Airplane Flying Handbook

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instruments while searching outside of the airplane for visual confirmation of the information provided by those instruments results in inadequate airplane control. This may be followed by spatial disorientation and complete control loss. NAV1 108.00 113.00 NAV2 108.00 110.60 Attitude indicator 130 120 WPT _ _ _ _ _ _ DIS _ _ ._ NM DTK _ _ _ ° TRK 360° MAP - NAVIGATION MAP 3000 3300 3200 134.000 118.000 COM1 123.800 118.000 COM2 2 The most important point to be stressed is that the pilot must not panic. The task at hand may seem overwhelming, and the situation may be compounded by extreme apprehension. The pilot therefore must make a conscious effort to relax. The pilot must understand the most important concern—in fact the only concern at this point—is to keep the wings level. An uncontrolled turn or bank usually leads to difficulty in achieving the objectives of any desired flight condition. The pilot finds that good bank control has the effect of making pitch control much easier. D195I D212I HDG UP A212I 110 1 100 9 90 80 70 TAS 100KT VOR 1 270° Figure 17-12. Attitude indicator. 10 NM ADF/DME 1 3100 60 4000 3000 20 2900 1 2800 2 2300 XPDR 5537 IDNT LCL23:00:34 MSG The pilot should remember that a person cannot feel control pressures with a tight grip on the controls. Relaxing and learning to “control with the eyes and the brain,” instead of only the muscles usually takes considerable conscious effort. The pilot must believe what the flight instruments show about the airplane’s attitude regardless of what the natural senses tell. The vestibular sense (motion sensing by the inner ear) can and will confuse the pilot. Because of inertia, the sensory areas of the inner ear cannot detect slight changes in airplane attitude, nor can they accurately sense attitude changes that occur at a uniform rate over a period of time. On the other hand, false sensations are often generated, leading the pilot to believe the attitude of the airplane has changed when, in fact, it has not. These false sensations result in the pilot experiencing spatial disorientation. Attitude Control An airplane is, by design, an inherently stable platform and, except in turbulent air, maintains approximately straight-andlevel flight if properly trimmed and left alone. It is designed to maintain a state of equilibrium in pitch, roll, and yaw. The pilot must be aware, however, that a change about one axis affects the stability of the others. The typical light airplane exhibits a good deal of stability in the yaw axis, slightly less in the pitch axis, and even lesser still in the roll axis. The key to emergency airplane attitude control, therefore, is to: • Trim the airplane with the elevator trim so that it maintains hands-off level flight at cruise airspeed. • Resist the tendency to overcontrol the airplane. Fly the attitude indicator with fingertip control. No attitude changes should be made unless the flight instruments indicate a definite need for a change. • Make all attitude changes smooth and small, yet with positive pressure. Remember that a small change as indicated on the horizon bar corresponds to a proportionately much larger change in actual airplane attitude. • Make use of any available aid in attitude control, such as autopilot or wing leveler. The primary instrument for attitude control is the attitude indicator. [Figure 17-12] Once the airplane is trimmed so that it maintains hands-off level flight at cruise airspeed, that airspeed need not vary until the airplane must be slowed for landing. All turns, climbs, and descents can and should be made at this airspeed. Straight flight is maintained by keeping the wings level using “fingertip pressure” on the control wheel. Any pitch attitude change should be made by using no more than one bar width up or down. Turns Turns are perhaps the most potentially dangerous maneuver for the untrained instrument pilot for two reasons: • The normal tendency of the pilot to overcontrol, leading to steep banks and the possibility of a “graveyard spiral.” • The inability of the pilot to cope with the instability resulting from the turn. When a turn must be made, the pilot must anticipate and cope with the relative instability of the roll axis. The smallest practical bank angle should be used—in any case no more than 10° bank angle. [Figure 17-13] A shallow bank takes very little vertical lift from the wings resulting in little if any deviation in altitude. It may be helpful to turn a few degrees and then return to level flight if a large change in heading must be made. Repeat the process until the desired heading is reached. This process may relieve the progressive overbanking that often results from prolonged turns. 17-16
140 NAV1 108.00 113.00 NAV2 108.00 110.60 D195I DAT 0°C D212I 140 130 120 1 110 9 100 90 80 TAS 100KT HDG UP A212I 10 NM Figure 17-13. Level turn. WPT _ _ _ _ _ _ DIS _ _ ._ NM DTK _ _ _ ° TRK 360° MAP - NAVIGATION MAP HDG 270° 270° CRS 269° DME NAV 1 113.00 --.--NM ILS NAV 1 ADF/DME 7.5 NM OJC NAV 2 3000 4300 4200 4100 60 4000 20 3900 3800 2300 134.000 118.000 COM1 123.800 118.000 COM2 2 1 1 2 XPDR 5537 IDNT LCL23:00:34 Climbs If a climb is necessary, the pilot should raise the miniature airplane on the attitude indicator no more than one bar width and apply power. [Figure 17-14] The pilot should not attempt to attain a specific climb speed but accept whatever speed results. The objective is to deviate as little as possible from level flight attitude in order to disturb the airplane’s equilibrium as little as possible. If the airplane is properly trimmed, it assumes a nose-up attitude on its own commensurate with the amount of power applied. Torque and P-factor cause the airplane to have a tendency to bank and turn to the left. This must be anticipated and compensated for. If the initial power application results in an inadequate rate of climb, power should be increased in increments of 100 rpm or 1 inch of manifold pressure until the desired rate of climb is attained. Maximum available power is seldom necessary. The more power that is used, the more the airplane wants to bank and turn to the left. Resuming level flight is accomplished by first decreasing pitch attitude to level on the attitude indicator using slow but deliberate pressure, allowing airspeed to increase to near cruise value, and then decreasing power. MSG Descents Descents are very much the opposite of the climb procedure if the airplane is properly trimmed for hands-off straightand-level flight. In this configuration, the airplane requires a certain amount of thrust to maintain altitude. The pitch attitude is controlling the airspeed. The engine power, therefore, (translated into thrust by the propeller) is maintaining the selected altitude. Following a power reduction, however slight, there is an almost imperceptible decrease in airspeed. However, even a slight change in speed results in less down load on the tail, whereupon the designed nose heaviness of the airplane causes it to pitch down just enough to maintain the airspeed for which it was trimmed. The airplane then descends at a rate directly proportionate to the amount of thrust that has been removed. Power reductions should be made in increments of 100 rpm or 1 inch of manifold pressure and the resulting rate of descent should never exceed 500 fpm. The wings should be held level on the attitude indicator, and the pitch attitude should not exceed one bar width below level. [Figure 17-15] Combined Maneuvers Combined maneuvers, such as climbing or descending turns, should be avoided if at all possible by an untrained instrument pilot already under the stress of an emergency situation. Combining maneuvers only compound the problems 200 180 L 160 260 250 200 140 160 IAS 40 AIRSPEED KNOTS D.C. ELEC. 120 TAS 100 TURN COORDINATOR 2 MIN. NO PITCH INFORMATION 60 80 R NAV1 108.00 113.00 NAV2 108.00 110.60 WPT _ _ _ _ _ _ DIS _ _ ._ NM DTK _ _ _ ° TRK 360° MAP - NAVIGATION MAP 134.000 118.000 COM1 123.800 118.000 COM2 NAV1 108.00 113.00 NAV2 108.00 110.60 WPT _ _ _ _ _ _ DIS _ _ ._ NM DTK _ _ _ ° TRK 360° MAP - NAVIGATION MAP 134.000 118.000 COM1 123.800 118.000 COM2 D195I DAT 0°C D212I 140 130 120 1 110 9 100 90 80 TAS 100KT HDG UP A212I 10 NM HDG 270° 270° CRS 269° DME NAV 1 113.00 --.--NM ILS NAV 1 ADF/DME 7.5 NM OJC NAV 2 5000 5600 5500 2 1 5400 2 40 5500 4000 5350 530060 500 1 1 5200 5400 5100 2 2300 5600 40 4000 5350 530060 500 1 5200 2 XPDR 5537 5100 IDNT LCL23:00:34 2300 MSG D195I DAT 0°C D212I 140 130 120 1 110 9 100 90 80 TAS 100KT HDG UP A212I 10 NM HDG 270° 270° CRS 269° DME NAV 1 113.00 --.--NM ILS NAV 1 ADF/DME 7.5 NM OJC NAV 2 5000 5600 5500 2 1 5400 2 40 5500 4000 5350 530060 500 1 1 5200 5400 5100 2 2300 5600 40 4000 5350 530060 500 1 5200 2 XPDR 5537 5100 IDNT LCL23:00:34 2300 MSG Figure 17-14. Level climb. Figure 17-15. Level descent. 17-17
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Airplane Flying Handbook 2016 U.S.
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Preface The Glider Flying Handbook
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Acknowledgments The Airplane Flying
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Table of Contents Preface..........
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Constant Radius During Turning Flig
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Short-Field Landing................
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Chapter 1 Introduction to Flight Tr
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for the certification of airmen and
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Figure 1-5 shows an example of some
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the need arises, to private individ
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Figure 1-9. FAA Form 8000-4, Air Ag
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encompassed by, the tasks within ea
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Figure 1-13. Three major areas cont
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Figure 1-18. A sample before landin
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Chapter 2 Ground Operations Introdu
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Figure 2-3. Airplane Flight Manuals
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deck reference guide is in the airc
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Figure 2-9. An AVGAS fuel filler no
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• Brakes and brake systems should
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• Take a pilot who is more experi
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the position (navigation) lights sh
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SW-2, 12 JAN 2012 to 09 FEB 2012 SW
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the weathervaning tendency is less
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• Install chocks and release park
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Chapter 3 Basic Flight Maneuvers In
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Elevator—Pitch Lateral axis Rudde
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the airplane’s vertical axis (yaw
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30 W OBS W OBS W 30 W OBS W OBS NAV
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Nose high Natural horizon reference
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D195I D212I HDG UP A212I TAS 100KT
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Skid Coordinated Turn Slip D.C. ELE
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D195I D212I HDG UP A212I 130 120 11
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Best angle-of-climb airspeed (V X )
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W W S S E E TAS 106KT OAT 7°C 2 1
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14 Too fast Best glide speed Too sl
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• Cross-controlling during glidin
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Chapter 4 Maintaining Aircraft Cont
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therefore closer to the higher spee
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• Excessive back-elevator pressur
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manufactured with a certain amount
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stall occurring during approach to
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a given airplane consistently stall
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left. With the throttle fully advan
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Stall Less stalled Incipient Spin
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Unfortunately, accident records sho
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The ability to separate time-critic
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Aerobatics vs. UPRT Flight Training
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while in flight. For these reasons,
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Chapter 5 Takeoffs and Departure Cl
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Take-off Distance vs. Density Altit
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Each type of airplane has a best pi
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Apply full aileron into wind Rudder
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• Using less than full aileron pr
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diminishes the pilot's ability to s
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point is reached and the airplane i
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Chapter 6 Ground Reference Maneuver
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clearing turns looking to the left
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Actual ground path Intended ground
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Exit Turn more than 90° rollout wi
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To perform a turn around a point, t
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the bank angle should be increased
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To successfully perform eights alon
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Wind Entry Gaining altitude Gaining
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Too high Pivotal altitude Too low F
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Chapter 7 Airport Traffic Patterns
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Crosswind WIND Entry 18 Left-Hand T
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Since in most cases the takeoff is
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Chapter 8 Approaches and Landings I
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stalling speed with power off, land
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No flaps; flatter descent angle Hal
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10° to 15° 27 Figure 8-7. To obta
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The ailerons serve the same purpose
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power. Once again, the airspeed mus
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the go-around/rejected landing is.
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WIND longitudinal axis aligned with
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component decreases and the relativ
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34 Obstacle clearance Effective run
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• Unstable approach • Undue del
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1 36 2 3 1. Strong Wind Set up clos
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When abreast of or opposite the des
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Spiral over landing field WIND Retr
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Intercept normal glidepath, resume
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34 Figure 8-34. Floating during rou
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Decreasing angle of attack Rapid in
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on these airplanes, any time a swer
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Chapter 9 Performance Maneuvers Int
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should realize load factors increas
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maneuver. During practice of the ma
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90° point 1. Bank 30° (approximat
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Chapter 10 Night Operations Introdu
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enlarge to receive as much of the a
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It is recommended that prior to a n
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for this possibility. Hold or lock
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to round out too high until attaini
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Chapter 11 Transition to Complex Ai
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L = 1 pV 2 SC L 2 L = Lift produced
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Center of pressure - Lift Center of
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in climb. Consequently, engine powe
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Turbocharger The turbocharger incor
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• Operate the engine in such a ma
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GEAR UP GEAR UP GEAR DOWN TAXI LAND
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the airplane could no longer be lan
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eceived to ensure a complete unders
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Chapter 12 Transition to Multiengin
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140 200 180 260 250 200 160 160 140
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1 Counterweight action 6 6 2 3 5 4
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The entire flight director/autopilo
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Performance and Limitations Discuss
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Weight and Balance The weight and b
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airplane to pivot about a stationar
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3 500 feet 1. Accelerate to cruise
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increasing application of aileron i
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from a bad bounce, as well as a go-
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operative engine is the only altern
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the airplane may not maintain altit
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Drag TAS 106KT OAT 7°C 2 1 1 2 Dra
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Stall Recovery Template 1. Wing lev
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Chapter 13 Transition to Tailwheel
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length, if desired. While taxiing,
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Landing The difference between nose
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combination of inertia acting on th
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Chapter 14 Transition to Turboprope
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The turboprop engine offers several
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NAV1 108.00 113.00 NAV2 108.00 110.
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ITT 50 TORO 0 0 PROP 0 ITT 0 FF 0 5
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The distribution of DC and AC power
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1. Before takeoff checks .. Complet
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Chapter Summary Transitioning from
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Chapter 15 Transition to Jet-Powere
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Fan air Fan air Combustion Inlet ai
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TAT 13° C 2.00 2.00 2.00 2.00 EPR
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In not having propellers, the jet-p
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Stick force in pounds 70 60 50 40 3
Page 269 and 270: C 19,000 lbs 18,000 lbs 17,000 lbs
Page 271 and 272: of the airplane as the stall develo
Page 273 and 274: OC Relative wind Pre-stall OC Initi
Page 275 and 276: everse thrust increases with speed;
Page 277 and 278: adequately repaired or replaced. In
Page 279 and 280: Captain’s Briefing I will advance
Page 281 and 282: • Natural contaminants (standing
Page 283 and 284: acceleration during this phase of t
Page 285 and 286: • Poor acceleration response in a
Page 287 and 288: If the flare is extended (held off)
Page 289 and 290: In the event of an engine failure i
Page 291 and 292: Chapter 16 Transition to Light Spor
Page 293 and 294: Maximum gross weight of 1,320 pound
Page 295 and 296: • After landing, parking, and sec
Page 297 and 298: [Figure 16-8] While this is not a l
Page 299 and 300: Regardless, a pilot must become fam
Page 301 and 302: Takeoff and Climb Takeoff and climb
Page 303 and 304: LSA’s controls become ineffective
Page 305 and 306: Chapter 17 Emergency Procedures Eme
Page 307 and 308: Avoiding forcible contact with inte
Page 309 and 310: from an irregularly running engine;
Page 311 and 312: 300 feet AGL 4,480 feet 180° 1,016
Page 313 and 314: two immediate demands: attacking th
Page 315 and 316: If the landing gear malfunction is
Page 317 and 318: 140 NAV1 108.00 113.00 NAV2 108.00
Page 319: point where attention is focused on
Page 323 and 324: Glossary Numbers and Symbols 100-ho
Page 325 and 326: Axes of an aircraft. Three imaginar
Page 327 and 328: Compressor stall. In gas turbine en
Page 329 and 330: Environmental systems. In an aircra
Page 331 and 332: Gust penetration speed. The speed t
Page 333 and 334: Limit load factor. Amount of stress
Page 335 and 336: Pivotal altitude. A specific altitu
Page 337 and 338: Shock waves. A compression wave for
Page 339 and 340: Thrust. The force which imparts a c
Page 341 and 342: Vertical stability. Stability about
Page 343 and 344: Index A Abnormal engine instrument
Page 345 and 346: Gliding turns......................
Page 347 and 348: Initial climb......................
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