Turbi checkout - RAA Chapter 85

Transcription

Chapter 85 Club Aircraft
Druine Turbi Checkout
Druine Turbi
From Wikipedia, the free encyclopedia
D.5 Turbi
R.A.A.C Chapter 85 Druine Turbi
Role
Club aircraft
CR GOGUILLOT
Manufacturer
Designer
Roger Druine
First flight
c. 1967
The Druine D.5 Turbi was a light aircraft designed in France in the 1950s for home building. It was a lowwing cantilever monoplane with fixed tailskid undercarriage. The pilot and a single passenger sat in
tandem, open cockpits. The Turbi’s semi-monocoque fuselage is all wood stringers and plywood skins.
The dual wood spar wing, has plywood walk areas and a plywood D-cell leading edge. The leading edge
area ahead of the ailerons has slots built in to increase aileron control even after the wing has stalled.
The remainder of the wing is of wooden structure with fabric covering. The vertical and horizontal
stabilizers are covered in plywood. All the control surfaces are of wooden structure and fabric covering.
The control surfaces are all cable operated.
Specifications (Chapter 85 Druine D.5 Turbi)
General characteristics
■
■
■
■
■
■
Crew: One pilot
Capacity: 1 passenger
Length: 6.89 m (22 ft 6 in)
Wingspan: 8.77 m (28 ft 9 in)
Wing area: 12.9 m2 (139 ft2)
Powerplant: 1 × O-235 Lycoming 115hp
1 of 23
Weights:
FWBE
Speeds:
FWBE
Gross
1500 lb.
VS (rear cg)
38 mph
OWE (lb.)
927 lb.
40 mph
Capacity
573 lb.
VS (fore cg)
Max. Baggage
15 lb.
VX (best angle)
60 mph
Max. Fuel
G limit
80 L / 128 lb.
3G
Vfinal
65-75 mph
Vlanding
55-60 mph
VGlide
VY (best rate)
70 mph
65-75 mph
VA
66 mph
VNO
100 mph
VNE
108 mph
2 of 23
Chapter 85 Turbi System description
The Chapter 85 Turbi was constructed by Mr. Goguillot and first registered in 1967. Currently the aircraft
is equipped with a carbureted Lycoming O-235, 115hp engine. The primer has a very small volume. Use
5 strokes to prime a cold engine. The aircraft has a single 80L fuselage-tank. The tank feeds by gravity
through a shut-off valve directly to the carburetor. The shut-off valve is controllable from both the front and
rear cockpits. The engine is equipped with a starter and a generator. After start check that the generator is
charging the battery. Prior to take-off verify that the ammeter has come down to below 5 amps. The
chapter 85 Turbi has a fully enclosed cockpit and a steering tailwheel. Prior to flight verify that the straps
holding the canopy in place are engaged.
Front Cockpit Briefing
3
2
4
1
1. Airspeed Indicator
1. Heel-brakes
2. Magnetic Compass
2. Fuel shut-off valve
3. Altimeter
3. Fuel tank bottom
4. slip / skid ball
4. Rudder pedal
11. Fuel quantity
Rear Cockpit Briefing.
The rear cockpit has the following instruments:
3
1. Oil temperature
2. Oil pressure
3. Hobbs meter
4
4. Airspeed
5. Turn coordinator
6. Magnetic compass
7. RPM
6
8
2
1
10
5
7
9
11
8. Altimeter
9. VSI
10. Ammeter
12
3 of 23
12.Fire extinguisher
1
5
3
6
2
4
7
8
1. Throttle
2. Trim
3. Carb Heat
4. Mixture
5. Fuel Valve control
6. Heel Brakes
7. Fresh Air vent
8. Cockpit heat
4 of 23
Emergency Checklists
ENGINE FAILURES
ENGINE FAILURE DURING TAKEOFF RUN
1. Throttle -- IDLE
2. Brakes -- APPLY
3. Mixture -- IDLE CUT-OFF
4. Ignition Switch -- OFF
5. Master Switch -- OFF
ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF
1. Airspeed -- 65 MPH
3. Fuel Shutoff Valve -- OFF
5. Master Switch -- OFF.
ENGINE FAILURE DURING FLIGHT
2. Trim lever -- nose up for 65 MPH
3. Carburetor Heat -- ON
4. Fuel Shutoff Valve -- ON
5. Mixture -- RICH
6. Primer -- IN and LOCKED
7. Ignition Switch -- BOTH (or START if propeller is stopped)
FORCED LANDINGS
EMERGENCY LANDING WITHOUT ENGINE POWER
1. Airspeed –65 MPH
4. Master Switch -- OFFFuel
5. Shutoff Valve -- OFF
6. Touchdown -- SLIGHTLY TAIL LOW
7. Brakes -- APPLY HEAVILY
5 of 23
PRECAUTIONARY LANDING WITH ENGINE POWER
2. Selected Field -- FLY OVER, noting terrain and obstructions
3. Radio and Electrical Switches -- OFF
6. Touchdown -- LIGHTLY IN WHEEL-LANDING ATTITUDE
8. Brakes -- APPLY AS REQUIRED
DITCHING
1. Radio - - TRANSMIT MAYDAY on 121.5 MHz or last assigned frequency, giving location and
intentions and SQUAWK 7700 if transponder is installed
2. Heavy Objects (in baggage area) -- SECURE OR JETTISON
3. Canopy -- open (both if with passenger)
4. Shoulder harness -- as tight as possible
5. Life vest(s) -- DO NOT INFLATE UNTIL OUT OF AIRCRAFT
6. Approach -- High Winds, Heavy Seas -- INTO THE WIND.;
Light Winds, Heavy Swells -- PARALLEL TO SWELLS
7. Power -- ESTABLISH 300 FT/MIN DESCENT AT 45 MPH
8. Touchdown -- TAIL-LOW ATTITUDE
9. Passenger Face -- CUSHION at touchdown with folded coat or folded arms
10. Airplane -- EVACUATE
11. Life Vests and Raft -- INFLATE OUTSIDE AIRCRAFT
FIRES
DURING START ON GROUND
1. Cranking—CONTINUE ,to get a start which would suck the flames and accumulated fuel through
the carburetor and into the engine.
If engine starts:
1. Power -- 1700 RPM for a few minutes
2. Engine -- SHUTDOWN and inspect for damage.
If engine fails to start:
1. Cranking -- CONTINUE in an effort to obtain a start
6 of 23
2. Fire Extinguisher - - OBTAIN (have ground attendants obtain if not installed)
3. Engine -- SECURE
• Master Switch -- OFF
• Ignition Switch -- OFF
• Fuel Shutoff Valve -- OFF
4. Fire – EXTINGUISH using fire extinguisher ,wool blanket ,or dirt
5. Fire Damage -- INSPECT, repair damage or replace damaged components or wiring before
conducting another flight.
ENGINE FIRE IN FLIGHT
2. Fuel Shutoff Valve -- OFF
4. Cabin Heat and Air -- OFF
5. Airspeed -- 85 KIAS (If fire is not extinguished, increase glide speed to find an airspeed which will
provide an incombustible mixture)
6. Forced Landing -- EXECUTE (as described in Emergency Landing Without Engine Power)
ELECTRICAL FIRE IN FLIGHT
2. All Other Switches (except ignition switch) -- OFF
3. Vents/Cabin Air/Heat -- CLOSED
4. Fire Extinguisher -- ACTIV A TE (if available)
CABIN FIRE
2. Vents/Cabin Air/Heat -- CLOSED (to avoid drafts)
3. Fire Extinguisher -- ACTIVATE (if available)
WARNING
After discharging an extinguisher within a closed cabin, ventilate the cabin.
If fire appears out and electrical power is necessary for continuance of flight:
1. Master Switch -- ON
2. Circuit Breakers -- CHECK for faulty circuit, do not reset
3. Radio/Electrical Switches -- ON one at a time, with delay after each until short circuit is localized.
Note ammeter between turning switches on for unusual increase.
7 of 23
4. Vents/ Cabin Air/ Heat -- OPEN when it is ascertained that fire is completely extinguished
5. Land the airplane as soon as possible to inspect for damage,
LANDING WITH A FLAT MAIN TIRE
1. Approach -- NORMAL - plan on wheel landing
2. Touchdown—GOOD TIRE FIRST hold airplane off flat tire as long as possible with aileron control.
Land tail gently and start using brakes on GOOD TIRE side as required.
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS
AMMETER SHOWS EXCESSIVE RATE OF CHARGE (Full Scale Deflection)
Alternator -- OFF
Nonessential Electrical Equipment -- OFF
Flight -- TERMINATE as soon as practical
AMMETER SHOWS DISCHARGE
Increase engine RPM above idle.
1. If ammeter shows charge -- monitor
2. If ammeter continues to show discharge:
1. Radios -- OFF
3. Master Switch -- ON
4. Ammeter -- CHECK CHARGING.
5. Radios -- ON.
3. If ammeter shows discharge again:
1. Alternator -- OFF
2. Advise controlling agency of situation then radio OFF
3. Nonessential Radio and Electrical Equipment -- OFF
4. Flight -- TERMINATE as soon as practical
8 of 23
AMPLIFIED PROCEDURES - EMERGENCIES
ENGINE FAILURE
In case of an engine failure during the takeoff run the most important things to do are to maintain
directional control and stop. If the failure happened after the tail is up in the air, initiate firm braking action
and land the tail as airspeed and directional control allow.
Incase of an engine failure after takeoff maintain airspeed by immediately lowing the nose. Establish best
glide speed for the airplane first! Pull the trim lever full nose up trim. This will help get you close. The Turbi
does not climb out steep enough to allow a 180 degree course reversal to the run, EVER!!!! Don’t even
make it a consideration. Find a suitable landing area ahead of the airplane, make only small course
changes left or right of straight ahead. Avoid ditches and hard objects. If need be pick the softest
cheapest object to hit and don’t stop flying until the airplane stops moving.
All items on the emergency checklist besides flying are optional. They do nothing to help you glide and
land successfully. The increase safety above and beyond your safe glide and landing.
FORCED LANDINGS
If an engine failure occurs establish best glide speed, trim, and select a suitable field. Then attempt to
restart the engine as discussed under the “Engine Failure During Flight” checklist. If these actions fail
execute the ”Emergency Landing Without Engine Power” checklist.
Before attempting an "off airport" landing with engine power available, one should fly over the landing
area at a safe but low altitude to inspect the terrain for obstructions and surface conditions, proceeding as
discussed under the Precautionary Landing With Engine Power checklist. Choose the landing style you
intend to use, wheel-landing or three-point, and make your approach and landing plan accordingly.
Prepare for ditching by securing or jettisoning heavy objects located in the baggage area and collect
folded coats for protection of occupants' face at touchdown. Tighten the shoulder harnesses as much as
possible. If you keep your head from hitting the panel your chances of evacuating are good. Transmit
Mayday message on 121.5 MHz or frequency of last contact, giving location and intentions, and squawk
7700 if a transponder is installed. After your last radio transmission slide the canopy full aft. In the case of
glassy water, judging your height will be very difficult. Establish a 300 ft/min descent and hold that. If there
is sufficient wave action to judge your height, plan on a three-point landing. Make sure you DO NOT
inflate your life-vest until after evacuating the aircraft. An inflated life-vest will pin you in an overturned
aircraft.
9 of 23
NORMAL CHECKLISTS
Pre-Flight
Start Check
Personal Checklist: ".....................................I.’M. S.A.F.E
Documents on board: "...........................A.R.R.O.W.I.L.L.
All Switches".............................................................OFF
Master"........................................................................ON
Fuel Gauge".............................................Quantity Check
Master"......................................................................OFF
Cockpit Check".....................Seats, Belts, Wiring, Debris
"............................Fire Extinguisher charged and secure
Exterior
Canopy ".......................................Condition, Cleanliness
Port Wing: ".....................................Trailing edge, Aileron
".......................................Nav Light, Slots, Leading edge
"..........................................................Gear,Wheel, Brake
Fuel Quantity"................................Measure with dipstick
Fuel Quality/Drain"...............................................Strainer
Nose:".............Carb heat hose, Cabin heat hose, Wiring
"....................... Control linkages, Fittings, Oil/Fuel Leaks
"...........................................................................Air Filter
Oil Quantity "................................................4 quarts min.
Propeller"............................................Condition, Security
Starboard Wing: "..............................Brake, Wheel, Gear
".................Leading Edge, Static Tube, Pitot Tube, Slots
".....................................Nav Light, Aileron, Trailing Edge
Fuselage"............................Antennae,General Condition
Tail Surfaces"...............Security, Freedom of Movement
".........................................................................Nav Light
Tailwheel"............................................Condition, Springs
Trim Tab "............................................Condition, security
Belts, Baggage, Brakes, Canopy, Maps, etc
Controls"..................................Check freedom full range
Fuel"................................................................Check ON
Cabin Heat "SET
...............................................................
Circuit Breakers "....................................................Check
Avionics & Electrics".................................................OFF
Master"........................................................................ON
Magnetos"...................................................................ON
Mixture".....................................................................Rich
Carb Heat "................................................................Cold
Trim Check".....................Check friction, Set for Take-Off
Throttle"...............................................................Set 1/4”
Primer".....................................As required (5 when cold)
Primer"..................................................................Locked
Brakes ".......................................................................ON
Stick".....................................................................Full Aft
Clear Prop" ...............................................“Clear Prop!”
Starter".................................................................Engage
Check Oil Pressure"............60-75 psi within 30 seconds
Throttle"...........................................................1000 RPM
Avionics".......................................................As Required
Amp Gauge"......................................................Charging
Passenger Briefing
Survival Gear".......................................location if carried
Life Vest"....................security, function, when to deploy
ELT"..................................................Location & Function
Fire Extinguisher".............................Location & Function
Smoking"....................................................Not permitted
Canopy "...........................................................Operation
Seat-Belts".......................................................Operation
Flight Controls "..................................DO NOT TOUCH!!!
Pedals"..............................................DO NOT TOUCH!!!
ATIS Information
AK3
CZBB
125.5 (CZBB)
CYPK
CYNJ
125.0
124.5
Altimeter"SET
...................................................................
Ground Taxi Clearance
AK3
123.3
CZBB
124.3
CYPK
CYNJ
123.8
121.9
Brakes "................................................Test While Taxiing
Controls".................................Stick Aft, Ailerons for wind
Flight Instruments".............................check while taxiing
Taxi to run-up area
10 of 23
Run-Up
Heading".........................................Into wind as practical
"..................................................check area clear behind
Brakes ".......................................................................ON
Controls"............................Aft, ask passenger if possible
Oil Temperature"..............................................Indicating!
Oil Pressure".....................................................60-75 psi
Primer"..................................................................Locked
Carb Heat "................................................................OFF
Mixture".....................................................................Rich
Throttle"...........................................................1700 RPM
Mixture".......................................................Lean to Peak
"................................................Rich after 30-60 seconds
Magneto check".....................................B-L off-B-R off-B
"
Maximum drop "...................................125 RPM
"
Maximum difference".............................50 RPM
"
Not rough
Carb Heat "..................................................................ON
Throttle Idle"...............................................500-600 RPM
Carb Heat "................................................................OFF
Throttle"...........................................................1000 RPM
Pre Take-Off
Belts, Baggage, Brakes, Canopy, Maps, Passengerreminders, etc.
Controls"...................................................Free & Correct
Fuel".....................................................ON, quantity note
Instrument".............................................................check
Avionics"...................................................set as required
Transponder"...............................................................Set
Lights "............................................................As required
Mags ".................................................................ON both
Mixture".....................................................................Rich
Carb Heat "................................................................Cold
Trim"........................................................Set for take-Off
Request clearance / Broadcast Intentions
“Delta Airpark traffic, Turbi FWBE entering runway 25,
right-hand turn-out after take-off, departing down-wind
for Langley. Delta Airpark traffic, FWBE.”
Listen and Look for conflicting Traffic
Taxi to position"................................................Note Time
Ailerons"...........................................Appropriate for wind
Apply power and GO!
Climb / Cruise
Trim"......................................Adjust hands-off ALWAYS!!
Carb Heat "................................Check when appropriate
Mixture"..........................................Adjust as appropriate
Oil Pressure"...........................................Check regularly
Oil Temperature".....................................Check regularly
Pre Landing
Belts, Baggage, Brakes, Canopy, Maps, Passengerreminders, etc.
Flight Instruments"..................................................check
Primer"..................................................................Locked
Master"........................................................................ON
Magnetos"...........................................................ON both
Mixture".....................................................................Rich
Carb Heat "..................................................................ON
Trim".........................................Hands-Off for 65-75 mph
Throttle"...........................adjust to control descent angle
Post Landing
Exit Active Runway Before This Checklist!
Carb Heat "................................................................Cold
Mixture"............................................Lean as appropriate
Time"....................................................Note landing time
Request clearance / Broadcast Intentions
AK3
CZBB
CYPK
CYNJ
AK3
CZBB
CYPK
CYNJ
123.3
118.1
125.0
119.0
123.3
118.1
125.0
119.0
Your radio call format should be:
• Who you are addressing
• Who you are
• Where you are
• What your intentions are
• Additional information, ATIS, etc.
• (if blind transmission - repeat:
• Who you are)
e.g.:
11 of 23
Shutdown
ELT"...............................................................check 121.5
COMM"........................................................to local ATIS
Radios "OFF
.....................................................................
Master & Electrics"....................................................OFF
Throttle"...........................................................1000 RPM
Carb Heat "................................................................OFF
Magnetos (live check)".....................both OFF - both ON
Mixture".................................................................Cut-Off
Magnetos".................................................................OFF
Fuel"OFF
..........................................................................
Logbook"......................................Enter Flight and snags
Pre-Maneuver Checks
Before performing maneuvers in practice area (or
anywhere where not prohibited), check for:
• H Height above terrain
• A Aircraft security and readiness
• L Location terrain and airspace
• T Traffic in the area including COMM!
Emergency / Precautionary Landing:
(nearest ATC frequency or 121.5)
“Abbotsford Tower, Mayday, mayday, mayday
Turbi FWBE
We have had an engine failure
1500 feet over Sardis, landing in a field 2 miles west of
Sardis, 2 souls onboard, 20 liters or fuel, colors yellow,
blue, and white.”
Aircraft Information
Weights:
FWBE
Gross
1500 lbs
OEW (lbs.)
927 lbs
Capacity
573 lbs
Max. Baggage
15 lbs
Max. Pilot
see W&B
sample calcs.
Max. Fuel
80 L / 128 lbs
Fuel:
100LL ONLY
1 US Gallon
6 lbs
1 Litre
1.6 lbs
Speeds:
FWBE
Vs
40 mph
Vx
60 mph
Vy
70 mph
Vglide
70 mph
Va
66 mph
Vno
100 mph
Vne
108 mph
Vfinal
65-75 mph
Vlanding
55-60 mph
Radio Communications
General Format:
• Who you are
• Where you are
• What your intentions are
• Additional information, ATIS, etc.
• (if blind transmission - repeat:
• Who you are)
Examples of Specific Calls
Ramp:
“Langley Ground
Turbi FWBE
On the Tower ramp
Request taxi for the active, for circuits
With information Bravo”
Diversion:
“Abbotsford Tower
Turbi FWBE
1000 feet, over Mission Bridge
VFR to Chilliwack. Request diversion through your
zone, around south side of Glenn Valley to Langley due
to deteriorating weather.”
12 of 23
Tailwheel Check-Out Refresher
Flying a tailwheel aircraft (aka ‘tail-dragger’) is no different than flying a tricycle gear (aka ‘nose-dragger’)
aircraft. The difference lies in their behaviors on the ground.
Before you get in to the Turbi, review the front cockpit. Make sure nothing is loose and that nothing will
interfere with the controls. If you are flying alone, do the belts up securely and pull them tight enough to
keep them from interfering. If you have a passenger, help them belt in. Review how the belt works where
all the controls are and what they are and are not allowed to touch. Also review carefully any commands
or terminology your may wish to use to indicate if, when, and how the controls may be transferred.
You start flying a tail-dragger the moment you start the engine, and you DO NOT stop flying it until the
engine is turned off and it is tied down or put in the hangar. This is because the airplane’s flight controls,
particularly the tail, are immediately effective. As shown in the illustration the tendency of the engine’s
thrust is to nose the airplane over. Therefore you as pilot
have to start thinking about your control inputs even
before you start the engine. Prior to starting the engine.
Do your cockpit checks, put on your belts, adjust your
engine thrust
lifts tail
headset, set your radios as much as possible, and
basically get everything out of the way. When you are
completely ready grab the stick and hold it completely
back before hitting the starter button. There are times
when the airplane may lurch forward because you did not
have the brakes held quite firmly enough. Stomping hard
on the brakes and having the control stick all the way
forward may be enough to lift the tail off the ground. If you have a passenger you can ask them to hold
the stick all the way back for you.
In some tail-draggers, and certainly the Turbi, forward visibility may be restricted by the airplane’s design
or even the front passenger. This may necessitate S-turning the airplane on the ground. Particularly in
constricted ramp areas you need to exercise extreme caution when doing this. It is often a good idea to
have a look around the airplane before even getting in to make a plan as to how to get from where you
are to where you want to go. There are times that simply walking the airplane to a more open spot is the
smartest idea. Have a look and think ahead.
Be cautious while S-turning during taxiing. It is easy to forget that while you may have good visibility to
one side of the aircraft the wing on the other side may be sticking out over an area that is not part of the
taxiway. You may just find that long lost fence post out there in the tall grass!
Keep the direction and strength of the wind in mind while taxiing. The ailerons should be adjusted so as to
roll away from a tailwind and roll into a headwind. The elevator and rudder however live in the prop-blast.
They will virtually always have a positive wind-blast over them. The only time this would not be the case is
if the wind were to be stronger than the prop-blast. Should this be the case, you need to put the airplane
back in a hangar!
13 of 23
Ch 13.qxd
5/7/04
10:04 AM
Page 13-5
Point of
Wheel Pivoting
theGround
friction Loop.
and drag of the wheels on the ground.
The
Brakes
may be used is
if needed
help slow
thealways
airplane.
When
a tail-dragger
movingtoforward
it is
After the
has that
been slowed
and has
willing
to airplane
perform
lowestsufficiently
of aerobatic
been turned“the
ontoground
a taxiway
or clear
of the
area,
maneuvers:
loop”.
While
notlanding
officially
it should beby
brought
to a complete
stop. Only
recognized
the IAC,
it is perhaps
the after
mostthis
is doneaerobatic
should themaneuver
pilot retract
flaps
and perform
popular
andthe
may
garner
high
other checklist
items.
judges
points if
executed spectacularly or at
precisely the right time. The ground loop may
occurROSSWIND
during taxi, landing,
and albeit rarely, even
LANDING
during
take-off.
If the crab method of drift correction has been used
C
throughout
final
approachhas
andinroundout,
crab
The
one thingthe
the
maneuver
common the
in all
must
be
removed
before
touchdown
by
applying
these situations is that YOU, the pilot, did not keep
C.G.
rudder
to align
airplane’s
longitudinal
the
aircraft
goingthe
straight.
As can
be seenaxis
fromwith
the its
direction
of
movement.
This
requires
timely
illustration on the left the C.G. of a tail-dragger isand
accurate
action.
Failure
to accomplish
results in
located
well
behind
the main
wheels. this
Therefore,
severe
side
loads
being
imposed
on
the
landing
gear
any time the airplane starts to veer left or right
and
imparts
ground
looping
tendencies.
from its current direction the C.G. will try to push
Figure 13-2. Effect of CG on directional control.
the airplane deeper into that turn, which tends to
If the
theaircraft
wing-low
is used,
the until
crosswind
make the turning worse, which causes the C.G. to push
evenmethod
harder into
that turn
we
correction
(aileron
into
the
wind
and
opposite
finally
the way
around.and
At the
will afind your self looking straight back from whence rudder)
you
wingtipgotoall
contact
the ground,
mayleast
even you
impose
throughout the
came.
Often
the
direction
from whence
you came
flash be
by maintained
the front windshield
androundout,
you will and
findthe
sideward
force
that
could collapse
the landing
gear. willshould
touchdown
made
on
the
upwind
main
wheel.
yourself
looking
to loop
where
wanted
to go, but now no doubt in need of a bathroom stop. And at
The airplane
can back
ground
lateyou
in the
after-landing
worst
you may
collapse
gear, stickdecreases
a propeller
in the
roll because
rudder
effectiveness
with
the ground, or turn the airplane upside down.
During gusty or high-wind conditions, prompt
decreasing
flow
air along
rudder
surface absolutely
as the
The
moral of
theofstory
is to the
keep
the aircraft
straight! Your feet must be on the rudders at all
adjustments must be made in the crosswind correction
airplane
slows.
As
the
airplane
speed
decreases
and
the corrections
times. If your feet are not constantly moving to make
you are probably preparing for a groundto assure that the airplane does not drift as it touches
tailwheel
been lowered
ground,tail-dragger
the steerableyou have
loop.
Thathas
wiggling
rudder to
of the
a landing
seen is a sign of expertise, not nervousness.
tailwheel provides more positive directional control.
down.
Especially while practicing early in your tail-dragger check-out/recurrency you should consider staying on
grass runways as they are much more forgiving of misalignments
than pavement
runways.
The
tires contact,
have
As the forward
speed decreases
after
initial
To use the brakes, the pilot should slide the toes or feet
a tendency to slide on the grass rather than digging in asthe
they
do onof
pavement.
weight
the airplane will cause the downwind
up from the rudder pedals to the brake pedals (or apply
main wheel to gradually settle onto the runway.
Taking
off a tail-dragger.
heel pressure
in airplanes equipped with heel brakes).
Taking
off pressure
in a tail-dragger
considerably
different
If rudder
is beingisheld
at the time
brakingthan doing so in a nose-dragger. As soon as you apply
AnYou
adequate
amountforofthis
power
should be
power
theneeded,
nose will
start veering
off to the left.
must correct
immediately
withused
the to
action is
thatattempt
pressuretoshould
not be released
maintain
the
proper
airspeed
throughout
the
approach,
rudders.
control
will be difficult as the nose obscures your forward vision.
as the feetInitially
or toes keeping
are being directional
slid up to the
brake pedals,
should
be the
retarded
to idling
When
youcontrol
have full
on the
engine
startcan
brining
tailthe
up throttle
to a point
where
airplane
has aposition
level
because
maypower
be lost
before
brakes
be theand
after
the
main
wheels
contact
the
landing
surface.
Care
attitude
the horizon.
Thisroll,
will provide
a great forward view and also put more weight
on the
applied. with
During
the ground
the airplane’s
must
be
exercised
in
closing
the
throttle
before
mainwheels
for directional
(You by
willcarefully
find, when taking off of runway 25 at Delta Airpark, that therethe
direction of movement
maycontrol.
be changed
pilotisislikely
readytofor
touchdown,
exists
an pressure
annoying
the runway
right
at the on
point that
launch
you intobecause
the air, the
but sudden
5 mph or
applying
ondip
oneinbrake
or uneven
pressures
premature
closing
of
the
throttle
may
cause
a sudden
earlier
than in
you
prefer.)
You Caution
will find must
that lifting
as
each brake
thewould
desired
direction.
be the tail will cause the airplane to swerve again
increase
in
the
descent
rate
that
could
result
a hard
you
are dealing
with the
gyroscopic
forcestofromavoid
the spinning propeller. Once airborne accelerate to in
65-70
exercised,
when
applying
brakes
landing.
mph
for your climb out.
overcontrolling.
If a wing starts to rise, aileron control should be
CROSSWIND AFTER-LANDING ROLL
Landing
a tail-dragger.
Particularly during the after-landing roll, special
applied toward
that wing to lower it. The amount
The
debate
between
a
three-point
landing
and
a
wheel-landing
as old
the to
tail-dragger
itself.
Both
attention ismust
be as
given
maintaining
directional
required will depend on speed because as the forward
methods
have
their
advantages
and
disadvantages.
control
by
the
use
of
rudder
and
tailwheel
steering,
speed of the airplane decreases, the ailerons will
while keeping the upwind wing from rising by the use
become
less effective.
The
three-point
landing is precisely as its name implies. All three wheels are intended to land at the same
of aileron. Characteristically, an airplane has a greater
time. In practicality one comes in at approximately 55 mph over the fence and pulls the power to idle. One
profile, or side area, behind the main landing gear than
then
holds thecontrol
airplane
off the
as long
asaspossible, which leads to landing the tailwheel first. As
The elevator
should
beground
held back
as far
forward of it. [Figure 13-3] With the main wheels
soon
as itand
hitsasthe
ground
the mainsuntil
will the
plopairplane
onto the ground as well and the airplane has stopped flying
possible
firmly
as possible,
stops. This provides more positive control with
tailwheel steering, tends to shorten the after-landing
roll, and prevents bouncing and skipping.
If available runway permits, the speed of the airplane
should be allowed to dissipate in a normal manner by
acting as a pivot point and the greater surface area
exposed to the crosswind behind that pivot point, the
airplane will tend to turn or weathervane into
14the
of wind.
23
This weathervaning tendency is more prevalent in the
tailwheel-type because the airplane’s surface area
behind the main landing gear is greater than in
nosewheel-type airplanes.
completely. The airplane will not have any tendency to leap back into the sky. However, there are two
drawbacks. First, the nose and your passenger will be in the same position as during your taxi out. You
will thusly have the same forward vision. Second, if the airplane was not traveling completely straight and
aligned with the runway you will need to correct immediately and aggressively to keep from performing
the heretofore mentioned ground-loop. As you are traveling relatively slowly you have relatively little
aerodynamic control of the plane. There are times when you must apply a burst of power simply to
provide enough prop-blast over the tail to make it effective enough. In almost all cases it is wise to simply
push the power all the way up and make it a touch and go, rather than to try to score a 9.5
A wheel landing means a stable approach at about 60 mph, with the aircraft trimmed for a constant
descent. Just prior to touching the ground minimize your descent rate but leave the power alone. When
the main wheels touch the ground check the control stick forward just a little to pin the wheels on the
ground and then pull the power off. You can then gently lower the tail to the ground as you loose speed.
You will have full forward vision of the runway and lots of aerodynamic control. The drawback is that if you
do not minimize your descent rate, the mains will hit the runway but the tail will keep going down which
means you’ll be back up in the air flying. The solution is simple; apply the rest of the power, carb heat
cold, and add one more circuit to your logbook.
Both methods will be reviewed and practiced during the checkout.
Balked Landings - Go-arounds
But for exceptional circumstances the rule is: “one landing attempt per approach.” A landing is not
complete until you are taxiing at walking pace. This means that if you bounce, are swerving to the side of
the runway, or for any reason have to apply a significant amount of power to recover during a landing you
should strongly consider going around. Apply full power, carb-heat in, and check mixture rich.
Concentrate on coordinated flight, while accelerating to a safe climb speed. THEN adjust the direction of
your climb-out to coincide with the heading of the runway.
First things first: take a breath. In fact; take several slow deep breaths and calm down. You’re back in the
air, fly the departure just like you always do and simply concentrate on the next circuit and approach.
15 of 23
Chapter 85 Club Aircraft Policy
The club aircraft policy may be found on the club website at: http://raa85.b4.ca/airpolicy.shtml#Def This
complete policy must be reviewed. Occasional changes are posted. Therefore regular review of the policy
page prior to going flying is imperative.
Under Regular Operations the policy requires pilots to be current. Said currency is that as defined by
Transport Canada for flying any light general aviation aircraft. At the same time, member pilots are
reminded that currency for a low time tailwheel pilot versus a high time tailwheel pilot can be significantly
different. Pilots are therefore strongly encouraged to self-evaluate and request a refresher with a checkpilot if they have not flown a tailwheel aircraft for a period of time.
Member Pilot Qualifications are:
i.
ii.
iii.
iv.
Must be a Member (Associate may not fly club Aircraft)
Must hold a valid Transport Canada issued RPP or PPL
Must hold a valid Transport Canada Medical Certificate
Must have logged taildragger time either as PIC or as Dual with an Instructor
Check Flight
B.
Procedure
Check Pilot and Member Pilot must review the POH
Check Pilot and Member Pilot must review the Policy
Member must
a.
Sign that they have read, understand, and agree to abide by the Policy
b.
Sign that they have read, understand, and agree to abide by the "Absolute Release of
Liability" form
c.
Must have provided the aircraft chairman with their pilot info, and have been added to the
insurance policy.
iv.
Check Pilot and Member Pilot must Pre-Flight the Aircraft
v.
Check Pilot may optionally sit in the Pilot's seat for the Member's first flight in the Aircraft
vi.
Member Pilot will occupy the Pilot's Seat for the remainder of the Check Flight
vii. Member Pilot will act as PIC for the duration of the Check Flight
viii. Member Pilot will re-fuel and clean the aircraft as necessary after the Check Flight
C. Required Elements - The Member Pilot will be required to demonstrate all of the following
i.
Aircraft ground handling procedure as per POH
ii.
Aircraft engine management procedure while flying as per POH
iii.
Circuit procedure as per Transport Canada standards
iv.
Landing procedure as per POH
v.
Generally, practicing "good airmanship" throughout the Check Flight
D. Optional Elements - The Member Pilot may be required to demonstrate some or all of the
following at the discretion of the Check Pilot
i.
En-route procedure to the practice areas. (Pitt Lake and Glen Valley)
ii.
Ability to maintain an altitude at different power settings
iii.
Ability to turn to a heading
iv.
Ability to prevent an incipient spin
v.
Ability to recover from a stall
vi.
Engine out procedure as per POH
vii. Missed approach procedure as per POH
E.
Payment
i.
The Member Pilot, acting as PIC, shall be liable for all expenses resulting from the Check
Flight
i.
ii.
iii.
16 of 23
F.
i.
Renewal
Members must self-evaluate their currency and competency in the aircraft and request a
refresher as they deem required. (see opening statement)
17 of 23
Weight and Balance Report
C-FWBE
Registration
Aircraft Manufacturer (Builder)
Owner Address
Aircraft Model
Aircraft Serial Number
C-FWBE
C.R. Goguillot
4103 104 Street, Delta, BC V4K 3N3
Druine Turbi D5
Weighing Data
Weighing
Scale Reading
Tare
Net Weight
Arm
Point
(lb)
(lb)
(lb)
(in)
Left Wheel
Right Wheel
Tail Wheel
512.0
494.0
16.0
LESS:
Fuel
Moment
(lb*in)
0
0
0
512
494
16
24
24
211
12288
11856
3376
43 L
69
11
757
Totals
953
Weighing
Date
Place
Levelling Reference
Datum
Total Moment
Total Weight
Empty C.G.
CG Range
26763
2011-04-17
Delta, BC
Canopy Rail
Aircraft Firewall
26763 lb*in
953 lb
28.1 in. aft to the datum
Forward
Rear
33.0 in
38.0 in
I certify that this data has been prepared in accordance with AC43.13 1B
and to the best of my knowledge represent the true empty weight and center
of gravity of this aircraft at the date and place of weighing shown above.
Date 2011-04-17
Signature
2011-09-04
^
Page 1 of 4
18 of 23
Weight and Balance Report
C-FWBE
Amendment to Aircraft Weight & Balance
Registration
Aircraft Manufacturer (Builder)
Owner Address
Aircraft Model
C-FWBE
C.R. Goguillot
4103 104 Street, Delta, BC V4K 3N3
Druine Turbi D5
Amendment Details
Original Configuration (see attached)
Minus – McCauley Metal Propellor
Plus – Ed Sterba Wood Propellor
New Configuration
Weight
953
-24
11
Arm
28.08
-42.75
-41.75
Moment
26763
1026
-459
940
29.07
27330
New C of G Location is 29.07 inches aft of aircraft datum (firewall)
New Sample CG Calculations
Station (inches)
Forward CG
Aft CG
Aft CG – No Fuel
Gross – 1500lb
73
Pilot
162
240
180
198
42
Pass
0
0
180
198
11
Fuel
128
0
0
128
91
Baggage
0
0
25
35
CG
33.0
38.0
38.0
36.5
I certify that to the best of my knowledge represent the true empty weight and
center of gravity of this aircraft at the date and shown below.
Date
Signature
2011-09-04
2011-09-04
^
Amendment of 4
19 of 23
Delta Heritage Air Park Circuits
There are a number of noise sensitive areas around Delta Heritage Airpark. The CFS indicates the major
one to the west over 96th St. However over the years we have developed a Good Neigbour Policy to take
in some of the concerns of the local inhabitants on 96 ST. and 104 ST. To this end we have drawn up a
more extensive map of other noise sensitive areas and how a well flown circuit can avoid these areas.
We ask that all pilots flying in and out of Delta adhere to these procedures for the enjoyment of all.
Please review the CFS excerpt on the next two pages, and the Good Neighbour Policy on the pages
following it.
20 of 23
21 of 23
Good Neighbor Policy
In addition to the CFS indicated Noise Sensitive Area (NSA) Delta Heritage Air Park has a ‘Good
Neighbor’ Policy, where we strive to minimize our noise impact on our neighbors. The following shows the
CFS NSA highlighted in red, and the additional Good Neighbor NSA’s highlighted in blue. The suggested
circuit is shown in yellow.
Good Neighbor policy continued on next page.
22 of 23
The following illustrations are meant to give an impression of what to look for when turning left base for
runway 07. Please use the First Tree Line as a reference and if able keep it under your right wing. Please
turn to line up on a 30 degree final to runway 07, avoiding overflying the Second Tree Line.
23 of 23

Turbi checkout - RAA Chapter 85

Transcription

Similar documents

Wherever you are. Whenever you need it.

Fokker DRI Tri-plane - Airdrome Aeroplanes

For Sale

RAF Brize Norton, Oxford

aircraft specifications airbus 320-232 4l-ajf

Airvan8 Brochure

Loftleidir-Icelandic

JNFC Course Rules Exam

proudly offers FOR SALE 1976 Beechcraft Baron 58

Fat Albert - California Capital Airshow