Aerobatics Briefing Learn to fly the aircraft to its limits in the three planes. * * * Aerobatics * * *AEROBATICS.(Briefing:Aerobatics)AIM:To learn how to fly accuratey to the limits of the aircraft in the three planes. CONSIDERATIONS 1 of 2(Briefing:Aerobatics) LOADING -Varying degrees inposed.Depends on attitude, I.A.S. and change of direction Structural limitations must be observed. CONSIDERATIONS 2 of 3(Briefing:Aerobatics) INERTIA -inpose high may change AIRSPEED & POWER -Changes of both will change - control effectiven Prop driven - requirement for continual change for balance. CONSIDERATIONS 3 of 3(Briefing:Aerobatics) AILERON DRAG -Is only while Rolling and greater at low speed ENGINEC.S.U. maintains RPM.Fixed pitch easy to overspeed.Inverted flight may cause engine - to cut Close throttleAIRMANSHIP / ENGINE HANDLING(Briefing:Aerobatics) AIRMANSHIP Good look-out ( below ).H.A.S.E.L.L checks.Use of VA to avoid high loads. Recovery by 3,000 feet ( Regs ). No pax unless approved ( Regs ) ENGINE HANDLING:Smooth use of power.Avoid Overspeeding,- 2750RPMCheck temps and press. AirEx(Briefing:Aerobatics)Climb to 3500\' QNH.Good look-out ( below ).H.A.S.E.L.L checksLOOP -(Briefing:Aerobatics)1. Trim for level flite.2. Select reference point of line feature.3. Dive for required speed ( P.O.H. ).4. Ease back on stick - gently - moderate load.5. Speed decreasing - stick further back - positive load.6. Inverted - stick well back - check wings level - horizon7. Nose drops - stick forward - speed increases.8. Recover to climb attitude - conserve height.Control RPM with throttle. BARRELL ROLL -(Briefing:Aerobatics)1. Trim for level flight.2. Check reference point.3. Dive for required - I.A.S. - 8 o\'clock, - 4 o\'clock left.4. Raise nose 45° above horizon - commence roll.5. Back pressure maintains positive load - circle point.6. Check back pressure when inverted.7. Recover to level flite.RPM constant if done correctly.••STALL TURN -(Briefing:Aerobatics)1. Select line feature. .2. Dive for required I.A.S..3. Raise nose to near vertical.4. Check wings at horizon.5. Check forward to maintain Position. ■6. At min speed - apply rudder in required direction - prevent - ailerons.7. As nose cuts horizon close throttle.8. Centralize rudder on recip heading.9. Ease out of dive and climb. Last word(Briefing:Aerobatics) Sometimes things do not go well, doing Aerobatics So, if nothing else .... Remember this !!!!!!!!!!!!!!!!!!!!!! if you are not in a spin? always roll first to the nearest horizon only once wings are level - recover from the dive. Let\'s go and have fun ....................
Night flying Briefing Learn to operate the aircraft safely at night both on the ground and in the air. * * * Night flying * * *OBJECTIVE:(Briefing:Night flying)To operate the aircraft safely both on the ground and in the air at night. CONSIDERATIONS:(Briefing:Night flying) 1. Considerations* Night is between ECT and MCT* Legal: Aerodrome /aircraft lighting and minima (controlled /uncontrolled)Prerequisites(Briefing:Night flying)* 2 hours IF* PPL 2 hrs dual, 2 hrs solo, 5 total* CPL 4 hrs dual, 5 hrs solo, 10 total + 10 takeoffs/landings * Currency - To exercise night privileges on your license you must have 3 takeoffs/landings by night in the past 30 daysNight Vision(Briefing:Night flying)* Rods and Cones* Cones colour* Rods peripheral vision and movement* Used for night visionDark Adaptation(Briefing:Night flying)* 30 minutes* Avoid bright lightsIllusions(Briefing:Night flying)* Lookout* Speed perception* Lack of horizon* IF illusions* Flicker vertigo* Auto-kinesis* Star light confusion* Black holeEquipment(Briefing:Night flying)* Torch, and spare batteries* High Viz* All lights operational* Personal equipment torch, pen, mobilephone, watch, warm clothing, survival kit,possibly spare VHF or GPS Familiarity with Aeroplane(Briefing:Night flying)* Know location of controls and switchesFamiliarity with Aerodrome* Vol 4 Operational Data* Aerodrome lighting* ATC light signals* Approach lightingWeather(Briefing:Night flying)* Different Met Minima by nightUncontrolled 1500ft cloud base/8km visControlled 1500ft cloud base/5km vis* Inadvertent IMC* Diurnal wind effect* Overcast Vs clear sky* Temp and dew pointEmergencies(Briefing:Night flying)* Radio failure* Runway lighting failure* Landing or Nav light failure* Internal light failure* Electrical failure* Engine failure 2. Airmanship(Briefing:Night flying)* Preflight in the light* Use of aeroplanes lights* Number of other aircraft in the circuit* Illusions* Minimum Safe Altitude 3. Aeroplane Management(Briefing:Night flying)* More frequent SADIE checks* Dew and frost* Cockpit layout* Trust instruments 4. Human Factors(Briefing:Night flying)* Instrument flying illusions* Night vision factors adaptation, health, oxygen, colourperception, depth perception, focus, focal length, blackhole, lights and stars 5. Air Exercise(Briefing:Night flying)On the Ground* Taxi slowly* Notice runway light in peripheral vision* Aircraft on approach* Transfer to instruments as soon as airborne* When established in climb, can use visual referenceIn the Circuit(Briefing:Night flying)* Famil circuit* Local landmarks and townships* Downwind spacingApproach and Landing(Briefing:Night flying)* Approach perspective with runway edge lights* Don\'t look in to the area lit by landing light* Speed when vacating
Limited panel Briefing … * * * Limited panel * * *OBJECTIVES:(Briefing:Limited panel)1. To experience sensory illusions as a result of being deprived of visual references. 2. To maintain straight and level flight by sole referenceto the aircraft instruments.xx CONSIDERATIONS:(Briefing:Limited panel)Power + Attitude = Performance PowerRPM AttitudeAttitude Indicator PerformanceASI,ALT,DI,TC,VSI The Basic T AIRCRAFT MANAGEMENT:(Briefing:Limited panel) Safety Pilot - Min PPL- Type ratedBriefing - Calls:- \"Clear Left or Right\"\"- \"I have control\" (if evasive action required) Vacuum system Pitot/Static system Set AI bar Taxi & SADIE checks HUMAN FACTORS:(Briefing:Limited panel)Vestibular - Sensory organs in the inner ear detect angularacceleration linear acceleration, head tilt. Muscular - Nerve receptor system Skin pressure,muscle, limb position). Visual - Horizon and familiar ref pointsmust be replaced with instruments. Orientation conflicts may occur Trust Instruments!!Stress - Performance vs Arousal AIR EXERCISE:(Briefing:Limited panel)AI - Master Instrument 1) Appreciate the unreliability ofvestibular and muscular senseswithout visual reference. 2) Selective Radial Scan (SRS).Entering S&L - Select attitude (approximately) and power. Don\'t fixate on an instrument- Keep scan going All turns are Rate One Trust Your Instruments When making changesChangeCheckHoldAdjustTrim
Instrument flying introduction Briefing Learn to maintain straight and level by sole reference to the instruments. * * * Instrument flying introduction * * *OBJECTIVES:(Briefing:Instrument flying introduction)1. To experience sensory illusions as a result of being deprived of visual references. 2. To maintain straight and level flight by sole referenceto the aircraft instruments.xx CONSIDERATIONS:(Briefing:Instrument flying introduction)Power + Attitude = Performance PowerRPM AttitudeAttitude Indicator PerformanceASI,ALT,DI,TC,VSI The Basic T AIRCRAFT MANAGEMENT:(Briefing:Instrument flying introduction) Safety Pilot - Min PPL- Type ratedBriefing - Calls:- \"Clear Left or Right\"\"- \"I have control\" (if evasive action required) Vacuum system Pitot/Static system Set AI bar Taxi & SADIE checks HUMAN FACTORS:(Briefing:Instrument flying introduction)Vestibular - Sensory organs in the inner ear detect angularacceleration linear acceleration, head tilt. Muscular - Nerve receptor system Skin pressure,muscle, limb position). Visual - Horizon and familiar ref pointsmust be replaced with instruments. Orientation conflicts may occur Trust Instruments!!Stress - Performance vs Arousal AIR EXERCISE:(Briefing:Instrument flying introduction)AI - Master Instrument 1) Appreciate the unreliability ofvestibular and muscular senseswithout visual reference. 2) Selective Radial Scan (SRS).Entering S&L - Select attitude (approximately) and power. Don\'t fixate on an instrument- Keep scan going All turns are Rate One Trust Your Instruments When making changesChangeCheckHoldAdjustTrim
Compass use Briefing Learn to turn onto and maintain a compass heading while compensating for known errors. * * * Compass use * * *COMPASS TURNS(Briefing:Compass use) To turn accurately onto and maintain compass headings, compensating for known errors in the aircraft\\\'s magnetic compass. CONSIDERATIONS: Variation / Deviation(Briefing:Compass use)1) Variation:- Difference betweenTrue North and Magnetic North 2) Deviation:Difference betweenMagnetic Heading and Compass HeadingDue to ...- Aircraft magnet acted upon by things othermetal objects in the aircraft, etc- Compensated for by a compass swingdone by an engineer CONSIDERATIONS: Dip(Briefing:Compass use)3) Dip: - At magnetic equator flux linesare parallel with surface - As they approach the poles they dip down towards the earth\'s surface - A bar magnet tries to align with the lines of flux dip towards the earth\\\'s surface - To compensate, the bar magnet is set on a pivot,but some residual dip remains - The pivot arrangement is fairly unstable, so compasscard and magnets are immersed in fluid that Acceleration and Turning Errors(Briefing:Compass use)4) Acceleration Errors:Maximum on 090 and 270 - Nil on 000 and 180 (dip only)SAND = South - Accelerating, North - Decelerating 5) Turning Errors:Maximum on 000 and 180 - Nil on 090 and 270ONUS = Overturn North and Underturn South To correct for turning error, turns must beRate One - Balanced - Level - Without pitch changes.Angle of bank required for Rate One = TAS / 10 + AIRCRAFT MANAGEMENT:(Briefing:Compass use)Check Compass for:deviation card, fluid leaksbubbles, discolourationmetal or electrical objects TaxiCheck & Rwy Hdg Turn Coordinator - (flag)Vacuum System (4.5 - 5.2\\\"Hg) HUMAN FACTORS:(Briefing:Compass use) DisorientationSituational awarenessInformation ProcessingRemove unreliable informationStress Practice & procedure Beware degradation of Lookout AIR EXERCISE:(Briefing:Compass use)1) Demo Acceleration Errors - maintain reference point2) Demo Turning Errors3) Corrections for turns onto compass Hdgs(Left/Right) Prior to turns - 4 Questions1. Turn which way Left or Right?2. Overturn or Underturn?3. By how much?4. What is the roll out hdg? Exit Roll out smoothly at pre-selected hdg.Ref point on horizonLet compass settle (liquid swirl)In level balanced flight Read the compassTo Adjust HeadingTurn which way?When to roll out? (Rate 1 = 3 degrees/second or select new reference pt.)Maintain balanced level flight on reference point. . . . . . .
Low flying consolidation Briefing Learn to carry out various level turns in the poor visibility configuration. * * * Low flying consolidation * * *Objectives(Briefing:Low flying consolidation) To compensate for the effects of inertia, visual illusions and stress when operatingthe aeroplane in close proximity to the ground. To carry out various level turns in the poor visibility configuration in responseto deteriorating weather. Considerations : Perspective(Briefing:Low flying consolidation)Perspective - Ground features look different from plan view to profile view - Need to estimate horizon - cross-reference instruments - Height above ground estimated visually- altimeter secondary reference - Gently rising terrain needs to cross-reference airspeed indicator and altimeter Considerations(Briefing:Low flying consolidation)Turbulence- Turbulence more pronounced, up draughts and downdraughts more significant- Avoid flying in the lee of hills or the centre of valleys- Fly on the upwind side of hilly terrain, or up draught side of valleys Crossing Obstacles- Cross power lines at the pylons- Cross ridges at an oblique angle Supplementary Considerations(Briefing:Low flying consolidation)Airmanship- Revise boundaries of LFA and minimum height- Solo flights must be authorised, and only 1 aircraft in LFA- Make careful inspection of LFA, and HASELLL checks- Broadcast on entry and exit Aeroplane Management- Poor visibility configuration- Prolonged use of the poor visibility configuration may affect fuel reserves and engine operating temperatures- Use SADIE more frequently Human Factors- Visual illusions created by drift- Maintain a regular crosscheck of instruments,especially the balance indicator Air Exercise : Turns(Briefing:Low flying consolidation)Medium Turn- In poor visibility configuration, do need a small increase in power to maintain the airspeedSteep Turn- In poor visibility configuration steep turns limited to 45° because 1. Drag and Stall speed increaseexponentially beyond 45° Angle of Bank, and as power is limited, may not be able to maintain the airspeed 2. The G-load limit is lower with flap extended- No decrease in airspeed is acceptableso power is increased substantially at the roll in- Monitor attitude, angle of bank, speed, and balance- If altitude is being lost, reduce the angle of bank,increase power if necessary- Anticipate roll out and coordinate power reduction Air Exercise : Obstacle Avoidance(Briefing:Low flying consolidation)- Simulate the worst case scenario- Following a line feature in poor visibility an obstacle appears ahead!- Drift downwind at 45° to line feature to turn back into wind,completing the turn with feature back on the left Air Exercise : Coastal Reversal Turn(Briefing:Low flying consolidation)- Need to turn back, no horizon out to sea,high ground along the coast- Must keep the coast in sight throughoutthe turn seaward and then track back along the coast- Wind direction and strength determinesheading needed to track away fromthe coast to provide enough spaceto complete the turn- Headwind or tailwind - turn 45° awayfrom coast. Compensate for crosswindby increasing or decreasing the 45°- do not lose sight of the coastline- Angle of bank used depends on ability to keep coast in sight- Continue away from shore until enough distance available to turn back- Start turn with 45° Angle of Bank and reduce if not needed Air Exercise : Constant Radius Turn(Briefing:Low flying consolidation)- Adjust Angle of Bank to compensatefor drift to maintain constant distancefrom object on surface - Identify 4 points equidistant forreference to overfly - As turn down wind, groundspeed increases, so increase Angle of Bank - Turning crosswind again, groundspeed decreases, so decrease Angle of Bank - Turning into wind, groundspeed decreases, so decrease Angle of Bank - Turning crosswind again, groundspeed increases, so increase Angle of Bank Take Aways(Briefing:Low flying consolidation) Air Exercise Obstacle Avoidance Coastal Reversal Turn Constant Radius Turn Considerations Perspective Turbulence Crossing Obstacles Turns Medium Turn Steep Turn
Low flying introduction Briefing Learn to compensate for the effects of visual illusions and inertia when operating close to the ground. * * * Low flying introduction * * *OBJECTIVE:(Briefing:Low flying introduction) To compensate for the effects of visual illusions, and inertia when operating the aeroplane close to the ground. CONSIDERATIONS:Visual Effects(Briefing:Low flying introduction) Visual Effects- Effect of wind can lead to visual illusions- Flying into wind, groundspeed is low - Downwind, groundspeed high - Across the wind, drift is most noticeable. Track on reference point. Avoid crossed controls - Apparent slip or skid when turningDo not correct with rudder. Cross-reference balance indicator CONSIDERATIONS(Briefing:Low flying introduction) Reduced Airspeed- Less inertia and lower groundspeed =more time to think and react to obstacles+ reducing turn radius Flap- Increase lift and drag and adversely affects the L/D ratio- Increase lift thus Decrease stall speed- Poorer L/D ratio means higher power settingneeded to maintain straight and levelPower- Carb heat cycled not on continuously,Oil T’s & P’s should remain within normal range- Prolonged use may lead to Increase oil T- Also Decrease stall speed and provides slipstream- Increase power in turnsCONSIDERATIONS:Poor Visibility Configuration(Briefing:Low flying introduction)Poor Visibility Configuration- Airspeed 70kts,- 10-20 Flap setting (S/L Attitude) CONSIDERATIONS:Low Flying Zone(Briefing:Low flying introduction) Low Flying Zone - Inspect low flying zone and prep aeroplane before entering - Stay within the boundaries, do not descend below 200ft - If low-level over water, wear lifejackets - On entering, broadcast EET in the zone -when leaving, make a vacating report Wind Optical illusions in straight and level(Briefing:Low flying introduction) Headwind - Low G/S avoid lowering nose or increasing power Downwind - High G/S avoid raising nose or decreasing power Crosswind - Drift, avoid crossed controls, select ref point, offset drift Illusions (Briefing:Low flying introduction) During TurningSkid out Slip in Illusions during turning Calm Water May cause lack of depth perception Supplementary Considerations(Briefing:Low flying introduction)Airmanship- Poor visibility configuration used Aeroplane Management- Carb heat use- Fuel management- Use of power during turnswith flap lowered Human Factors- Obstructions difficult to detect at low level- Flying close to the ground is stressful, canlead to narrowing focus- Poor Vis Config used to give more time- Avoid bad wx AIR EXERCISE: Entry(Briefing:Low flying introduction)Low Flying Zone Boundaries- Complete the HASELLL checks and at 1000ft AGLfly around the edge of the LFZ- Using a powered descent, enter the LFZHASELLLH - Height > 200ft AGLA - Airframe Config statedS - Security Loose articles & harnesses secureE - Engine Fullest tank, pump ON,mixt RICH, SADIE, carb heatL - Locality Boundaries identifiedL - Lookout Wind indications, obstructions, birds, forced landing sitesL - Lights All external lights ON AIR EXERCISE: Visual Illusions(Briefing:Low flying introduction)Visual Illusions- Superimpose horizon over the terrain- Look at effect wind has on turning, and how to trackover the ground with a crosswind- Note effects of flying upwind and downwind on the groundspeed Effects of Inertia (Briefing:Low flying introduction)Effects of Inertia- Maintain straight and level note the reaction time needed to initiate a manoeuvres- Medium level turns noting the reaction times required and the radius of turnEffects of 3-D Effect(Briefing:Low flying introduction)3-D Effect - Terrain/obstacles wires, sun, shadow, mechanical turbulence Low flying enhances depth perception,allowing pilots to accurately judge distances and heights above the ground. The 3D effect of low flying creates an immersive experience,making the landscape appear vibrant and realistic. Improved depth perception during low-level flights aids in maintaining a safe altitude and avoiding obstacles. Poor Visibility Configuration(Briefing:Low flying introduction)- Reduce power to rpm, maintain straight and level flight, lower the flap - As airspeed Decrease to configuration speed,Increase power (about rpm) to maintain straight and level. Trim- Note the effect of a reduced speed Take Aways(Briefing:Low flying introduction) Air ExerciseLow Flying Zone Boundaries Visual Illusions Effects of Inertia 3-D Effect Poor Visibility Configuration CONSIDERATIONSVisual EffectsPoor Visibility ConfigurationReduced AirspeedFlapPowerLow Flying ZoneWind Optical illusions in straight and levelDuring TurningCalm Water
Short-field take-off and landing Briefing … * * * Short-field take-off and landing * * *ObjectivesTo ensure by calculation that there is adequate runway length for take-off and landing inaccordance with the aeroplane’s performance data.To apply sound decision making principles before adopting the recommended procedure fortake-off or approach for a runway of minimal length.To operate the aeroplane in accordance with the manufacturers recommended short-fieldtechniques in order to obtain the best possible performance Take-off considerationsTemperature changes density. ↑ temperature = ↓ in density. Correction neededOAT gauge or METARAs density ↓, TAS ↑ to achieve same IAS↑ take-off roll, but effects of density on engine performancefar more criticalPressure altitude corrects airfield elevation under the existing conditions, to an elevationwithin the standard atmosphereSet 1013 hPa on sub-scale and read off the pressure altitudeOr QNH and elevation required for calculationAeroplane weight directly affects take-off and climb performanceRunway surface - Take-off roll is reduced on a firm or sealed surface comparedto a soft or grass surfaceGrass surface is defined as short dry grassSlope - Up-slope ↑ the TODR. Down-slope ↓ TODRHWC - When the wind is at angle to runway, need to calculate headwindcomponentWind - With strong or gusty winds, always possibility of windshear in the climb-outVR and VTOSS increased to counter the possible effects of windshear CalculationInformation from Flight Manual and AC-91-3Take-off performance figures based on newengines and propellers how does thisaeroplane compare?Is the surface short dry grass or a long and wet?How important is it that a take-off beconducted now under these conditions andhow will the conditions be affected by a delay?Calculated take-off distance to 50ft assumesfull power is applied before brake release andthat stated flap setting is usedTODR includes ground roll and distancetravelled over the ground to reach 50ft at VTOSSNo rounding of take-off speeds fly themaccurately Landing considerationsElevationor PAAerodrome elevation is used when calculatinglanding distance and effects of pressurealtitude ignoredAerodrome height AMSL will affect LDRand PA may be used for more accuratecalculationsWeight - Affects inertia and therefore stopping distanceRunway surface - Landing roll is ↓ on a firm dry surfacecompared with a grass or wet surface dueimproved braking actionSlope - Up-slope ↓ LDR, and down-slope ↑ LDRHWC - When wind at an angle to runway,the HWC needs to be calculatedWind - If strong or gusty winds, always possibility ofwindshear on the approachApproach and VTT speeds are increased tocounter the possible effects of windshearCalculationInformation from Flight Manual and AC91-3Calculated landing distance from 50ft assumes correctspeed at 50ft and stated flap setting is usedLDR includes distance to touch down from 50ft over thethreshold and the ground roll to a full stopCrossing the threshold higher than 50ft, using less thanfull flap, or crossing the threshold at a higher airspeed,will increase the landing distance AirmanshipAdditional decision-making required in relation to strong/gustywind and EFATO immediately and positively lower the noseAeroplane managementFull power before brake release check static RPMIf static RPM not achieved could be dueIcing, Instrument error or Propeller damageGet problem checkedHuman factors Vision affected by high nose attitudeDuring approach perception may be influenced by visual cues ofsurrounding terrain, a false horizon, or runway length and widthCross-reference instruments regularly Air exerciseTake-offHold brakes on (nosewheelstraight), elevator neutral,apply full power. Static RPM,T’s and P’s checkedClean brake release, take theweight off nosewheel checkfor normal accelerationHold nosewheel on grounduntil VRAt VR smoothly rotate andlift off. Lower nose andaccelerate to VTOSSReaching VTOSS adjust attitudeand hold, keep straight onreference pointAt safe height accelerateto best RoC (VY) or normalrecommended climb speed.Check balanceBefore raising flap,safe height,safe airspeed, anda positive rate of climbWhen these conditions havebeen met, raise flap andcounter the pitch change.Allow acceleration to continue,and upon reaching the climbspeed required (best rate ornormal), trim to maintain theappropriate attitudeLandingDownwind, confirm approachand threshold speeds andchoose aim pointSlightly delay turn onto baseto ensure some power mustbe used throughout approachMonitor approach path byreference to the aiming pointand adjust power to maintaina steady rate of descentpower controls RoDEstablished on final, select fullflap and decrease airspeed byadjusting attitudeAchieve nominated VTT by200ft AGLIt is important to carry somepower into the flareIf the aeroplane is notproperly configured by 200ftAGL go around!The round-out and the hold-offare combined into the flareAim to reduce the rate of sinkto zero at the same time as themain wheels touch the groundand the throttle is closedLower the nosewheel, brakeimmediately, keep weight offthe nosewheel with elevatorbackpressureRaise flap on completion ofthe landing roll
Wing-drop stalling Briefing Learn to recover from a wing-drop stall using the correct technique. * * * Wing-drop stalling * * *OBJECTIVES:(Briefing:Wing-drop stalling) To revise stalling with power and flap. To carry out a stall from straight and level flightrecovering from a wing dropwith minimum altitude loss. PRINCIPLES OF FLIGHT : Causes(Briefing:Wing-drop stalling) Cause of stall - aeroplane exceeding critical angle of attack,regardless of airspeed. Factors Which May Cause a Wing Drop- Turning out of balance - Weight imbalance - Rigging- Flap- Ice/damage- Turbulence- Slipstream PRINCIPLES OF FLIGHT : Autorotation (Briefing:Wing-drop stalling)If an Aircraft rolls..Normal Flight - Righting effectStalled Flight - Roll Continues Autorotationis Rolling and Yawingtoward the down going wing 1. KEEP AILERONS NEUTRAL 2. Preventing further yaw with rudderthis will stops the Autorotation Airmanship etc(Briefing:Wing-drop stalling)Airmanship - Practice in safe area - HASELL and HELL checks - Stall with power and flap - Situation Awareness - attitude, airspeed, configuration, flightphase, symptoms Human Factors - Overlearn correct technique Aeroplane Management - Carb heat - Airspeed and rpm limits AIR EXERCISE: Entry /Symptom(Briefing:Wing-drop stalling) 1. Revise power and flap stall, recovery at onset Entry2. Wing drop stall - 1500rpm - 20° Flap- Hasell/ Hell Checks - Ref pt- Carb ht Hot- Power to 1500 rpm Keep straight- Below 85kts, Lower 20° flap- Maintain height and direction- At 60kts or stall warning Carb Ht Cold- (Pilot fails to maintain direction - if necessary)Symptoms - Low and decreasing airspeed- Controls light and less effective- Stall Warning- Buffet At the stall /Recovery(Briefing:Wing-drop stalling)At the stallthe Aircraft sinks, the nose pitches down and one wing drops RecoveryTo unstall check centrally forwardPreventing further yaw with rudderTo minimise height lossFull PowerLevel the wings & centralise rudderSmoothly raise the nose to horizonReduce from full flap settingSafe height, speed & +ve ROCRaise remaining flap graduallyAt 60ktsClimb to ref alt, regain ref point * * MAINTAINSITUATIONAL AWARENESS * * Take Aways(Briefing:Wing-drop stalling) Principles of Flight Factor that can cause a wing drop - Out of Balance - Weight Imbalance - Rigging - Flaps - Ice or Damage - Turbulence - Power can lead to.. AutorotationRecovery* * * KEEP AILERONS NEUTRAL * * *Rudder used to prevent yaw and lower nosefull Power. - Regain starting altitudeand reference point * * MAINTAINSITUATIONAL AWARENESS * *