flying; you have all the time you want, so no need to rush things), and doing so makes life a lot easier. Recall that the turn needle is a lag instrument: when turning, roll to about 1/2 of the deflection you want, and then move to take the turn out. Doing so will result with the turn needle stabilizing at the deflection you originally intended. If you hold the turn until the needle has, say, the 1 needle deflection that you want, you will invariably over-shoot the turn substantially.
 * 1.	Mathematical errors result in incorrect timing figures.
 * 2.	Erratic angles of bank result in undesirable rates of turn.
 * 3.	Rough cyclic movements cause erratic turn needle -indications.
 * 4.	Always ensure that the ball is centered.
 * 5.	A roll in and roll out executed too rapidly for the turn needle to respond correctly.
 * 6.	Failure to stabilize and maintain level, balanced flight when interpreting magnetic compass heading information.
 * 7.	Failure to fine tune with timed turns at the completion of the turn.

=Full Panel Unusual Attitude Recovery= Maneuver Description and Application   [(References: NIFM Chapter 19 (UNUSUAL ATTITUDES)).]


 * 1. Spatial disorientation/vertigo recovery techniques are practiced in order to enable the pilot  to recover from unintentional, undesirable, or unsafe aircraft attitudes that might be encountered  in instrument conditions due to a failure of the VGI or internal or external factors leading to a  disorienting physiological condition.  It is not likely the PAC will immediately determine  whether the problem is physiologically or mechanically induced.  Recovery procedures are  designed to accomplish, from habit, to get the aircraft under control.  As in any emergency, CRM  is essential; therefore, the pilot executing the recovery will recite the corrective actions aloud and  facilitate teamwork during the recovery.
 * 2. After assigning the SNA a base recovery heading and altitude, the instructor will either  place the aircraft in an unusual attitude while the SNA looks away from the gauges or let the  SNA fly into an unusual attitude by directing the SNA's control movements while the SNA's  eyes are closed.  When the desired attitude has been reached, the instructor will relinquish  control of the aircraft to the SNA who will recover from the unusual attitude.

Crew Resource Management
 * 1. PAC alerts PNAC if vertigo or disorientation is encountered.  (Situational Awareness)
 * 2. PNAC verbally notifies PAC of deviations from established parameters.  (Assertiveness)
 * 3. PNAC provides heading, attitude, altitude, VSI, navigational position and other points of  reference to PAC.  (Situational Awareness)
 * 4. PNAC provides PAC (when experiencing vertigo) verbal corrective control movements.   (Assertiveness)
 * 5. PNAC assumes the controls in a timely manner following exceedance of briefed safety of  flight parameters and procedures.  (Assertiveness)

Procedures   Full Panel Recovery     (Expedite procedures through step 4.)
 * 1. Level the wings.
 * 2. Level the nose.
 * 3. Center the ball.
 * 4. Set power for 80 KIAS.  Stop any climb or descent, and achieve 80 KIAS.
 * 5. Recheck the wings, nose, and ball.
 * 6. Execute a standard rate climb or descent to base recovery altitude.
 * 7. Execute a level standard rate turn to base heading.

Amplification and Technique
 * 1. Most aircraft are equipped with independently operating attitude gyros.  When attitude  reference information is suspect, a crosscheck of the other gyro will likely reveal whether the  aircraft is full or partial panel.  In reality, the controls would normally be transferred to the pilot  with the reliable instruments; however, for the purposes of this exercise, you will fly the  recovery.
 * 2. Make corrections smoothly and moderately to avoid over-correcting and achieving an  opposite unusual attitude, particularly in the case of partial panel recoveries.  For instance, overcorrecting from a descending left turn could result in a climbing right turn if corrections were  made too abruptly or were too great a magnitude.  At the discretion of the IP, once the a/c is in a  level flight attitude, recovery altitude and heading can be established simultaneously (i.e., turn to  360 while climbing to 2000 ft).

Common Errors and Safety Notes
 * 1. The two dangerous aspects of unusual attitudes are vertigo and rapid loss/gain of altitude.
 * 2. Avoid rapid, random control inputs as they cause over-controlling and severely complicate  the recovery.
 * 3. Making corrections for several errors at once may lead to incorrect instrument  interpretation.
 * 4. Low "G" situations and large, rapid cyclic movements can lead to mast bumping.
 * 5. At no time shall airspeed be allowed to decrease below 40 KIAS.

=Electrical Fire during IMC=

Electrical Fire INDICATIONS:
 * Loadmeter shows excessive load
 * DC voltmeter shows excessive load
 * Smoke
 * Fumes
 * Sparks

PROCEDURES:
 * Prior to shutting off all electrical power, the pilot must consider the equipment that is essential to the particular flight environment that will be encountered (e.g., flight instruments and fuel boost pumps). Specifically, ensure that you are below 6,000' PA and have more than 20 gallons of fuel--if you do not, shutting off both the Non Essential and Essential 1 bus may very well result in fuel starvation.

Electrical Fire Unknown Origin
*1. BAT switch -OFF. (C)*2. STANDBY GEN switch -OFF. (C)*3. STBY ATT IND switch - OFF if in VMC. *4. MAIN GEN switch -OFF. If fire persists: *5. Land immediately. If fire extinguishes: *6. Land as soon as possible. If electrical power is required to restore minimum equipment for continued flight, proceed as follows: 7. All circuit breakers ---Out. (C)8. Check BAT RELAY circuit breaker - In. 9. BAT switch -ON. 10. MAIN GEN FIELD and MAIN GEN circuit breakers - In. 11. MAIN GEN switch - Reset, then ON. (C)12. STBY GEN RELAY circuit breaker - IN. (C)13. STBY GEN switch - ON. (C)14. STBY ATT IND switch - ON. 15. Circuit breakers for essential equipment - In One at a Time in Order of Importance

Note
 * Ensure corresponding bus supply circuit breakers are in to provide power to desired electrical equipment.
 * Voltmeter will not indicate battery voltage until battery bus supply and voltmeter circuit breakers are in.
 * Flight operation can be maintained without battery and generator. Instruments powered by the 28-Vdc power system, however, will be inoperable.

Electrical Fire Known Origin
*1. Affected Equipment - Secure. *2. Affected C/Bs -Pull. If fire persists: *3. Electrical Fire Unknown Origin Procedure Execute. If fire extinguishes: *4. Land as soon as practicable.

=Engine Fire during IMC= Engine Fire in Flight INDICATIONS:
 * FIRE light
 * Smoke
 * Flames.

PROCEDURES: *1. Confirm existence of fire. If fire exists: *2. Land immediately. *3. Emergency shutdown - Complete After Landing. If fire is not confirmed: *4. Land as soon as possible.
 * WARNING Be prepared for complete power loss.

=Fuselage Fire During IMC=

*1. Land immediately. *2. Emergency shutdown - Complete.


 * WARNING: Fire extinguisher fluid vapors are dangerous and their use should be limited to a well-ventilated area. A moving TH-57 with the cabin vents and windows open is considered to be a well-ventilated area.
 * NOTE: A sideslip may be desirable to keep the flame from spreading.