Quantcast Low Altitude Power Loss - P-330_wch50160

 

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CHAPTER EIGHT
T-34C CONTACT
d.
Failure to complete Landing Checklist.
e.
Not using "S" turns, slip, or lowering flaps to dissipate excess altitude.
f.
Not judging wind conditions or compensating for drift in order to arrive at high key
headed in desired direction of landing.
g.
Failure to allow for field elevation.
h.
Excessive angle of bank turning from high key towards low key.
i.
Failure to maintain 100 KIAS off high key.
j.
Failure to level wings at low key to check low key position.
k.
Turning too tightly off low key.
l.
Not flying to a proper 90º position.
m.
Not using paved field when available.
804.
LOW ALTITUDE POWER LOSS
1.
Description. The simulated Low Altitude Power Loss (LAPL) will be initiated between
800 and 2500 feet AGL by the instructor reducing power to idle and informing the student he
has a simulated power loss (if below 1000 feet AGL, the instructor will set 205 ft­lbs.).
2.
General. A simulated LAPL (below 2500 feet) may be initiated by the instructor at any
time during the flight when the aircraft is between 800 feet and 2500 feet AGL. This may also
be conducted in any airspeed and configuration. The first few times should be initiated from
cruise, however. The primary concern of the pilot in this situation is to maintain flying speed
initially. Once the aircraft is under control, the pilot will maneuver towards the best suitable
landing site while simultaneously conducting the necessary procedures to prepare the aircraft
for landing. Time and altitude permitting, the pilot should attempt to accomplish as many of
the listed procedures as possible. If power loss should occur at a very low altitude priority
shall be given to accomplishing the first six steps. This will require immediate reaction and
steps may be performed concurrently, such as selecting and turning towards a landing site
while performing other critical steps.
NOTE
You must consider the option to bail out. If a landing site is not
available and an airstart is not possible, you should bail out while
sufficient altitude remains.
CAUTION
If an actual engine failure occurs and power cannot be restored by
the ELP, the decision to feather the propeller must be made rapidly.
N1 and ITT will enable you to analyze the problem most quickly.
The sink rate is dramatically increased with the propeller
unfeathered, severely reducing the glide range.
8-10 EMERGENCY PROCEDURES


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