C-12 IPC Flashcards
MOI for TAXI:
Airport diagram available, discuss taxi plan and clearance. Clear the area and begin to taxi, check brakes both sides. Maintain safe taxi speed using power, beta, and brakes - careful not to drag the brakes Check INSTRUMENTS to verify proper operation. If needed, apply aileron for wind. Complete taxi checks per checklist once safely clear of buildings and other aircraft.
MOI for Normal Takeoff:
Departure Brief Complete. Complete lineup checklist while taxiing into position, verify runway with instruments, and hold on the brakes. Adjust to max power available then back off approx 5%, announce “Set Power” “Power Set” and smoothly release brakes. Maintain heading with pedals, centerline between the mains. Verify AUTOFEATHER Lights. Monitor airspeed, torque, and engine instruments. Call “60” at 60 kts(UFC SOP - means normal & matches CASA), next call “V1” and “Rotate”. P* will move hand from power levers to yoke, smoothly apply back pressure and lift the aircraft off at 10 NOT TO EXCEED 15 DEG. Upon observing two positive indications of a climb, state “POSITIVE RATE” and “GEAR UP(now Left Seat)”, turn landing/taxi lights off. Passing VYSE call for “FLAPS UP” or “CHECK FLAPS UP”. At 400’ AGL, state “SET CLIMB POWER, MY POWER, AFTER TAKEOFF CHECKLIST”, adjust torque and props to 1900, turn prop sync on. Adjust/maintain 160 kts or climb schedule speed.
Explain the acronym “APPLY”
A = Autofeather ARMED, P = Prop Sync OFF, P = Props 1900 or 2000 depending on maneuver, L = Loose People and Equipment Secured, Y = Yaw Damp Disengaged.
Explain the three “P”s
P = PURPOSE (why we do the maneuver), P = PARAMETERS (standards), and P = PICTURE (what it should look like)
Why practice Steep Turns?
Practicing steep turns shows us pitch and power coordination as we put a load on the aircraft which also allows us to see and compensate for over-banking tendency.
What is the “over-banking tendency” ?
Over-banking happens as the angle of bank increases past 45 deg, a significant difference develops between the speed of the wings on the inside and outside of the turn. The outer wing travels faster creating slightly more lift than the inner wing, making the plane continue rolling into the turn even after the controls are neutralized. To correct for this over banking, simply apply a light amount of opposite aileron to maintain the desired angle of bank.
Standards for Steep Turn (in addition to common standards):
Turn either 180 or 360 deg, maintain bank angle between 45 and 60 deg. Avoid approaching stall, unusual attitude, or exceeding structural or operational limits, finish (roll out) within +/- 10 deg of our starting heading.
MOI Steep Turn
Start by conducting a clearing turn, and then ALWAYS clear visually first. SET HDG BUG on desired rollout HDG. Initiate by adding approx 5% torque, smoothly begin to bank the aircraft. As we pass thru 30 deg AOB we will need to adjust trim as we load the wings to maintain altitude, then it should be minor maintenance to AOB, Pitch, and Power to maintain. Be proactive in watching your heading so you don’t blow past or terminate too early. As you terminate, you will have to adjust power and re-trim.
Purpose behind practicing SLOW FLIGHT?
We practice slow flight to gain familiarity with how the aircraft performs (controllability and handling) as we approach the area of reverse command and how the aircraft responds in the slow flight regimes, compare bank angle in standard rate turn, turn radius. Some times we operate in slow flight regime: takeoffs, missed approach, approach, circle to land
Why do the clearing turn for SLOW FLIGHT in clean config and at 160 kts?
This knocks out the clearing turn and gives us a good basis to compare handling characteristics between clean and 160 kts and landing config slow flight.
Standards for SLOW FLIGHT?
Common Standards Apply (always), airspeed Vref +5, -0 kts, NEVER allow speed to Vmca of 86 in landing config. Avoid stall and altitude not below 4000’ agl. NOTE: Intentional or simulated engine failures below Vsse are prohibited.
What are the differences between a standard rate turn at 160 kts and one in slow flight?
Standard rate turn in slow cruise 160 kts = 23 deg (10% airspeed + 7), in slow flight (100 kts) the standard rate is attained at 17 deg. In the 160 knot turn we don’t have to add any power to maintain altitude and airspeed because we haven’t added any appreciable weight to the aircraft(as in the steep turn). As we pass thru Vyse (blue line), we enter the region of reverse command. Less airflow over the control surfaces we need more control input which deflects the control surface more and we must hold the input longer to get the same response as before.
MOI for Slow Flight:
Configure the airplane (APPLY), speed check(199), flaps approach, gear down(181), before landing check, speed check (in the white arc), flaps down. As we pass thru Vyse, we enter the region of reverse command. Airspeed Vref +5/-0. With much less airflow over the control surfaces we need more control input which deflects the control surfaces more and we must hold the input for longer time to get the same response as before. We complete the maneuver with a Go Around returning to 160 kts in the clean configuration to a predetermined altitude (recovery may be climbing or level).
Four left turning tendencies we can see in the slow flight regime?
Adverse Yaw, Proverse Roll, P Factor, and Torque Effect
Define Adverse Yaw:
The tendency of an aircraft to yaw opposite the direction of a turn (in slow flight). The downward deflecting aileron has much more induced drag than at higher speeds. Without coordinated rudder, this increase in induced drag manifests itself as a hesitation in the direction of the turn. Explain: By definition, lift is perpendicular to the oncoming flow. As the left wing moves up, its effective angle of attack is decreased, so its lift vector tilts back. Conversely, as the right wing descends, its lift vector tilts forward. The result is an adverse yaw moment to the left, opposite to the intended right turn.
Define Proverse Roll:
Proverse roll occurs when we make rudder inputs which cause the outside wing to accelerate, which increases lift(velocity squared part of the lift equation), and will cause the aircraft to roll in the direction of the rudder/pedal input.
Define/discuss P Factor:
P Factor is the asymmetric loading of the prop. In level flight the relative wind strikes the props at a 90 deg (perpendicular) angle so the center of thrust is the center of rotation. If we tilt the disk up, as in high angles of attack, low airspeed, and high power settings, the relative wind strikes the blades from below and the downward blade takes a bigger bite of air producing more thrust than the upward blade resulting in a center of thrust to the right side of each engine. The yawing force of the right engine is greater than that of the left engine because of its longer lever arm being further away from the centerline of the aircraft then the left engine’s arm. To demonstrate, simulate a go-around: increase torque to approx 80% wile pitching up to 7 deg. Use right rudder to keep heading, at 7 deg release the rudder and you will see the nose yaw left. Then return to level flight and Vref.
Define/discuss Torque Effect:
Torque Effect is the tendency of the aircraft to yaw in the direction opposite the rotation of the props and is based on Newton’s 3rd law. Fro any action there is an equal and opposite reaction. We see this during takeoff when max power / prop rotation causes more pressure/drag to be placed on the left main gear and the aircraft wants to yaw left. Demonstrate by adding power approx 80% and see a left roll begin as well as some yaw due to P factor.
Approach to Stall practice benefits:
Its important to practice so we are familiar with the approach to stall, can recognize the indications of an impending stall, and are able to recover using proper corrective actions.
Stall / Impending Stall indications:
Normally the first indication is the stall warning horn, if that is not working correctly may feel the aircraft buffet, lightness in the controls, and lastly the full break. Remember that we can stall at any altitude, airspeed, or attitude.
MOI for STALL
Visually clear the area by making a clearing turn. Perform APPLY. Can demonstrate clean or in landing configuration. For landing config Speed Check(199) FLAPS APP, (181)Gear DOWN, Before Landing Check. Speed Check(143) (White Arc) FLAPS Full. Reduce power to 10-20%, maintain altitude, and trim not lower than 100 kts. Use RUDDER for heading control and to keep the WINGS LEVEL. At the first indication of a stall, reduce angle of attack by lowering pitch sufficiently to break the stall, and add max avail power to increase lift over the wings. As a technique, generally nothing lower than the horizon is required to break the stall. Level the wings and pitch to minimize altitude loss and continue with a recovery. State Go Around, advance power and state SET POWER, 5-7 deg pitch, accelerate to a minimum of 10 kts above pre-stall warning and call SET FLAPS APPROACH, call positive rate, gear up, and at Vyse call FLAPS UP, then call SET CLIMB POWER, Go Around checklist. Recovery can be climbing or level.
STALL Standards:
WARNING: Entry altitude will be no lower than an altitude that will allow recovery to be safely completed at a minimum of 4000’ agl. Correctly recognize the approach to a stall, correctly perform recovery procedures, recover with a minimum loss of altitude.
Unusual Attitude practice & standards:
We practice unusual attitudes so we are familiar with how to properly recover from an unusual attitude prior to stalling or exceeding limitations. Correctly analyze aircraft attitude and use correct recovery procedures without delay.
Unusual Attitude Nose High / Airspeed Decreasing:
“Indicator in the blue, power thru” Add power, roll to the nearest horizon not to exceed 45 deg angle of bank to prevent “unloading” or negative Gs, then level the wings.
Unusual Attitude Nose Low / Airspeed Increasing:
Indicator in the black, power back” Nose low airspeed increasing, reduce power, level the wings and pull the nose back to the horizon.
Engine Malfunction during FLIGHT
Initiate with APPLY. Execute - bring one power lever back to idle, AP/YD disengage, Power as required (recommend 2 x TQ), maintain positive control while banking 3-5 deg and 1/2 ball into the good engine. Correctly ID the failed engine: “Confirm Engine 1/2 Has Failed, did the PROP Feather?” If it did not feather, ID the prop, CONFIRM, and feather the prop. Maintain airspeed +/- 10 knots but no slower than Vyse. Check Gear and Flap position. Verify with checklist. Torque on “failed” engine = 8-12 % to simulate zero thrust.
Engine Malfunction After V1
Simulate engine failure with armed autofeather, retard the affected power lever to IDLE while simultaneously moving the propeller lever to the feather position. Maintain positive control by establishing up to 5 deg bank angle and 1/2 ball into the good engine. Positive Rate = Raise Gear and state “Gear Up”, at Vyse FLAPS UP. Correctly ID the failed engine: “Confirm Engine 1/2 Has Failed, did the PROP Feather?” If it did not feather, ID the prop, CONFIRM, and feather the prop. State “My Power” and call for “Engine Malfunction after V1 Checklist”
Recover Power and Prop to terminate.
Engine Malfunction On Final:
Pilot determines if there is enough time to complete the in-flight procedure prior to landing. Critical to get timely application of power so that you don’t descend below glide slope or bleed off too much airspeed.
POWER AS REQUIRED, GEAR DOWN
Maintain at or above normal glide slope indications, Glide Slope, PAPI, or VASI. Maintain normal app speed but no lower than Vref and land in the first 1/3 of the runway.
Complete EP and landing check: AP/YD Off, Gear Down Check, Prop High on good engine, Flaps for landing.
Engine Failure during Final Approach Standards:
WARNING: Simulated Engine Failures will not be initiated below Vsse.
Maintain Positive Control
Apply sufficient power for airspeed / distance remaining
Maintain Approach Angle
Time permitting complete & verify CL procedure
Steps: POWER as Required, GEAR Down
Move both power levers to IDLE for landing, talk about using BETA and REVERSE and tendency to YAW.
Decelerate to 60 Kts, then FEET UP, BETA, BRAKES.
Out of REVERSE by 40.
GO-AROUND:
Advance POWER Levers toward MAX and state: “GO AROUND, SET POWER”, PITCH 7 Deg, state “FLAPS APPROACH”, look for POSITIVE RATE, then GEAR UP (lights off). At Vyse state “Vyse, FLAPS UP”
State “MY POWER”, then “SET CLIMB POWER” and “GO-AROUND CHECKLIST”
Single Engine Go-Around Warning & Discussion:
WARNING: Do not attempt once FLAPS are BEYOND APPROACH. Do not initiate go-around by increasing pitch without applying power. The only way to transition from a descent to a climb single engine and maintain Vyse is to retract the gear and flaps at the beginning of the go-around.
Single Engine Go-Around Steps:
Initiate by advancing POWER toward MAX and direct “SET POWER”. RETRACT GEAR (positive rate NOT required). Direct “FLAPS UP”, adjust PITCH simultaneously to CLIMB at Vyse (5-7 deg). Call for SINGLE ENGINE GO AROUND CHECKLIST when time, altitude, workload permit.
TAXI Standards:
COMPLY with TAXI Clearances, FOLLOW taxi lines with minimum deviation, MAINTAIN safe taxi speed for conditions, CORRECTLY adjust controls for wind, APPROPRIATE airport diagrams out and available, COMPLICATED or complex clearances shall be written down, NO intersection shall be entered without clearing in all directions, TRAVERSING runways and hotspots requires extra vigilance - starting engines or completing checklists is prohibited in these areas.
Inflight COMMON STANDARDS:
Maintain: Heading +/- 10 degrees Altitude +/- 100 feet Airspeed +/- 10 KIAS Rate of climb/descent +/- 100 FPM Trim +/- 1/4 Ball Width DME Arc within +/- 1 NM FINAL APPROACH: Descents >1000 FPM are prohibited unless briefed and concurred by each crewmember.
Explain Task Description:
Description explains one or more recommended techniques for accomplishing the task to meet the standards. The manual cannot address all possible situations and alternate procedures that may be required. Tasks may be accomplished using other techniques, as long as the task is done safely and standards are met.
Normal Takeoff and Climb Standards:
Without error, complete BEFORE TAKEOFF, LINEUP, and AFTER TAKEOFF checks. Maintain track, runway centerline between the main landing gear during roll. Obtain computed takeoff power prior to reaching 65 kts. ROTATE at Vr +5/-0 KIAS. Perform climb at 160 KIAS or per climb schedule.
Touch and Go Landing STANDARDS:
IP/SP only. Common Standards Always. Approach speed Vref (plus 1/2 gust spread) +/-5 KIAS. Maintain at or above approach angle on FMS, ILS, VASI, PAPI when available. Touchdown within first 1/3 of available runway with desired track between the mains & maintain centerline after touchdown and rollout.
Touch and Go Landing DESCRIPTION:
Announce on downwind that landing will be Touch and Go. Aircraft lands, power levers IDLE, FLAPS UP or APPROACH, TRIM SET and aircraft rolling out. STABILIZE POWER, power levers to 12 O’Clock. IP will announce ADVANCE POWER, advance power levers, state SET POWER, POWER SET when takeoff power reached. V1, ROTATE as appropriate.
Crosswind Considerations:
Use CRAB into the wind to correct for drift on all legs until FINAL. The crab into the wind is changed to a SLIP into the wind for round-out and touchdown. The point to begin the SLIP is at the P* discretion. Prolonged SLIP will result in increased rate of descent and power to resume a normal descent. During after-landing roll, use normal rudder and position ailerons as required to correct for crosswind.
Fuel Management Standards
Verify required amount of fuel for mission at takeoff. Perform in-flight consumption check after level-off or in cruise profile. Initiate alternate course of action if consumption rate varies from planning and flight cannot be completed with the required reserve. Monitor consumption rate and quantity during flight.
Prop Limits Normal Range
1600 - 2000
Prop Limits Max RPM
2000
Prop Limits Max Transient
2200 5 seconds
Prop Limits Reverse
1900 1 minute (also 750 TGT)
Torque Limits Normal Range
20-100%
Torque Limits Max
100%
Torque Limits Max Transient
123% 5 seconds
TGT Limits Normal Range
400-800
TGT Limits Takeoff and Max Continuous
800
TGT Limits Normal Cruise Climb
770
TGT Limits Max Transient
850
TGT Limits Max Starting
1000 for 5 seconds
TGT Limits Low Idle
750
OIL Pressure Takeoff and Continuous
105-135 psi
OIL Pressure Normal below 12000’
105 - 135 psi
OIL Pressure Normal above 21000’
85-105 psi
OIL Pressure Low Idle Min
60 psi
OIL Pressure Max Cold Start
200 psi
OIL Temperature Normal Continuous
10-99 deg (55 for fuel heater operation)
OIL Temperature Starting
-40 deg to 99 deg
OIL Temperature Low Idle
-40 to 99 deg
Starter Limits (Time)
40 sec on, 60 sec off, 40 sec on, 60 sec off, 40 sec on, 30 min off
Pneumatic Pressure Normal and Max
12-20psi normal, 20 max
Airspeed Vmo Max Allowable
260
Airspeed Va Max Design Maneuvering
181
Airspeed Va Max Design Maneuvering Flaps Extended
111
Airspeed Vb Turbulence Penetration
170
Airspeed Vf Max FLAPS APP
199
Airspeed Vfe Max Full Flaps C model
143
Airspeed Vle Landing Gear extension/extended
181
Airspeed Vle Landing Gear Retraction
163
Airspeed VMC Min Single Engine Control
86
Airspeed Vyse Best Rate of Climb Single Engine
121
Airspeed Vsse Single Engine Balk Speed
104
Except in an emergency, props should be moved out of reverse above
40 knots
Minimum airspeed for sustained icing conditions
140
Windshield Icing Maintain airspeed below
226
