Primary Flight Training Briefing Synopsis

EVENT: C4101 (FAM 5) DATE: BRIEF TIME:

INSTRUCTOR: On-Wing Aircraft:
BLOCK TITLE MEDIA Dual Solo Hrs H/X
C41 Day Contact T-34 4 0 7.6 1.9
Syllabus Notes
A student shall fly three events within C4102 and C4202 off-wing

Special Syllabus Requirements

1. Skidded Turn Stall
2. Slip

Discuss Items
1. *Engine operating limitations (ref. NATOPS Ch.4)
ITT:
Normal idle range 400-660°C
Normal operating range 400-695°C
Max continuous 695°C
Max acceleration 825°C (2 sec)
Hot Start 925°C (2 sec) or 1090C
Max @ shutdown 610°C
Note: High ITT may be decreased by reducing accessory load and/or increasing N1 speed.
At high cruising altitudes, retard the PCL to bring ITT within limits

Prop RPM (N2):

Idle operating range <1800RPM (variable)
Normal operating range 2200 RPM ±25
Overspeed governor 2332 RPM ±40
Fuel topping governor 2398 RPM

Engine Tachometer (N1):

Idle operating range 62-65%
Normal operating range 89-93%
Maximum 101.5% (3700 RPM)
Max acceleration 102.6%
Introduce fuel @ 12%
Flameout 10-12%
FCU stuck @ min. flow (rollback) 40-60%
Minimum for flight (single flight) 60-62%
Note: For ever 10C below -30C ambient temperature, reduce maximum allowable N1 by 2.2%

Torque:
Idle operating range 150 ft-lbs
Normal operating range 400-l015 ft-lbs
Max allowable 1015 ft-lbs
Maximum torque 1315 ft-lbs
Auto ignition range 300-180 ft-lbs
Prop overspeed test range 400-500 ft-lbs
Max torque (oil malfunction) 850 ft-lbs

Fuel/Fuel Flow:
Idle ~125 lbs/hr
Normal operation ~335 lbs/hr
Critical Fuel (for flight) -20-0 lbs

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Oil Temperature:
Min starting temperature -40°C
Normal Operating range 10-99°C
Maximum 100°C

Oil pressure:
Idle operating range 40 PSI min
Normal operating range (N1 above 75%) 65-85 PSI
Maximum fluctuation +5 (within limits)
Max oil pressure 100 PSI

Aerobatic Flight Limits:

Max time inverted 15 sec
Max time vertical (nose up) 15 sec
Max time vertical (nose down) 3 sec
Max time wings vertical (knife edge) 3 sec
“Zero G” condition transient only

Acceleration Limitations:
+4.5g up to 280KIAS; -2.3g up to 220KIAS; decreasing to -1.0g at 280KIAS
With flaps down, +2.0g to -1.0g
During extension of the landing gear, +1.5g to 0g

Landing:
Max sink rate at ground contact 600 FPM

Weights:
Max Ramp 4,425 lbs
Takeoff/Landing 4,400 lbs
Touch-and-go/Aerobatic 4,300 lbs
Max zero-fuel 3,650 lbs

Aerodynamic Limitations:
Clean, smooth, below 20,000 ft: 280 KIAS
Clean, smooth, 20k-25k ft: 245 KIAS
Turbulent Air: 195 KIAS
Gear Down: below 150 KIAS
Flaps Down/Up and Gear retraction: 120 KIAS
Canopy Emergency Open: 250 KIAS
Canopy Open: 240 KIAS
Ceiling: 25,000 ft

Crosswind Limits:
Full Flap 15 Knots
No Flap 22 Knots
Solo 10 Knots and 25 Knot Headwind

Starter:
40s/60s/40s/60s/40s/30min

Prohibited Maneuvers
Night Formation Flight
Inverted flight above 220 KIAS

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Inverted Stalls
Inverted Spins
Spins with propeller feathered
Spins with gear and/or flaps extended
2. *Engine failure indications (ref. NATOPS 14-1)
a. Do not attempt an airstart if engine failure can be attributed to a mechanical malfunction, was accompanied by
an explosion, overheating problem, or strong fumes exist in the cockpit, or if N1 indicates 0 rpm.

Condition Torque N1 ITT Prop RPM Fuel Flow Oil Temp Oil Press
Decaying below
Rollback Low 40-65 - 80-100 Norm Norm
2200
Decreasing Below 110 KIAS,
Flameout Zero 10-12 Less than 50 Decrease Various
toward 200 decays to 200
Compressor Stall Fluct Fluct Fluct Minor surges Fluct Norm Norm

3. *Emergency landing procedure (ELP) interception technique

a. Maintain 100 kts maneuvering to high key. To dissipate excess altitude to arrive at a proper high key, use "S"
turns, slip, or a combination of the two, and bowties. You may also lower the flaps early (unpaved field) or the
gear early (paved field only) if necessary. Do not become so totally absorbed in the airstart procedures that you
do not fly the aircraft to a safe landing. Continually scan altitude, airspeed and position as you fly the ELP
profile. If the gear/flaps were not previously used to dissipate altitude, lower either the gear or flaps at high
key (depending on what type field at which you are landing), altitude permitting, and RETRIM. If low at high
key, it may be necessary to hold the gear/flaps (or retract them if previously lowered) until back on altitude
within the ELP profile. If holding the gear/flaps, report it to the instructor.
b. For PEL, gear/slip/s-turns; for HAPL, bowties/s-turns/configure then slip
c. Bowties are just exaggerated s-turns with a goal in mind

4. *T-34C glide characteristics (ref. NATOPS 11-2)

a. Maximum range power-off glide airspeed, VBestGlide, differs with changes in aircraft configuration. Power-off
glide performance will be optimized with a closed canopy, feathered propeller, and level wings in balanced
flight. Summary below included for canopy closed, level and balanced flight. With both canopies open, the
sink rate typically increases by 300 FPM. Rate of sink also changes as altitude changes.

Gear Flaps Propeller VBestGlide Sink rate at 100 Glide Ratio at 100
Condition (KIAS) KIAS (FPM) KIAS (L/D)
UP UP Feathered 100 800 12 to 1
DOW UP Feathered 87 1200 8 to 1
N
UP DOW Feathered 93 1250 8 to 1
N
DOW DOW Feathered 88 1650 6 to 1
N N
UP UP Unfeathered 117 2400 3 to 1

5. *Emergency voice reports (ref. FTI 8-20)

a. ISPI format: identification, situation, position, and intention
b. In a non-radar environment, emergency reports of an immediate or serious nature are preceded by the word
“MAYDAY.” Emergency voice reports of a delayed or less serious nature are preceded by the word “PAN-
PAN.” Repeating the word three times is the widely accepted method of clearing the frequency for an
emergency voice report.
c. In a radar environment, standard procedure for a distressed or urgent situation is to declare an emergency.
Example: “Shooter 123 is declaring an emergency. Streaming fuel, 10 miles north of Whiting at 5000 feet.
Executing emergency landing at Brewton.”
d. Regardless of radar condition, expect to inform ATC of fuel remaining in hours and minutes and the number
of people on board after delivery of ISPI information.
6. *Spin (ref. FTI 6-30, NATOPS 11-8)
a. Area 1 setup at 8,500 ft and 9,000 ft in Area 2 prior to 30 nose raise

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b. Aggravated stall that begins a nose low autorotation

c. Builds confidence in yourself and aircraft
d. Shall be practiced in the clean configuration, if unintentional entry ensure gear and flaps are retracted
immediately to effect recovery and prevent damage from exceeding their speed limitations
e. Erect Spins:
i. Spin entry: At the stall, smoothly apply full rudder in direction of desired spin and full backstick with
neutral aileron. Controls must be held fully against the stops or maneuver will not develop into a spin,
but will be a spiral with rapidly increasing airspeed. Steady state spin is developed after two turns.
ii. Nose attitude: approximately 45 degrees nose down.
iii. Spin rate: Varies with direction of spin, power setting, configuration, and center of gravity. Spins to
the left average about 120 degrees per second with right spins being slightly faster at about 150
degrees per second.
iv. Rate of descent: 9000-12,000 ft/min depending on power setting (about 375-500 feet per turn).
Altimeter may lag as much as 1000 feet.
v. Cockpit indications:
1. Airspeed: 80-100 KIAS
2. AOA: 30 units
3. Turn needle: fully deflected in direction of spin
4. Master caution and low fuel annunciator light may illuminate
5. Approximately 45 degrees nose down
vi. If recovery from an erect spin does not occur within two turns after applying recovery inputs, verify
cockpit indications of AOA, airspeed, and turn needle for a steady-state spin and control inputs. If no
indication of recovery is evident, adding maximum allowable power while maintaining proper spin
recovery controls will enhance recovery. Upon recovery, controls should be neutralized and power
reduced to idle to minimize altitude loss and rapid airspeed buildup.
f. Inverted Spins:
i. Intentional inverted spins are PROHIBITED.
ii. Cockpit indications:
1. Airspeed: 0 KIAS
2. AOA: 2-3 units
3. Turn needle: fully deflected in direction of spin
4. Load factor: -1.0 “G”
5. Approximately 25 degrees nose down
iii. Same basic recovery procedures, but stick is brought to neutral instead of forward of neutral, expect
to have to pull stick back with about 30 pounds of force
iv. Spin rate: average of 140 degrees per second
v. Rate of descent: approximately 310 ft/turn and about 8700 fpm
g. Progressive spin occurs when the rudder direction is reversed during a steady state spin while maintaining full
aft stick. Characterized by an initial nose down pitch and increased spin rate, followed by a reversal in spin
direction.
h. Aggravated spins result by pushing the stick forward while maintaining pro-spin rudder. Characterized by an
uncomfortable increase in nose down pitch and spin rate.

7. Instrument panel (be able to draw poster)

a. Power sources
1. 28 VDC (black):
1. Landing gear position indicators
2. Flap position indicators
3. AOA indicator
4. Landing gear warning light
5. GPS/NAV Annunciator/Control Panel
6. Master Caution light, fire warning light and all annunciator panel
7. Altimeter
8. Radio TX switch and VHF receive switch

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9. Oil temperature and pressure gage

10. Fuel quantity gage
11. Inboard gear door position indicator and AOA test switch
2. 28 VDC and 26 VAC (black/red):
1. Radio Magnetic Indicator (RMI)
2. NACWS
3. GPS
3. 26 VAC (red):
1. Torquemeter
2. Fuel flow gage
4. 115 VAC (red/green):
1. Attitude indicator
2. Turn and slip indicator
5. Self-powered (green):
1. Clock
2. ITT gage
3. Propeller Tachometer
4. Turbine Tachometer (N1)
5. Accelerometer (gravity)
6. Ball
6. Pitot-static instruments (green/black):
1. Airspeed indicator
2. Altimeter (also 28 VDC)
3. Vertical speed indicator

New Maneuvers
1. Skidded turn stall (ref. FTI 6-28)
a. This maneuver demonstrates the excessive loss of altitude and the unusual characteristics of a stall in
unbalanced flight. It will NOT be performed by the student, IP demo only.
b. Can occur if improper slip inputs are made – dangerous when executing the ELP approach. Can result in a skid
and possible stall at an altitude from which safe recovery is impossible.
c. Procedures:
i. Configuration: At or above 8000 ft AGL, 100 KIAS, level flight, gear down, flaps up, landing
checklist complete.
ii. Checklist: Stall checklist

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iii. Clearing Turns: Perform clearing turn with the last 90 of turn to the right.
iv. At the beginning of the last 90 of turn, reduce the PCL to 300 ft-lbs of torque and transition to a 100
KIAS descent.
v. At the completion of the clearing turn, apply full right rudder while using a left aileron to maintain 30
degrees AOB to demonstrate the characteristics of a full skid. Simultaneously raise the nose while
reducing the PCL to 200 ft-lbs. Increase control pressures as airspeed is reduced.
vi. After the aircraft stalls, recover IAW NATOPS OCF Recovery Procedures.
vii. Ensure 150 KIAS is not exceeded throughout the maneuver.

2. Slip (ref. FTI 6-29)

a. A slip is an out-of-balance flight condition used to increase the sink rate and lose excessive altitude while
maintain a constant airspeed and a specific track over the ground. Caution must be exercised as stall speed is
increased in this out-of-balance flight condition.
b. Can occur if you roll into a turn without using coordinated rudder and aileron or if you hold rudder against the
turn after it has been established or if one wing is held low during straight and level flight.
c. Procedures:
i. Performed at an altitude simulating the slip to high key at 100 KIAS with flaps down, and gear up.
ii. To initiate from wings level, lower one wing while applying opposite (top) rudder pressure. Select a
reference point on the horizon and adjust rudder pressure and/or AOB to maintain desired ground
track.
iii. To initiate from a turn, lower the inboard wing while increasing opposite (top) rudder pressure.
iv. Monitor airspeed closely, adjust nose attitude as necessary to maintain 100 KIAS. Monitor the VSI
and note increased rate of descent.
v. To recover from the slip, smoothly roll wings towards level while reducing rudder pressure. Slip must
be taken out with enough altitude remaining to slow the rate of descent and ensure positive control of
the aircraft during the final moments of any maneuver when used.

3. Spin Entry Procedures (erect):

i. Configuration: Clean, trim in normal cruise, at an altitude so that the spin is entered at a minimum of
9000 feet AGL (Area 1 set up at 8500 MSL and 9000 MSL in Area 2 prior to raising nose up 30 degrees)
ii. Checklist: Stall checklist
iii. Clearing Turns: 45 degree AOB (Spin will be in the direction of last turn)
iv. Reduce power to 200 ft-lbs
v. Check wings level and raise the nose to approximately 30 above the horizon, then set the PCL to idle
vi. At the rudder shakers, lead the stall with a slight amount of rudder in the desired direction of spin (same
direction as the last half of clearing turn)
vii. When the aircraft stalls, smoothly apply full rudder in direction of spin and full backstick. Do not use
aileron in the entry or during the spin.
viii. At spin entry, scan inside the cockpit to verify sufficient altitude for recovery, stalled AOA, airspeed
stabilized 80-100 and turn needle fully deflected.
4. Spin recovery procedures:
i. Apply full rudder opposite to direction of rotation. Positive forward stick to position forward of neutral. Do
not use ailerons.
ii. Hold controls in this position until rotation stops and then neutralize the controls, check power to idle, level
the wings by reference to the horizon, commence a smooth pullout. Ensure a minimum of 120 KIAS and do
not exceed 4.5 G’s or 24 units of AOA.
iii. Continue pullout until nose is positioned to level flight. Recover with minimum loss of altitude but emphasis
is on smooth control movements.

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iv. Check oil pressure for minimum of 40 psi.

v. Add power to the normal cruise power setting.
vi. Check and report oil pressure.
vii. Check the gyro and RMI for precession, and slave if necessary.
viii. Secure the autoignition.

Emergency Procedures
None

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