Slip (at altitude) - The slip is an out-of-balanced-flight condition used to increase sink rate and lose excess altitude while maintaining a constant airspeed and a specific track over the ground. In a full slip, the rate of descent may be in excess of 2000 fpm.
Although the slip can be flown at any airspeed or configuration, it will be demonstrated and introduced at altitude simulating the slip to high key at 100 kts with gear up and flaps down.
NOTE - Caution must be exercised since stall speed is increased in this out-of-balanced flight condition.
- Select a reference point on the horizon and adjust rudder pressure and/or AOB to maintain a desired ground track.
- Lower the inboard wing while increasing opposite (top) rudder pressure.
- It will be necessary to vary the AOB and rudder pressure to maintain the desired track over the ground.
- Monitor airspeed closely, adjust nose attitude as necessary to maintain 100 kts.
- Monitor the VSI and note increased rate of descent.
NOTE - The low-fuel warning light for the low-wing tank may illuminate regardless of fuel state.
To recover from the slip, smoothly roll the wings toward level while reducing rudder pressure. Remember, the 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 in which it is used.
Improper application of rudder resulting in a skid.
Rough entry and recovery control applications.
This will most likely occur in a right turn to final during a power-off emergency approach with gear down and flaps up. The student may be over-conscious of the low altitude and be reluctant to lower the right wing to maintain balanced flight. The tendency, therefore, would be to use excessive rudder to turn the aircraft and raise the nose slightly to stretch the glide.
C: 100 kts level flight, downwind configuration, clean.
C: 30° AOB with last 90° to the right.
At the beginning of the last 90° of turn, PCL to 300 ft-lbs, transition to a 100 kt descent.
At the completion of the clearing turn, apply excessive right rudder while using left aileron to maintain 30 deg AOB. Simultaneously, raise the nose while reducing the PCL to 200 ft-lbs. Increase control pressures as airspeed is reduced.
After the aircraft stalls, recover with OUT-OF-CONTROL RECOVERY procedures.
Ensure 150 kts is not exceeded throughout the maneuver.
The torquemeter sense switch located in the reduction gear box measures the amount of torque applied to the propeller shaft by measuring the oil pressure. If pressure drops to 240 +60, the autoignition light goes out and the ignition light comes on. Torquemeter oil pressure is routed to three power plant accessories: the torque limiter, autoignition sense switch, and the torque transmitter. The torque transmitter, located on the reduction gearbox flange, converts the torquemeter oil pressure to a 26Vac electrical signal to operate the torque indicators in the cockpits.
Acritical emergency, requiring the pilot to assess, diagnose, and take prompt corrective action. CONFIRM. If the fire or resultant structural damage exceeds the compensation capability of the pilot, bailout would be indicated.
NOTE - Under varying conditions of altitude, fire, smoke, or fumes, the pilot has the option of using 100-percent oxygen, opening canopy, and/or closing the oxygen cylinder valve as dictated by judgment.
ENGINE FAILURE procedures, *Do not attempt a restart.
CAUTION - Should the pilot elect to initiate an emergency landing with electrical power secured, additional consideration should be given to the landing approach; allow additional time to handcrank the landing gear down and plan for a no-flap landing with maximum runway length, since beta will not be available.
Wing fire - A fire in the wing could be caused by fuel leakage and/or defective electrical wiring.
Attempt to extinguish the fire by slipping the aircraft away from the fire.
Secure the switches and circuit breakers that control power to the wing.
Switches: landing/navigation/strobe lights, pitot heat.
IMC - When all electrical power is secured, all attitude flight instruments are inoperative. Therefore, do not secure both battery and generator switches during instrument conditions.
Time permitting, secure the switches and circuit breakers that control power to the wing.
NOTES - An operating procedure, practice, or condition, etc., that is essential to emphasize.
CAUTION - An operating procedure, practice, or condition, etc., that may result in damage to equipment if not carefully observed or followed.
WARNING - An operating procedure, practice, or condition, etc., that may result in injury or death if not carefully observed or followed.