Instrument crosscheck
Attitude. The primary scan instrument is the attitude indicator. This instrument shows pitch and roll relative to the horizon. Maintain balanced flight by scanning the ball and using rudder pedals/trim to keep the ball centered. The altimeter, IVSI, airspeed indicator, and compass provide additional information to augment the attitude indicator. They also enable you to control the aircraft while flying partial panel.
Heading. The directional indicator (wet compass for partial panel) indicates heading. Heading should be corrected primarily by reference to the attitude indicator. First, use the heading indicator to determine the direction and amount of turn required. Then, use the attitude indicator to roll into the AOB required for the proper rate of turn while referencing the turn needle and ball. Complete the turn by rolling wings level on the attitude indicator. Recheck the heading and repeat the process if required.
Airspeed and Altitude. Airspeed and altitude are controlled by a combination of nose attitude and power. If power is held constant, nose attitude will control airspeed and altitude. If attitude is held constant, power will control airspeed and altitude within the limits of power available. An off airspeed or altitude situation can be corrected by nose attitude, power, or a combination of both depending on the desired results.
Note: The IVSI on the pilot’s side of the T-44 gives nearly instantaneous vertical speed information. The copilot’s VSI is a conventional instrument and is subject to major fluctuations with rapid vertical movement. When utilizing the IVSI you must make smooth control inputs to set a desire rate of climb or descent. It is a valuable instrument since it quickly shows trends, but avoid chasing the needle.
Constant Rate Climbs, Descents, and Standard Rate Turns
In the BI stage, all climbs and descents are made at a rate determined by the pattern being flown. Airspeed is held constant in all climbs, descents, and turns. All turns are made at a standard rate. However, the AOB and radius of turn required for a standard rate turn will vary with TAS (for the T-44, AOB is approximately 16-18% of TAS). As airspeed decreases, the AOB required for a standard rate turn decreases. AOB is more critical than rate of climb due to the time it takes to make corrections. Corrections to altitude can be done quickly.
Constant rate climbs/descents are accomplished by varying power as required to maintain a constant vertical speed. Nose attitude is varied to maintain constant airspeed.
It is important to adjust pitch slowly and smoothly to transition to a climb/descent from normal cruise.
Once the climb/descent is established, cross-check the altimeter against the clock and make power corrections as necessary to correct the rate of climb/descent. Remember to adjust pitch with each power change in order to maintain constant airspeed.
Standard Rate Turns (SRT) are accomplished by smoothly rolling to the AOB required to put the turn needle at the standard rate position. Full panel standard rate turns are started with the clock’s second hand on the 6 or 12 position of the clock, using a three second lead to compensate for attitude change. Partial panel standard rate turns are started with the clock’s second hand on the 6 or 12 position.
Slight pitch up adjustment is required to compensate for loss of lift. Prolonged turns require power addition to maintain constant airspeed.
Smoothly roll out of the turn anticipating the roll out heading by 1/3 of the AOB.
As wings roll toward level, anticipate a tendency for the aircraft to gain altitude.
Adjust AOB as necessary to a maximum of 30° AOB to catch up in a turn.
Instrument takeoff
Heading. The directional indicator (wet compass for partial panel) indicates heading. Heading should be corrected primarily by reference to the attitude indicator. First, use the heading indicator to determine the direction and amount of turn required. Then, use the attitude indicator to roll into the AOB required for the proper rate of turn while referencing the turn needle and ball. Complete the turn by rolling wings level on the attitude indicator. Recheck the heading and repeat the process if required.
Airspeed and Altitude. Airspeed and altitude are controlled by a combination of nose attitude and power. If power is held constant, nose attitude will control airspeed and altitude. If attitude is held constant, power will control airspeed and altitude within the limits of power available. An off airspeed or altitude situation can be corrected by nose attitude, power, or a combination of both depending on the desired results.
Note: The IVSI on the pilot’s side of the T-44 gives nearly instantaneous vertical speed information. The copilot’s VSI is a conventional instrument and is subject to major fluctuations with rapid vertical movement. When utilizing the IVSI you must make smooth control inputs to set a desire rate of climb or descent. It is a valuable instrument since it quickly shows trends, but avoid chasing the needle.
Constant Rate Climbs, Descents, and Standard Rate Turns
In the BI stage, all climbs and descents are made at a rate determined by the pattern being flown. Airspeed is held constant in all climbs, descents, and turns. All turns are made at a standard rate. However, the AOB and radius of turn required for a standard rate turn will vary with TAS (for the T-44, AOB is approximately 16-18% of TAS). As airspeed decreases, the AOB required for a standard rate turn decreases. AOB is more critical than rate of climb due to the time it takes to make corrections. Corrections to altitude can be done quickly.
Constant rate climbs/descents are accomplished by varying power as required to maintain a constant vertical speed. Nose attitude is varied to maintain constant airspeed.
It is important to adjust pitch slowly and smoothly to transition to a climb/descent from normal cruise.
Once the climb/descent is established, cross-check the altimeter against the clock and make power corrections as necessary to correct the rate of climb/descent. Remember to adjust pitch with each power change in order to maintain constant airspeed.
Standard Rate Turns (SRT) are accomplished by smoothly rolling to the AOB required to put the turn needle at the standard rate position. Full panel standard rate turns are started with the clock’s second hand on the 6 or 12 position of the clock, using a three second lead to compensate for attitude change. Partial panel standard rate turns are started with the clock’s second hand on the 6 or 12 position.
Slight pitch up adjustment is required to compensate for loss of lift. Prolonged turns require power addition to maintain constant airspeed.
Smoothly roll out of the turn anticipating the roll out heading by 1/3 of the AOB.
As wings roll toward level, anticipate a tendency for the aircraft to gain altitude.
Adjust AOB as necessary to a maximum of 30° AOB to catch up in a turn.
Instrument takeoff
ITO procedures and techniques are used during takeoff at night, over water or deserted areas, and during periods of reduced visibility. Takeoff is accomplished by a combined use of outside visual reference and flight instruments. The amount of attention given each instrument varies with experience, type of aircraft, and existing conditions. The possibility of an abort must be considered before attempting an ITO. Pitot heat and other anti-icing equipment should be used as appropriate. Align the aircraft with the runway centerline and complete the Takeoff Checklist. Pay special attention to the heading and attitude indicators for any errors. Release the brakes simultaneously and use visual reference on initial roll. Smoothly apply maximum available power. As the takeoff roll continues, transition from outside references to the heading, airspeed, and attitude indicators. The rate of transition is directly proportional to the rate at which outside references deteriorate. It is essential to establish an instrument scan before losing outside references. At rotation, set the takeoff attitude (7-10° nose up) using the attitude indicator as the primary reference. Check the IVSI and altimeter for positive rate of climb and call for gear up. While the gear is retracting, attitude should be adjusted to provide an increase in airspeed while climbing, until the normal climb schedule airspeed is reached.
Full-panel approach-to-stalls
Full-panel approach-to-stalls
This is the same procedure as in FAM flights. Begin at 150 KIAS, props at 1900 rpm, on an assigned altitude and heading.
Pre-stall check (LACY PC)
L-Loose items stowed
A-Alt 5000’ AGL minimum (VMC to deck) or 8000’ AGL (5000’ above cloud deck)
C-Cabin sign-BOTH
Yaw damp-OFF (CP checks off)
P-Props-1900
C-Clear turn (90 at 30AOB) AND call out stall speed
Clean, Power Off
Pre-stall check (LACY PC)
L-Loose items stowed
A-Alt 5000’ AGL minimum (VMC to deck) or 8000’ AGL (5000’ above cloud deck)
C-Cabin sign-BOTH
Yaw damp-OFF (CP checks off)
P-Props-1900
C-Clear turn (90 at 30AOB) AND call out stall speed
Clean, Power Off
1. Immed after level clearing turn, set 400 ft-lbs
2. Roll out after 90 deg
3. P-IDLE, Pitch 10 UP, Trim to 100 KIAS
(Maintain wings level 10deg UP)
4. Immed recover after 1st stall indication
Clean, Power On
Dirty, Power Off
2. F- APPR
3. G-DOWN (Landing Checklist)
4. Roll out after 90deg
5. F-DOWN, P-IDLE, Pitch up 10deg, Trim to 100K
6. Immed recover 1st stall indication
Dirty, Power On
Approach Turn
1. Immed after clear turn, set 400 ft-lbs
2. F- APPR
3. G-DOWN (Landing Checklist)
4. After 90deg, maintain 30AOB
5. P-reduce to 300ft-lbs, Pitch 10deg UP, Trim to 100K, then stop trim. Maintain turn and pitch.
6. Immed recover 1st stall indication
Stall Recovery
1. Relax, max, level, ball, 85 and level, flaps, gear, flaps
2. Once recovered, incr pitch and accel
3. Once level or climbing (>85 KIAS) immed F-APPR
4. G-UP
5. F-UP
6. Complete when climb on hdg <>............Sky wings
