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JOINT ADVANCED MULTI-ENGINE T-44A
91 KIAS, utilizing the following procedures:
(1)
Power levers Idle.
(2)
Reverse as required.
Lift both power levers over the detent and smoothly initiate full
reverse. When reversing is no longer required, advance power levers to
beta range. See paragraph 113 for engine failure during takeoff
procedures.
(3)
Brakes as required.
While applying reverse, simultaneously apply smooth even
brake pressure. Do not lock the brakes.
Verbally recite the remaining Aborting Takeoff Checklist memory items. The maneuver is complete when
the aircraft is stopped or in a slow taxi with the checklist completed. Solos will not practice aborted
takeoffs of any kind.
NOTE: Simulated single engine(SSE) aborts shall not be conducted in the syllabus.
Engine Failure During Takeoff. Always consider the possibility of an actual engine failure during the
113.
takeoff roll. The PAC should maintain directional control, immediately reducing power to idle and calling
"Abort." Bring both power levers just aft of the flight idle detent, and utilize brakes with a pumping action
vice a sustained application to bring the aircraft to a safe stop on the runway. Utilize single-engine reverse
by slowly easing the operating engine into reverse. Counteract yaw with rudder while braking and
scanning toward the end of the runway for alignment. If yaw becomes excessive, reduce or discontinue
reversing and stop with brakes. Do not lock the brakes. Following a single-engine abort and with the
aircraft safely stopped on the runway, secure the failed engine. Do not attempt further taxi on one engine.
This procedure is not practiced in the aircraft.
114.
Departure. After the CP reports "Gear up," slowly reduce the props to 1900 RPM (Revolutions Per
Minute) ensuring torque limits are observed. Adjust climb power (top red line for torque, 765 ITT),
accelerate to the appropriate speed, and comply with Course Rules. Anticipate level off. Fine-tune the
props as soon as possible to reduce cabin noise and airframe vibration. In the interest of reducing tower
frequency congestion, pilots are reminded it is not necessary to request permission to leave the tower
frequency when: (1) Switching at a change point designated by established course rules, (2) Once outside
of the airport traffic area, or (3) as directed by course rules.
NOTE: Power is reduced prior to prop RPM reduction when remaining in the touch and go pattern. See
procedures specific to pattern work.
Climb Checklist. Accomplish the Climb Checklist in accordance with NATOPS and Appendix E and
115.
Voice procedures in accordance with Appendix A.
Once established in Seagull, monitor the radial and DME when performing high work as it will be your
responsibility to keep the aircraft in the block.
Climb, Cruise, and Descent. Climb, cruise, descent, and transitions between phases are the basis for all
116.
flight maneuvers. A table of standard parameters is provided below. Torque settings are approximate
(approx) and will differ widely due to differences in engine efficiency and variations in power output at
different altitudes. Utilize these parameters when conducting curriculum maneuvers, however they are not
meant to restrict the full range of operating limits permitted by the NATOPS Manual. Advanced training
often requires use of various settings in an operational environment.
FAMILIARIZATION STAGE
1-5


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