L29 LOA Training and Checklists

50
Aero Vodochody L29 LOA Training Program July 3, 2000

Transcript of L29 LOA Training and Checklists

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Aero Vodochody

L29 LOA

Training Program

July 3, 2000

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CONTENTS

CONTENTS.................................................................................................................................. 2

AIRCRAFT SYSTEM COMPONENTS .................................................................................... 6

Fuel System...................................................................................................................................................................................... 6

Hydraulic System........................................................................................................................................................................... 9Controls & Indicators..................................................................................................................................................................9Hydraulic Dump Valve...............................................................................................................................................................9Accumulator Fill Valve ..............................................................................................................................................................9Emergency Hand Valves............................................................................................................................................................9Pressure Gauges...........................................................................................................................................................................9

Pneumatic System........................................................................................................................................................................11

Electrical System..........................................................................................................................................................................13Controls & Indicators................................................................................................................................................................13

Flight Controls .............................................................................................................................................................................16Rudders .......................................................................................................................................................................................16Ailerons.......................................................................................................................................................................................16Elevators .....................................................................................................................................................................................16Horizontal Stabilizer..................................................................................................................................................................16Flaps.............................................................................................................................................................................................16Speed Brakes ..............................................................................................................................................................................16Landing Gear..............................................................................................................................................................................16

PLANNING & PERFORMANCE.............................................................................................17

Use of Performance Charts.......................................................................................................................................................17

Fuel Requirements ......................................................................................................................................................................17

Runway Requirements & Limitations ...................................................................................................................................17

OPERATING LIMITATIONS....................................................................................................18

General ...........................................................................................................................................................................................18

Engine .............................................................................................................................................................................................18

Hydraulics .....................................................................................................................................................................................19

Landing Gear & Brakes ............................................................................................................................................................19

Fuel System....................................................................................................................................................................................19

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Flight Controls .............................................................................................................................................................................19

Pressurization ...............................................................................................................................................................................19

Oxygen System.............................................................................................................................................................................19

Pneumatics ....................................................................................................................................................................................20

LIMITATION TEST....................................................................................................................21

LIMITATIONS TEST ANSWERS............................................................................................22

MEMORY ITEMS .......................................................................................................................23

Engine Fire During Start Or On Ground.............................................................................................................................23

Hot Start.........................................................................................................................................................................................23

Brake System Failure .................................................................................................................................................................23

Blown Tire During Takeoff Roll .............................................................................................................................................23

Engine Failure / Fire During Takeoff....................................................................................................................................23

Partial Power Loss During Flight Below 500’ AGL...........................................................................................................24

Elimination Of Smoke Or Fumes /Electrical Fire ..............................................................................................................24

Pressurization Failure. Above 10,000’...................................................................................................................................24

HIGH ALTITUDE OPERATIONS............................................................................................25

Cabin Pressurization & Heating .............................................................................................................................................25

Physiological Considerations....................................................................................................................................................25Hypoxia .......................................................................................................................................................................................25Altitude & Blood Oxygen Saturation.....................................................................................................................................26Hyperventilation ........................................................................................................................................................................27

STANDARD FLIGHT MANEUVERS & CONFIGURATIONS............................................28

Starting ...........................................................................................................................................................................................28

Taxi ..................................................................................................................................................................................................28

Takeoff............................................................................................................................................................................................29

Takeoff Engine Failure ..............................................................................................................................................................30

Aborted Takeoff...........................................................................................................................................................................30

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Abort Procedure ..........................................................................................................................................................................30

Climb...............................................................................................................................................................................................31

Cruise..............................................................................................................................................................................................31

Descent............................................................................................................................................................................................31

VFR Traffic Pattern & Landing..............................................................................................................................................32

Touch & Go Landings................................................................................................................................................................33

Short Field Landing ....................................................................................................................................................................33

Abnormal Flap Operations Including Zero Flap Landings ............................................................................................33

Go Around Or Rejected Landings / Missed Approach.....................................................................................................33

Forced Landing ............................................................................................................................................................................34

Steep Turns ...................................................................................................................................................................................35

Slow Flight Or Flight At Critically Slow Airspeed.............................................................................................................35

Stalls................................................................................................................................................................................................36Approach to landing stall .........................................................................................................................................................36Recovery .....................................................................................................................................................................................36Departure Stall............................................................................................................................................................................37Recovery .....................................................................................................................................................................................37

Rapid Descent & Recovery.......................................................................................................................................................37

Aerobatics......................................................................................................................................................................................38

APPENDIX..................................................................................................................................40

Normal Checklist.........................................................................................................................................................................40EXTERIOR PREFLIGHT........................................................................................................................................................40COCKPIT....................................................................................................................................................................................40NOSE SECTION .......................................................................................................................................................................40NOSE WUEEL WELL.............................................................................................................................................................40RIGHT WING............................................................................................................................................................................40AFT FUSELAGE - RIGHT SIDE..........................................................................................................................................40TAIL SECTION.........................................................................................................................................................................40AFT FUSELAGE - LEFT SIDE.............................................................................................................................................40LEFT WING...............................................................................................................................................................................40FLUID & PRESSURE CHECK..............................................................................................................................................40BEFORE STARTING ENGINE.............................................................................................................................................41ENGINE START .......................................................................................................................................................................41AFTER ENGINE START........................................................................................................................................................41BEFORE TAXI..........................................................................................................................................................................41BEFORE TAKEOFF................................................................................................................................................................41TAKEOFF...................................................................................................................................................................................41AFTER TAKEOFF...................................................................................................................................................................41

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CLIMB.........................................................................................................................................................................................42CRUISE.......................................................................................................................................................................................42DESCENT...................................................................................................................................................................................42BEFORE LANDING................................................................................................................................................................42AFTER TOUCHDOWN..........................................................................................................................................................42TOUCH & GO ...........................................................................................................................................................................42GO AROUND............................................................................................................................................................................42AFTER LANDING...................................................................................................................................................................42ENGINE SHUTDOWN............................................................................................................................................................42

Emergency Checklist..................................................................................................................................................................43GROUND ABANDONMENT PROCEDURE....................................................................................................................43BRAKE SYSTEM FAILURE.................................................................................................................................................43ABORTED TAKEOFF.............................................................................................................................................................43BLOWN TIRE DURING TAKEOFF....................................................................................................................................43GEAR RETRACTION FAILURE.........................................................................................................................................43FLAPS RETRACTION FAILURE........................................................................................................................................43NORMAL AIRSTART.............................................................................................................................................................43HOT AIRSTART.......................................................................................................................................................................44NOTE...........................................................................................................................................................................................44ENGINE FAILURE DURING FLIGHT...............................................................................................................................44ENGINE FIRE DURING FLIGHT........................................................................................................................................44PARTIAL POWER LOSS .......................................................................................................................................................44HYDRAULIC SYSTEM FAILURE......................................................................................................................................45ELECTRICAL SYSTEM FAILURE.....................................................................................................................................45GENERATOR FAILURE........................................................................................................................................................45SMOKE/FUMES OR ELECTRICAL FIRE.........................................................................................................................45FLIGHT CONTROL SYSTEM FAILURE..........................................................................................................................45PITOT STATIC SYSTEM FAILURE...................................................................................................................................45EMERGENCY DESCENT......................................................................................................................................................46EMERGENCY FLAP EXTENSION.....................................................................................................................................46NO FLAP/SPLIT FLAP LANDING......................................................................................................................................46EMERGENCY GEAR EXTENSION....................................................................................................................................46BELLY LANDING...................................................................................................................................................................46

Flight Training Schedule...........................................................................................................................................................47FIight 1 ........................................................................................................................................................................................47Flight 2.........................................................................................................................................................................................47Flight 3.........................................................................................................................................................................................48Flight 4.........................................................................................................................................................................................48Flight 5.........................................................................................................................................................................................49Flight 6.........................................................................................................................................................................................49Flight 7.........................................................................................................................................................................................50Flight 8.........................................................................................................................................................................................50

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AIRCRAFT SYSTEM COMPONENTS

Fuel SystemThe fuel system of the L-29 is comprised of 3 fuel tanks, low-pressure pump (LP), inverted fuel reservoir,Fire Cock, fuel control unit and the throttle.

There are 2 External tanks, one under each wing. Wing tank capacity is 150 liters [39.6 gal.] each for atotal of 300 liters [79.25 gal.]. The external tanks are pressurized and fuel is transferred to the main tankby engine bleed air. When the fuselage tank reaches approximately 900 liters [237.75 gal.] or occasionally800 liters [211.3 gal.], a float valve in the rear portion of the fuselage tank opens allowing fuel from thewings to transfer. When the wing tanks are empty, or there is insufficient air pressure to pressurize thewing tanks, the EXT TANK light on the C&W panel will illuminate. The “Ext Tanks” switch must be onfor the light to operate.

The fuselage tank capacity is 1,030 liters [272.1 gal.] of which 1,000 liters [264.17 gal.] are useable. Thetank is divided into 2 sections, front and rear. The fuel transmitter is located in the front half and the floatvalve is located in the rear.

Total fuel capacity is 1,330 liters [351.35 gal.]. 1,300 liters [343.42 gal.] are useable. All wing tank fuel isuseable.

In the rear half of the fuselage tank, there is an inverted fight reservoir. All fuel to the engine is fedthrough this reservoir. This insures that fuel is available in all flight attitudes.

An electric, low-pressure fuel pump, energized by the ENG switch, insures a steady supply of fuel to theengine. The fuel is sucked from the tank by the LP pump through the fire cock, through the LP pump,then a fuel filter, a pressure transmitter, then into the engine HP fuel control system. A red warning lighton the C&W panel will illuminate when the LP pump becomes inoperative. The sensor to turn on thislight is located in the fuel filter. It senses a fuel pressure differential across the filter.

The Fire Cock is a pneumatically operated valve that shuts fuel off at the tank when the handle is pulledto the closed position. This is usually done in case of uncontrollable fire.

There is a 200L light on the C&W panel that illuminates when fuel in the main tank reaches 200L. (Thisis approximately 20 minutes of fuel remaining)

The fuel gauge located in the cockpit indicates the quantity of fuel in the fuselage tank only. Fuel quantitycan be displayed in either the front or rear cockpit. (Not both)

Aircraft refueling is accomplished by gravity refueling. The wing tanks are filled at the front of the tankunder each wing and the fuselage tank is filled through a filler valve located behind the rear canopy. Fromthe LP fuel system, the fuel is pumped to the HP fuel control unit. A basic description of the systemshould simplify our understanding of how it all works.

When the ENG switch is turned on, the LP pump starts to pump fuel to the HP system. When the enginestarts to turn, the HP pump starts to pump, as RPM increases pump pressure increases, which increasesfuel flow. The Auto Start unit will limit fuel so as to control RPM. It will allow excess fuel to bypass thefuel control unit. At a predetermined RPM, fuel pressure is great enough to bypass the Auto Start unit viavalve movement and allows the engine to accelerate to and maintain an. idle RPM of between 35% and

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39% on the ground via the idle valve. At this point, the pilot now has control of the fuel control unit viathe throttle through the acceleration valve. The acceleration valve allows the engine to acceleratesmoothly on the ground or in the air. As the aircraft accelerates and climbs, the idle valve is bypassed andthe minimum pressure valve assumes control to insure sufficient pressure corrected for altitude andpressure differences. Depending on throttle position, the fuel pressure valve will distribute fuel to themain and aux burner cans or just the aux burner cans. There is a barometric pressure control valve thatsenses altitude, airspeed, intake pressure and fuel pump pressure, compares all of these pressures and thenadjusts the fuel pump and associated valves to provide the required fuel to maintain this balance. TheRPM limiter will control RPM by monitoring the fuel pressure. When max fuel pressure is exceeded, itwill allow fuel to bypass in order to control RPM.

Should there be a malfunction in the fuel control unit, there is an Isolation Valve, controlled by a switchon the left console in each cockpit. When selected on, the barometric control unit and the automaticacceleration device are bypassed. The pilot will now control fuel flow to the engine directly by movementof the throttle. When the Isolation Valve switch is turned on, a yellow caution light on the C&W panelwill illuminate.

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Figure 1 Fuel System

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Hydraulic System

The main hydraulic circuit consists of a tank, engine-driven pump, servicing receptacle and three controlvalves.

The three operating circuits; landing gear, flaps and speed brakes, are controlled by their respectivecontrol valves. These circuits are without pressure until actuated. In other words normal hydraulicpressure indicated on the gauge is “ 0 “ until you operate one of these systems.

The emergency hydraulic circuit consists of two accumulators; fill valve and two emergency extensionhand valves. The accumulators allow for one emergency extension of the gear and flaps. The system doesNOT allow for retraction of the gear and flaps.

The emergency hydraulic accumulators are refilled using normal hydraulic pressure via the AccumulatorFill Valve.

Controls & Indicators

Hydraulic Dump ValveUsed to dump hydraulic pressure from the emergency hydraulic circuit after emergency extension of gearand flaps.

Accumulator Fill ValveUsed to fill the emergency hydraulic accumulators.

Emergency Hand ValvesUsed to open the emergency lines from the accumulators for emergency gear and flap extension.

Pressure GaugesHydraulic pressure gauge located in front & rear cockpit. Accumulator gauge located in front & rearcockpit.

Gear doors remain open when the gear is down. Two buttons control gear operation. One button for upand one for down. When either cockpit selects a button, the other cockpit is locked out from using thegear buttons. The nose gear is a full castering type that retracts forward into the nose section. In the up,position the nose gear is hydraulically locked. In the down position it is locked mechanically. (Oppositethe main gear) There are three mechanical gear indicator pins. These barber pole painted pins are locatedone on each wing and one on top of the nose in front of the windshield. When the gear is down andlocked the pins stick up approximately 2”. There are three green lights for gear down and three red lightsfor gear up. There is also a red warning light on the C&W panel. When flaps are in the landing position,30 degrees, and the gear is up, the “DOWN THE U/C” light comes on. Also a warning horn will sound.Located on each landing gear leg is a white gear position light. When the gear is down and locked, thewhite light will be on. These three lights allow ground personnel to verify that the gear is down andlocked.

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Figure 2 Hydraulic System

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Pneumatic System

The pneumatic power supply system consists of a main and an emergency circuit. A third independentcircuit is installed for the rear cockpit canopy seal.

Two 4-liter bottles power the main pneumatic circuit. The systems operated by this circuit are; mainwheel brakes, sealing of the front canopy, jettisoning of the canopies and the fire cock.

The emergency pneumatic circuit is powered by two 1.5 liter bottles and is used for emergency brakingand canopy jettison.

The independent pneumatic circuit is powered by one 1.3 liter bottle and used for sealing the rear canopy.

The main and emergency systems are filled in a single location in the nose of the aircraft. Theindependent system is filled at a location behind the rear canopy.

The main circuit has two depressurization valves. One is located in the nose of the aircraft (PNEUDRAIN) and depressurizes the circuit and one in the front cockpit (PNEU FILL DEPRESS) depressurizesthe filler line.

The main circuit has two pressure gauges, one in each cockpit. These gauges are labeled PNEU PRESS.The emergency circuit has two gauges; both are in the rear cockpit. One is labeled ENTIERG PNEUPRESS/CANOPY JETT. The other is EMERG PNEU PRESS/BRAKES.

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Figure 3 Pneumatic System

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Electrical System

The DC power supply system consists of the following:

1. Generator2. Generator regulators & controls3. External power receptacle (EPU)4. External power relay5. Battery6. Battery relay7. Main power relay

The engine driven generator has an output of 27.5 VDC power. The generator controls consist of avoltage fine-tuning adjustment, differential minimum relay, current relay and over voltage relay, which isused to monitor the system. The location of the generator is on top of the engine.

The electrical system operates on a priority basis. The EPU, External Power, has system priority over thegenerator and ships battery. When the battery switch, first switch, top row, is turned on and the EPUplugged in, the EPU will be powering the electrical system. With the battery turned on and the EPUremoved, the battery is powering the entire aircraft electrical system. The “Green EPU” light next to thethrottle can verify EPU power. If it’s on, EPU is plugged in. After engine start, the generator will notcome on line if the EPU is plugged in. The generator fight will be flashing. Anytime the generator is off-line, the light will flash. When the EPU is disconnected the generator will pick up the load and thegenerator fight will go out. The green EPU light should also be extinguished. If the EPU is plugged whenthe engine is running, the generator drops off and the Generator fight will flash.

Four static inverters provide the AC power required to power the attitude indicators, compass cards, ADFand radar altimeter.

Controls & Indicators

Master Switch

Located in the rear cockpit and energizes the aircraft electrical system. In the off position, it will not allowthe battery, EPU or the generator to power the airplane.

Battery Switch

Located in the front cockpit, when the battery switch is turned on, the battery will supply power to the DCsystem. Master switch must be on.

Generator Switch

Located in the front cockpit, when the generator switch is turned on, the generator is connected to themain distribution bus. This happens at approximately 32% RPM.

Inverter Switch

Located in the front cockpit, the inverter switch is used to select the primary or the secondary (backup)

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inverter. The two-position switch is labeled MAIN and STBY INV. The main and standby inverter switchcontrols only the inverters that power the ADF, Radio altimeter. The inverter on off switch is located inthe front cockpit on the right forward switch panel. When this switch is turned to on, it will allow DCpower to flow to the 250 VA inverters that power the ADF and Radio Altimeter through the InverterSelector Switch. The inverters that power the attitude indicators and the compass cards are poweredanytime the SEC B (DAY) switch is on thus indicating that the secondary bus is powered.

Volt/AM meter

Located in both cockpits, the meter will indicate volts on a scale of 0-30 VDC. This will indicate thecondition of the battery or the output from the generator. The button on the meter gauge must be pushedto check volts. In the ANT display, which is normally displayed, a normal indication with a fully chargedbattery will be 0 A. In case of generator failure, the gauge will indicate the amount of load the battery iscarrying. This is indicated between 0 - 120 A. A fully charged battery can power the airplane systems for20 minutes if the loads are reduced

EPU light

Located in the front cockpit, the fight will come on when the EPU is plugged into the airplane and thebattery & master switch are on.

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Figure 4 Electrical System

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Flight ControlsThe flight controls of the L-29 are all conventional push-pull rods and cables. There is NO hydraulicassist.

The ailerons and rudder have ground adjustable trim tabs. The elevator has a mechanical trim tabcontrollable from either cockpit.

RuddersThe rudder is controlled via the rudder pedals. The rudders are controllable through 25 degrees. They areused in flight and on the ground for directional control and braking. On the ground, application of rudderin either direction when applying brake pressure, will distribute pneumatic pressure to the respectivebrake. The rudder pedals can be adjusted to three positions.

AileronsMovement of the control stick actuates the ailerons. They are controllable through 15 degrees of up ordown movement.

ElevatorsMovement of the control stick actuates the elevators. They are controllable through 32 degrees of upmovement and 18 degrees of movement down. The trim tab is controlled mechanically from eithercockpit by the trim handle.

Horizontal StabilizerWhen the flaps are lowered, the aircraft has a tendency to nose over slightly. To compensate for this, thestabilizer is electrically linked to the flaps so as the flaps are selected the stabilizer will move downwardto compensate for the nose over tendency. As flaps are retracted the stabilizer will move in the oppositedirection. A red light on the instrument panel in each cockpit will illuminate whenever the stabilizer ismoving.

FlapsThe flaps are electrically controlled and hydraulically operated. They are of the slotted fowler type. Theflaps on each wing are mechanically interconnected. The flaps on the left wing are not connected to theflaps on the right wing. Three push buttons and three lights in each cockpit allow for flap selection. 0, 15,& 30 degrees are the flap settings. The lights illuminate when the flaps are in the selected position.

Speed BrakesThe speed brakes are either fully extended or fully retracted. The push button on the front cockpit controlstick must be held to extend the speed brakes. When the button is released, the speed brakes will retract.An important feature of speed brake use is that it will allow you to keep a higher RPM power settingduring the approach. On each throttle there is a speed brake thumb switch.

Landing GearThe aircraft has tricycle, hydraulically operated gear. The main gear retracts into the wings. As the gear isretracted, brakes are applied automatically to the main wheels only. This can be seen on the brakepressure gauge. The nose wheel will continue to, spin. You may feel a vibration or a real shaking if thenose tire is a little unbalanced or out of round. The main gear is hydraulically locked in the down positionand mechanically locked up.

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PLANNING & PERFORMANCE

Use of Performance ChartsFlight planning for any extended cross country flight in the L-29, will be done using the flight planningcharts and tables in the L-29 pilot operating hand book. These tables and charts include planninginformation concerning taxi fuel, takeoff/climb time and fuel requirements, cruise charts for speed & fueland finally descent and landing charts which include the runway requirements.

The correct way to approach any flight planning, regardless of the length, is to always consult the flightplanning charts and the weight & balance for your aircraft. Weight and balance for the L29 is very simple.You can carry full internal and external fuel plus two pilots each weighting 200 pounds and still be withinthe allowable gross weight and center of gravity limits. This does NOT guarantee that you can get off therunway. Only that you are within weight & balance limitations.

As a quick reference guide to daily flying of your aircraft, the following information has been taken fromtwo sources;

1. The flight planning charts in the L-29 manual,2. Pilot experience from operating the aircraft.

Fuel RequirementsFrom engine start until Gear up: 100 L./ 26 gal.Climb, cruise, decent, landing: 100 L/10 min. 26-gal/10 min.Cross-country fuel burn below: 13,000 1 gal/mile (92% power)Cross country fuel burn above: 13,000 1.25/mile (92% power)

Runway Requirements & LimitationsFull tanks, 95 degrees, paved runway, 2 pilots

Takeoff 4,000’ runway lengthLanding 4,000’ runway length

A 4,000’ runway gives the pilot approximately 1,000’ runway remaining at lift off.

The airplane is routinely operated in and out of shorter fields. 3,000’ runway length is plenty for takeoffand landing if you are below 700 L of fuel.

These figures are for quick reference planning only. They are for operations at field elevations under1,500’. Always check density altitude and the aircraft performance charts.

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OPERATING LIMITATIONSThe following section contains the operating limitations for the L29 Delfin. The information wasextracted from the approved pilot-operating manual.

It is illegal to exceed any manufacturers limitation. Exceeding any limitation may cause harm to you andyour aircraft.

Know them and use them.

GeneralMax Speed Sea level 443 Kts.Max mach .75w/ EXT tanks .70Maneuvering Speed 189 Kts.Best Glide 135 Kts.Holding 162 Kts.Service Ceiling 39,800 ft.Acceleration Limitations +8g -4gWith EXT tanks +7.5.g -3.5gMax Crosswind (Demonstrated) 23 Kts.Max Time Inverted 15 sec.Taxiway required for 180 deg. turn 24 ft. min.CG Limitations 20.5-25.5%Extending gear moves CG aft .7-1.1%Max Gross Weight (Overload) 7,828 Lbs.Takeoff weight (with one pilot and internal fuel) 7,078 Lbs.Max landing weight 7,243 Lbs.

EngineRPM % Max EGT

Idle 35+4 550° CAcceleration 102 730° CStart: GPU 700° CStart: Battery 750° CTakeoff 100 (6 min.) 700° CClimb 97 (30 min.) 700° CContinuous 94 700° C

Oil Pressure 2.5 Max. 1.8 Min.Oil Temp (4 min. warm-up time) 110 Max. 20 Min.Oil Capacity 3.6 qts.Oil Consumption Max Rate .6 qts/hr

Starter LimitationsAfter 1 attempt, 2 min. cooling.After 3 attempts, 30 minute cooling.

Air start Max Altitude 26,300 ft.

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HydraulicsTank quantity 1.77 gal.Quantity in system 4.23 gal.Accumulator quantity .70 gal.Max hydraulic pressure 100 Kg/cm2.

Landing Gear & BrakesGear speed for extension & retraction 157 Kts.Max braking speed: Fuel qty remaining Max Speed

1300 L 76 Kts.1000 L 78 Kts.700 L 81 Kts.400 L 86 Kts.

Brake applications and cooling6 min after each landing30 min after 6 landings

Fuel SystemMax Fuselage Capacity 1,030 LUseable 1,000 LExt tanks 300LFuel Pressure 79 Kg/cm2 Max

Flight ControlsFlap operating speed 146 Kts.Flap auto retract 157 ± 11 Kts.Speed Brake auto extend .70 MElectricalBattery (min for start) 24 voltsEmergency battery time (if down loaded) 20 min.

PressurizationPressurization begins at 6,500 ft.Safety relief valve opens at .259 Kg/cm2

With engine running on ground, it is prohibited to move cabin pressurizer/heating lever fullforward. Hot air could damage the canopy.

Oxygen SystemNormal System Pressure

HP 30-150 Kg/cm2

LP 5-7 Kg/cm2.Fill Pressure 2,100 psi

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PneumaticsMain Pressure System

Min 50 Kg/cm2

Max 150 Kg/cm2

Normal 50-150 Kg/cm2

Fill Pressure 2,100 psiEmergency Pressure System

Min 20 Kg/cm2

Max 50 Kg/cm2

Normal 20-50 Kg/cm2

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LIMITATION TEST1. Max EGT for start on ships battery? _____________________________________2. Max EGT for start on GPU battery? _____________________________________3. Service ceiling? ____________________________________________________4. Max speed? (Vmo) _________________________________________________5. Max mach? (Mmo) _________________________________________________6. Minimum oil pressure? ______________________________________________7. Minimum oil temp? _________________________________________________8. Maximum oil temp?_________________________________________________ 9. Maximum fuel pressure?_____________________________________________10. Minimum fuel pressure?_____________________________________________11. Maximum time for 100% RPM?_______________________________________12. Maximum time for 97% RPM? ________________________________________13. Maximum EGT? __________________________________________________14. Maximum continuous EGT?__________________________________________15. Minimum RPM at idle? _____________________________________________16. Maximum EGT at Idle? _____________________________________________17. Fuel quantity total? ________________________________________________18. Wing tank quantity? ________________________________________________19. 700L of fuel is good for approx. how long? _______________________________20. Maximum positive “g” loading w/ext. tanks?______________________________21. Normal hydraulic pressure on gauge? ___________________________________22. Normal pneumatic pressure on gauge? __________________________________23. Normal accumulator pressure? ________________________________________24. Brake cooling requirements? _________________________________________25. Gear extension speed? ______________________________________________26. Flap extension speed? ______________________________________________27. Auto flap retraction speed?___________________________________________28. What restriction is there regarding brake use for landing weight? _______________29. Maneuvering speed? _______________________________________________30. Best glide speed? ________________________________________________31. Maximum Inverted flight-time? _______________________________________32. Maximum demonstrated crosswind? ____________________________________33. Starter limitations? ________________________________________________34. Minimum battery volts for start?_______________________________________35. Emergency battery time? ____________________________________________36. Maximum gross weight?_____________________________________________37. Approximate range with full tanks?_____________________________________38. Approximate endurance with full tanks? _________________________________39. The sea level average weight I/O ground roll? _____________________________40. The sea level average landing roll? _____________________________________41. Max true sea level speed?____________________________________________42. Max true speed at 16,400 ft?__________________________________________43. What is the landing configuration stall speed? _____________________________44. What is the clean stall speed? _________________________________________

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LIMITATIONS TEST ANSWERS1. Max EGT for start on ships battery? ________________________________750 °C2. Max EGT for start on GPU battery? ________________________________700 °C3. Service ceiling? _____________________________________________39,800 ft.4. Max speed? (Vmo) __________________________________________ 443 Kts.5. Max mach? (Mmo) ____________________________________________.75/.706. Minimum oil pressure? ______________________________________ .5 Kg/cm2

7. Minimum oil temp? ____________________________________________ 20 °C8. Maximum oil temp”____________________________________________110 °C9. Maximum fuel pressure? ____________________________________ .79 Kg/cm2

10. Minimum fuel pressure?_____________________________________ 12 Kg/cm2

11. Maximum time for 100% RPM?__________________________________ 6 min.12. Maximum time for 97% RPM? __________________________________ 30 min.13. Maximum EGT? _____________________________________________700 °C14. Maximum continuous EGT?_____________________________________700 °C15. Minimum RPM at idle? _________________________________________ 35%16. Maximum EGI at Idle?_________________________________________550 °C17. Fuel quantity total? __________________________________________ 1,330 L18. Wing tank quantity? ___________________________________________ 300 L19. 700L of fuel is good for how long? ________________________ (approx) 70 min.20. Maximum positive “g” loading w/ext. tanks?___________________________7.5g21. Normal hydraulic pressure on gauge? ____________________________0 Kg/cm2

22. Normal pneumatic pressure on gauge? ______________________ 50-150 Kg/cm2

23. Normal accumulator pressure? _____________________________ 50-80 Kg/cm2

24. Brake cooling requirements? ____6 min. after each landing, after 6 landings, 30 min.25. Gear extension speed? _______________________________________ 157 Kts.26. Flap extension speed? _______________________________________ 146 Kts.27. Auto flap retraction speed?_________________________________157 ± 11 Kts.28. What restriction is there regarding brake use for landing weight? _________ Discuss29. Maneuvering speed? ________________________________________ 189 Kts.30. Best glide speed?___________________________________________ 135 Kts.31. Maximum Inverted flight-time? __________________________________ 15 sec32. Maximum demonstrated crosswind? ______________________________ 23 Kts.33. Starter limitations?_________________________ 3 trys 2 off between then 30 off34. Minimum battery volts for start?___________________________________ 24 V35.Emergency battery time?_______________________________________ 20 min.36. Maximum gross weight?_____________________________________ 7,828 Lbs.37. Approximate range with full tanks?______________________________500 miles38. Approximate endurance with full tanks? ______________________________2:2039. The sea level average weight I/O ground roll? _______________________ 1,950 ft40. The sea level average landing roll? _______________________________ 1,790 ft41. Max true sea level speed?_____________________________________ 330 Kts.42. Max true speed at 16,400 ft?___________________________________ 340 Kts.43. What is the landing config. stall speed? ____________________________ 79 Kts.44. What is the clean stall speed? ___________________________________ 90 Kts.

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MEMORY ITEMS

Engine Fire During Start Or On Ground1. Throttle IDLE2. Fuel Shutoff Lever CLOSED3. ENG Switch OFF

If Fire Persists1. Fire Cock SHUT2. Fire Ext Button PUSH3. Abandon Aircraft

Hot Start1. Throttle IDLE2. Fuel Shutoff Lever CLOSED

Brake System Failure1. Emergency Brake Lever PULL

Blown Tire During Takeoff Roll1. Abort PERFORM

If aircraft has stopped1. Engine Shutdown PERFORM

If takeoff is continued1. Landing gear LEAVE DOWN2. Flaps LEAVE DOWN3. Airspeed 146 Kts. Max

Engine Failure / Fire During TakeoffIf stopping:1. Throttle IDLE2. Optimum Braking APPLY3. Fuel Shutoff CLOSE4. Fire Cock SHUT5. Fire Ext Button PUSH IF REQ’D6. All Electrical Switches OFF7. Abandon Aircraft

If continuing:8. Throttle MAX9. ISO Valve Switch ON10. Fire Ext Button PUSH IF REQ’D11. Land ASAP

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If insufficient thrust:12. Forced Landing PERFORM

Partial Power Loss During Flight Below 500’ AGL1. ISO Valve Switch ON2. Throttle SET RPM SMOOTHLY3. Land ASAP

Elimination Of Smoke Or Fumes /Electrical Fire1. O2 Demand Lever 100%2. O2 Emergency LeverEMERGENCY3. Distress DECLARE4. Emergency DescentPERFORM5. Cabin Pressure/Heating OFF6. Ram Air Shutoff Lever CLOSE

Pressurization Failure. Above 10,000’1. Ram Air Shutoff Lever CLOSE2. Cabin Pressure/Heating CHECK ON

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HIGH ALTITUDE OPERATIONS

Cabin Pressurization & HeatingThe cabin is air conditioned and pressurized by air from the engine compressor. Part of this air is used forwindshield deicing (outside) and for the anti-”g” suit system.

Hot, compressed air is led to an electrically controlled distribution valve. This valve leads the air eitherdirectly to the cabin or, depending on the temperature selected by the pilot, via a cooling unit, to thecabin. Both, the hot air and the cooled air utilize a common manifold.

Air supply to the cabin is controlled by the CABIN PRESSURIZER/HEATING lever located at the rightconsole in each cockpit. Upon opening the air supply to the cabin, sealing of the front canopy will occur,if the canopy is closed and locked. A temperature control switch labeled CAB HEAT located on the rightconsole in the front cockpit has the positions AUTO/WARM/COLD and is used to control cockpittemperature. A thermostat will, according to the temperature selected, electrically open or close thedistribution valve, when automatic temperature control is selected. Temperature control ranges from 16°C to 26 °C. The selector is a knurled nut located left of the ejection seat at the rear wall of the frontcockpit labeled CAB TEMP PRESELECT.

The conditioned air is supplied to the pilot’s feet, the inside of the windshield and to the inside of thecanopies.

Pressurization of the cabin is controlled automatically by the Cabin Pressure Regulator. From 0 – 6,500 ft.altitude the regulator valve is open and no pressurization occurs. From 6,500 – 26,000 ft. pressurizationoccurs gradually. Above 26,000 ft. the cabin pressure is held at a constant differential of 0.226 kg/cm2

with ambient. A Cabin Altitude/Pressure indicator is located on the instrument panel in each cockpit.

Physiological Considerations

HypoxiaHypoxia is a deficiency in the amount of oxygen that reaches the body’s tissues. It affects the centralnervous system, brain, and other organs cannot function properly.

Factors that affect one’s susceptibility to hypoxia are:

• Smoking• Alcohol• Drugs including antihistamines, tranquilizers, sedatives, and analgesics• Anemia• Carbon Monoxide• Fatigue• Extreme Heat & Cold• Fever• And Anxiety

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It is impossible to predict when or where Hypoxia will occur during a given flight or how it will manifestitself, particularly if it occurs gradually. The symptoms of Hypoxia are as follows:

• Increased sense of well-being (a feeling of euphoria) or belligerence• Rapid Breathing• Slow Reactions• Impaired thinking ability• Unusual fatigue• Dull headache• Warm or tingling sensations• Sweating• Loss of or reduced vision• Blue discoloration of the fingernails and lips

Note: The symptoms are slow but progressive, insidious in onset, and most marked at cabin altitudesabove 10,000 feet.

Performance can seriously deteriorate with 15 minutes at 15,000 feet. Night vision can be impairedstarting as low as 5,000 feet. Heavy smokers experience early symptoms of Hypoxia at lower altitudes.

Altitude & Blood Oxygen Saturation

Cabin Altitude Oxygen Level EffectsSea Level 95-98 %10,000 Feet 90 % Could experience some symptoms of blood

oxygen starvation14,000 Feet 84% Thought, memory and judgment are

substantially impaired. Peripheral vision may beaffected to a point where only central visionremains (tunnel vision) and hands could begin toshake

16,000 Feet 77 % You may not be able to control the aircraftand could even lose consciousness

18,000 Feet 71 % Loss of consciousness could occur in about15 to 30 min.

20,000 Feet Time of useful consciousness: 10 minutes40,000 Feet Time of useful consciousness: 15 seconds

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Note: Time of useful consciousness without oxygen:

Cabin Altitude Time of Useful Consciousness40,000 Feet 15 seconds35,000 Feet 20 seconds30,000 Feet 30 seconds28,000 Feet 1 minute26,000 Feet 2 minutes24,000 Feet 3 minutes22,000 Feet 6 minutes20,000 Feet 10 minutes15,000 Feet Indefinite

Preventative measures:• Refrain from alcohol• Don’t smoke prior to flight• Use only medications prescribed by a flight surgeon or aviation medical examiner• Carry and use supplemental oxygen on board when you fly above 10,000 feet during the day and above5,000 feet during the night.

HyperventilationCause: excessively rapid and deep breathing when a stressful situation is encountered in flight Effect: adecrease of carbon dioxide in the blood Symptoms: similar to Hypoxia and include lightheadedness,suffocation, drowsiness, disorientation and painful muscle spasms.

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STANDARD FLIGHT MANEUVERS & CONFIGURATIONS

StartingAfter completing the “START CHECK”, through the final items, apply the brakes or insure the aircraft ischocked. Depress the starter button for three (3) seconds. You will hear the starter engage at half power.After 3 seconds the igniter plugs are energized. Within 5 seconds, you will hear the starter get full power.At that time advance the FUEL SHUTOFF LEVER full forward. The maximum EGT for starting with theships battery is 750c. Maximum EGT for start with a GPU is 700c. Regulate the EGT during start bymoving the FUEL SHUTOFF LEVER back and fourth. When EGT stabilizes the FUEL SHUTOFFLEVER should be full forward. The movement of the Fuel control lever is very, very small.

After the start is complete, ensure that the -oil and fuel pressure are within limits and or rising. ORpressure at idle is .5. Any value under that will require the engine to be shut down. The engine requires aminimum of 4 minutes to warm up.

If any of the following exists during or after start, the engine must be shut down:

1. No sparking of igniters2. No oil pressure indication3. EGT exceeds maximum4. No RPM rise5. Idle RPM not reached within 60 seconds6. Oil pressure below .5

Starter limitations allow for 3 start attempts to be made with a 2 minute cooling period between eachattempt. After the third attempt, a 30-minute cooling period is required.

To shut down the engine, allow the engine to stabilize at Idle, and then move the FUEL CONTROLLEVER to the closed position. (Full aft)

It is critical that the pilot knows and listens for the sounds associated with the start sequence. The initialengagement of the starter, the igniters and the second acceleration of the starter as 400 amps are applied.If you don’t hear any one of these sounds, abort the start. SOMETIMES the igniters come on late, afterthe second starter acceleration. This is ok. Just don’t add the fuel until you hear the igniters.

TaxiCertain taxi techniques are peculiar to the L-29 aircraft because of the design of the brake system, and thefull castering nose gear.

To begin taxiing the aircraft, release the hand or parking/emergency brake. The airplane, in most caseswill begin to roll at idle power. Should you need to add power to start the aircraft moving, limit power to45% RPM maximum. The pilot must be aware of ramp congestion and jet blast. Power in excess of 45%RPM, should only be used with assurance that the area behind the aircraft is clear.

Visibility is excellent from the cockpit. However, wing tip clearance is difficult to judge. Taxi on thecenterline at all times.

Brakes are used for turning and stopping. Before turning, reduce speed to avoid excess side loads, push

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full rudder in the direction of the intended turn, and slowly apply brake pressure. DO NOT continue tosqueeze the brake handle until you feel it start to grab. Apply a small amount of pressure and wait untilyou feel the result. Then if you require more, apply it in the same small amount. The system is verysensitive and takes a soft touch to master. After the turn is complete, release the brake pressure and centerthe rudder pedals. The nose gear should straighten out. If it does not straighten out, apply rudder in theopposite direction of the turn and apply a small amount of brake pressure. To stop the aircraft straightahead, keep rudders centered and apply brake pressure. A small amount of ”walking the rudders” willhelp in keeping straight.

The nose gear is controllable through 60 degrees of turn.

It is better to “let her roll” than to slow down to much during taxi. A little extra speed helps to dampen thesensitive brakes. It also provides a little rudder control.

Do not ride the brakes. Intermittent brake usage will allow a cooling period between applications.

TakeoffA normal takeoff begins with proper alignment on the runway centerline. Hold the brakes firmly. Set thethrottle smoothly to 80% RPM check engine instruments. Advance throttle to 100% and release thebrakes.

Directional control is maintained with differential braking until the rudder becomes effective atapproximately 22 Kts. Remember how sensitive the brakes are. Use them sparingly.

The control stick should be neutral at the beginning of the takeoff roll or a sufficient amount of aileroninto the wind.

At approximately 75 Kts., lift the nose wheel off the runway. This will require a nose pitch ofapproximately 6 degrees. In this attitude, total drag is minimum and acceleration is maximized. At thecomputed takeoff speed the aircraft will fly itself off the runway. Just apply enough back pressure to raisethe nose gear off the runway. To much back pressure will result in a nose high attitude and extend theground roll. The L-29 will fly off the runway at approximately 80 to 90 Kts.

Maintain runway heading. At 50 AGL, with a positive rate of climb indicated on the ALTIMETER,retract the landing gear. Increase pitch to 10 degrees. At 108 Kts., select flaps up. Increase pitch to 12degrees. This entire takeoff and clean up is done in a shallow climb. We are trying to let the aircraftaccelerate as quickly as possible while climbing to a safe altitude. As the flaps retract, the horizontalstabilizer is moving. The nose will pitch-up when flaps come up. Let it. Just stop it at 12 degrees.

As the aircraft approaches a safe maneuvering altitude or pattern altitude, when clear of the pattern lowerthe pitch to 6 degrees and accelerate to best climb speed or anything above 150 Kts. Then retard thepower to 97% RPM. Remember that 100% power is limited to 6 minutes. The best rate of climb speed189 Kts./.35M. Do not make any turns below 500 feet AGL unless the departure or other factors requireyou to do so.

The flaps will automatically retract at 156 Kts. ± 11 Kts.

If you are remaining in the pattern, after reaching pattern altitude, BEFORE you lower the nose, reducepower to approximately 75%. At 12 degrees pitch with flaps up, you will be climbing at an airspeed of120-130 Kts. By reducing power before lowering the nose, the airspeed will remain 120-130 Kts. If you

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lower the nose first, the airspeed wifi immediately climb to 150 Kts. or more. The problem is, the Cessnaor Cherokee in front of you is only doing 85 Kts.

Takeoff Engine FailureIf the engine fails while still on the runway, perform the abort procedure. Maintain directional controlwith the rudder and brakes. Retard the throttle to idle, and apply maximum braking until the aircraftSTOPS. Many times it will appear that you have sufficient runway remaining, don’t be fooled. UseMAXIMUM BRAKING UNTIL COMPLETELY STOPPED. While slowing, as workload permits anddepending on the reason for flame out, if the aircraft is on fire or is showing signs of a possible fire, closethe FUEL CONTROL LEVER and the FIRE COCK SWITCH.

If the aircraft is airborne when the engine fails, fly straight ahead. DO NOT attempt to turn back to therunway. Small corrections and turns are possible, but you will not make the runway. Time permitting,apply full throttle, & open the ISOLATION VALVE. If it was a fuel control problem, this is the only wayto get fuel to the engine. If engine will not relight leave gear down to absorb some of the impact. Try tosecure the engine before landing. DO NOT change aircraft configuration. FLY THE AIRPLANE!

If ditching into water, it is recommended to leave the gear up.

Aborted TakeoffAn aborted takeoff is an emergency procedure. If it is treated as anything less, you run the risk of hurtingyourself and the aircraft.

There are only a few good reasons for initiating a high-speed abort.

1.) Engine failure or fire while still on the ground. 2.) Structural failure, including tire failure. 3.) Cockpitfire or smoke. Any other indications such as warning lights, would not warrant a high-speed abort.

A high-speed abort requires an immediate response. When the decision is made to discontinue the takeoff,maximum braking must be applied. The brakes must be applied IMMEDIATELY. Anything less thanFULL brakes may result in the aircraft running off the end of the runway. Use max braking untilSTOPPED. Remember, you are doing close to 100 Kts. and weigh close to 7,000 pounds. Light brakingwill NOT be sufficient to stop you.

Abort Procedure1. Throttle Idle2. Maximum Braking Apply3. Maintain Directional Control4. Speed Brakes Extend5. Advise the Tower6. Taxi Clear of Runway7. Observe Brake cooling Requirements

Once you decide to abort- “DO IT” You CANNOT change your mind!

The time to consider an abort is before the takeoff roll is started. You must decide what circumstanceswill require an abort and wider which circumstances you will continue the takeoff.

Items to consider:

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• Runway Condition. Wet? Dry? Slippery?• Nature of Malfunction• Speed• Braking Effectiveness. Hot brakes mean less effectiveness

ClimbTo obtain the maximum rate of climb, it is necessary to use 100% RPM initially and reduce the power to97% RPM after 6 minutes.

Maintain 97% for a maximum of 30 minutes. The initial climb speed is 189 Kts. After 30 minutes, reducepower to the max continuous-94% RPM. As you climb above 10,000, the airspeed will start to decrease.At 17,000 you will be indicating approximately 160 - 170 Kts.

Passing 18,000 feet, remember to reset your altimeter to 29.92.

OPS NOTE

The Pilot Operating Handbook says to climb at 189 Kts. until .35 mach, which occurs at around 11,000.The problem is that the first indication on the mach meter is .5 mach.

CruiseWhen level at the desired altitude, allow the aircraft to accelerate to the recommended speed as outlinedin the manual, then after reaching this speed, reduce the power to approximately 92% RPM or maxcontinuous 94% RPM.

The normal cruise schedule is defined as;

250 Kts. below 10,000 feet.OR

A variable speed schedule based on nautical miles per 100 pounds of fuel.OR

Chart lAS that yields Mach.70 max.

OPS NOTE

When leveling off at cruise altitude, allow the aircraft to accelerate to at least 200 Kts. or more. Thenthrottle back to 92%. 200 Kts. is a typical cruise speed.

Flight plan 1 gallon per mile. At altitudes above 10,000, you can get about 1.25 miles per gallon. (25%increase)

FARs; 250 Kts. is maximum speed below 10,000’ 200 Kts. is maximum speed in the traffic pattern

DescentA normal descent is flown at cruise power. Just lower the nose and allow the airplane to accelerate. If youare close to the airport, then you can pull the throttle to idle if desired and slow as necessary.

A high speed, high rate of descent can be executed by pulling throttle back to idle, extending speed brakes

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and accelerating to the max airspeed.

Passing through 18,000 reset altimeters.

Observe airspeed of 250 Kts. when below 10,000 feet.

VFR Traffic Pattern & LandingWhen below 10,000 feet and within 10 miles of the airport, reduce airspeed and adjust rate of descent soas to enter the traffic pattern at 1,500 feet AGL at an airspeed at or below 130 Kts.

Caution in the traffic pattern should be exercised as most VFR, light airplane traffic will be lower andslower than you.

When downwind, at a point abeam the point of landing, select gear down and slow to 120 Kts. Selectflaps 15 and slow to 110 Kts. This will provide approximately 1.4 Vso. Turning from base to final andwhen landing is assured, select landing flaps, 30 degrees, allow airspeed to slow to 95 to 100 Kts. Thisspeed will also provide greater than 1. 3 Vso protection.

Power to hold airspeed on final will be approximately 70-75% RPM. NEVER reduce power below 56%RPM. Should the power be reduced below 56%, thus allowing the engine to “UNSPOOL”, it can take upto 14 seconds to spool up should you need to add power. If you are high and fast, it is okay to pull thethrottle to idle.

The normal aiming point for landing when established on final is approximately 50’ short of the runway.As you start the round out at the bottom of your descent, bring the throttle to idle. DO NOT flare the jet. Itwill look like you are going to drive the nose gear into the runway. You won’t. Pick a fairly level attitudeand hold it until the airplane lands.

When approaching the runway threshold and landing is assured, reduce power to idle. Allow airspeed toslow to 85 Kts. Normal touchdown will occur at approximately 76 Kts. After touchdown, hold the nosewheel off the runway for as long as possible so as to take advantage of aerodynamic braking. When thenose is lowered, apply normal braking and maintain directional control with rudder and brakes asnecessary. Speed brakes will allow you to maintain a higher power setting on final and will assist inaerodynamic braking after landing.

AFTER clearing the runway, retract the flaps to 0, check brake pressure and depressurize the canopy.

When landing without flaps, no increase in the final approach speed is necessary. Fly a normal approach.

Minimum speed in the clean configuration is 120 Kts.

OPS NOTE

After landing it is a good idea to have your back seater depressurize and open their canopy. Fresh air willmake them feel better.

Final approach means on final. No turns greater than 15 degrees. If you are high, get the speed first, andthen descend.

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Touch & Go LandingsAfter a normal landing, hold the nose wheel off the runway, normal 6-degree takeoff attitude. Select flapsto 15, set trim to takeoff position and apply max power. After the aircraft lifts off perform the normaltakeoff clean up procedure.

If the landing touch down is to far down the runway for a safe takeoff, make a full stop. If a full stoplanding is made, and you intend to make another takeoff and landing, remember the brake coolingrequirements.

Short Field LandingBecause of its extremely slow approach speeds, the L-29 is an excellent short field aircraft.

Fly a normal approach. On final reduce airspeed to not below 1.2 Vso (approx. 90 Kts.). This speed issuch that if the throttle were reduced, the airplane lands. As soon as the aircraft is firmly on the ground,lower the nose and apply maximum braking.

Abnormal Flap Operations Including Zero Flap LandingsThe L-29 normal landing configuration is with flaps full, 30 degrees. However the aircraft can be landedsafely with 15 or 0 degrees of flaps. The differences that the pilot will notice is that the nose attitude willbe slightly higher than normal, and the airplane will not slow down as quickly.

After gear extension, maintain 110 Kts. while maneuvering to final. This speed will provideapproximately 1.3(Vso) stall protection. On final allow the airspeed to slow to 100 Kts. This will be thespeed until very short final. Approaching the runway threshold, on the desired glide path, slowly retardthe throttle to idle. If your speed was 100 Kts. and you were on the normal L-29 glide path, the airplanewill glide across the runway threshold at approximately 85-90 Kts. in a slight nose high attitude. As witha normal -landing, only a very small amount or no flare is required. After touch down. immediately lowerthe nose to the runway. When speed has slowed to braking speed apply brakes.

Considerations; Airspeed control is very important. This airplane glides-alot!

Altitude and glide path is critical. The L-29 is a clean airplane. It will not bleed off excess airspeed veryquickly. So if you are fast on final you will have trouble slowing to cross the runway at 90 Kts. Thisresults in floating down the runway or higher touch down speeds.

Speed Brakes; if you are high on final, the tendency is for the pilot to lower the nose. Because of therequirement to maintain at least 56% power on final, lowering the nose will result in an increase inairspeed. Speed brakes should be used to control the airspeed when the nose is lowered. When back onglide path retract speed brakes. If you find that you are to low on final, add sufficient power (90%) to stopthe descent. You will fly into the glide path from underneath. As you start down again, reduce power tomaintain descent rate and speed. If you find yourself high and fast on final, the best procedure is to goaround. If you must land from this position, do not be afraid to bring the power back to idle. With excessairspeed and altitude, you have many options.

If you maintain airspeed, this airplane will do everything right.

Go Around Or Rejected Landings / Missed ApproachMany go arounds are not initiated until the aircraft is very low and close to the runway. When ATC oryou as a pilot realize that a go around is required, it is important to stop the descent of the aircraft. You

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must positively rotate the aircraft to a climb attitude and apply maximum power. A positive rotation toapproximately 10 degrees will stop the descent and start the aircraft climbing. Select flaps 15. Rotate theairplane smoothly to 10 degrees. When a positive rate of climb is indicated on the ALTIMETER, selectthe landing gear up. At a minimum of 150 feet AGL and 108 Kts., select flaps 0.

Procedure1. Throttle Max power (mechanical stop)2. Flaps 153. Positive climb Gear up4. Airspeed 1085. Flaps up at 150 AGL

OPS NOTE

It is more critical to gain altitude rather than accelerate to 108 Kts. for flap retraction.

Forced LandingIf the decision is made to attempt a forced landing, it is extremely important that the pilot devotesufficient concentration to establish a satisfactory forced landing pattern. The “Overhead” pattern offersthe most accurate control of the touch down point and shall be utilized whenever possible. However thepattern may be entered at any convenient point.

If the engine is developing any amount of thrust, it is better to leave it running unless there is a moreserious problem. If the engine is vibrating, popping or on fire then it should be shut down.

“High key” is a point on the opposite side of the runway from where down wind will be flown abeam theend of the runway at an altitude between 4,000 & 6,500 feet AGL. The aircraft should be flying upwindon runway heading. When abeam the departure end of the runway, start a turn across the runway to enterdown wind. During this turn, airspeed should be allowed to slow to the best glide speed of 135 Kts.Maintain altitude while slowing. Maintaining airspeed will result in a rate of descent such that when youroll out of the turn down wind, you will be at approximately 4,000 feet AGL. Lower the gear when youare downwind. Abeam the approach end of the runway you will be at 3,500’ this point is known as “LowKey”. Distance from the runway at low key is 1 1/2 miles. Airspeed will be less than 135 Kts. The turnfrom down wind to base to final is a continuous turn. Basically you turn from down wind to final. Youraltitude from base to final should be 2,000 AGL. At this point the decision must be made whether or notyou can make the runway. If a runway landing is assured, reduce airspeed to 110 Kts. and extend fullflaps (to simulate emergency flap extension due to engine quitting).

The touch down/aiming point is the first 1/3 of the runway. (Unlike the normal point, 50’ feet short)

SFO- simulated flame out, is a way to practice this procedure. Utilizing idle power until the decisionheight, 2,000’AGL at which point power should be increased to 56% because of spool up time.Continually reassess your position.

OPS NOTE

This airplane glides a long way. If you are 6,500’ at high key, you will need to fly 2 - 3 miles beyond theend of the runway before turning downwind.

Remember with engine failure, you must use the alternate gear and flap extension. You will have but one

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flap selection, 30 degrees. Don’t lower them until you know you have the runway made.

Steep TurnsFor training purposes, steep turns are to be conducted at an airspeed of 189 Kts. Stabilize, and trim theaircraft for the selected speed. Slowly roll into a 45-degree bank turn. As the bank angle passes 30degrees, increase power slightly to maintain airspeed and apply a small amount of back pressure tomaintain altitude. Hold altitude, bank and airspeed constant.

As compared to a normal turn, the pitch inputs required will be larger, and varying the bank angle willmake pitch control more difficult. Excursions from the entry condition should be corrected by prompt butsmooth positive control inputs and/or thrust. If altitude loss becomes excessive, shallow the bank untilprecise altitude/airspeed control is re-established. Precision is secondary to smooth and positive control.Trim out stabilizer forces throughout the turn.

During the roll out airspeed will increase. As tile wings are rolledlevel, reduce thrust to the level selected before the turn was started. Lead the roll out heading by 15 to 20degrees.

The horizon (outside) is the primary indicator in performing steep turns.

The altimeter is accurate and should be used throughout the turn. Be alert for altimeter needle movementand use prompt and smooth elevator input for corrections.

The VSI will show a load factor change as a change in vertical speed. Don’t chase it.

OPS NOTE

If the turn is not going well, roll out and start over. If you climb or descend during the turn, correct backto the right altitude. If you don’t correct, the instructor will assume that you don’t see that you are offaltitude or airspeed.

Slow Flight Or Flight At Critically Slow AirspeedThe objective in teaching slow flight is to recognize changes in the airplane flight characteristics atcritically slow airspeeds in various attitudes and configurations. To recognize imminent and full stalls andaccomplish prompt, positive and effective recoveries in all normally anticipated situations.

The airplane will be flown at such airspeeds that controllability is minimized to the point that if the angleof attack were further increased by an increase in load factor or a decrease in airspeed, an immediate stallwould occur. The minimum airspeed in a clean configuration that we use in the L-29 is 120 Kts. Thisairspeed is sufficient to provide stall protection while maneuvering the aircraft in the normal trafficpattern and during traffic avoidance. For slow flight training, we will fly at 100 Kts. in the cleanconfiguration.

Clean Configuration; the most efficient way to slow the aircraft is at idle power. At idle, of course thenose will tend to drop. Hold altitude. Trim the aircraft to reduce elevator pressure. Maintain coordinatedcontrols to maintain altitude and heading. As the airspeed approaches 100 Kts., advance the powersufficiently to maintain altitude and airspeed. This will require approximately 80 to 90% RPM trim. Themaneuver should be accomplished in medium banked level, climbing and descending turns as well as’straight and level flight.

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“Pitch controls airspeed” - “Power controls altitude”

The airplane is slow to react to power changes. Be patient.

Landing Configuration; Maintain altitude and airspeed at 100 Kts. As in our normal pattern operations,lower the landing gear first. When 3 green and 3 barber poles appear, select flaps 15. The L-29 tends to“pitch over” when flaps are lowered. Trim. Prior to selecting landing flaps, give the airplane a chance tostabilize. As drag increases, the power requirement will increase. Apply sufficient power to maintainaltitude at 100 Kts. Select flaps 30.Trim. Perform the landing checklist. Allow the aircraft to slow to 90Kts. This airspeed will allow a stall protection of 1.25(Vso). As in the clean configuration, medium banklevel, climbing and descending turns will be preformed.

Recovery from slow flight will be the same technique used in our stall and go around procedures; Maxpower, flaps 15, positive rate, gear up. At this point, allow the airplane and the pilot to stabilize. We areaccelerating so you will have to lower the nose to maintain altitude. Trim. As flaps retract, the nose will“pitch up”. Actually what is happening is that the tail is dropping. The pitching up of the nose will assistin maintaining attitude and altitude. Select flaps 0. Nose will pitch up. Continually trim the aircraft. Asthe airplane approaches the desired speed reduce to your normal cruise power setting and trim for straightand level.

Acceptable Performance; Altitude ± 100 feet, Airspeed ± 10 Kts. Heading ± 10 degrees.

StallsThe purpose in teaching and demonstrating stalls is not to show what the aircraft will do when it stalls,rather it is to teach the signs and indications of a impending stall and to recover with a minimum loss ofaltitude. Recovery is always initiated at the FIRST indication of a stall. When approaching a stall under 1“G” conditions, prestall warning occurs in the form of light to moderate airframe buffeting and vibrationof lateral controls approximately 4 to 5 Kts. ahead of the stall. After passing the stall point, a nose andwing drop will occur.

Approach to landing stall1. Throttle 56% RPM2. Airspeed 110 Kts3. Flaps 154. Gear Down5. Flaps 30

Hold altitude until the first indication of a stall.

Recovery1. Throttle Max power (mechanical stop)2. Back stick pressure Fly the nose to the horizon3. Wings Correct to level4. Flaps 155. Airspeed Accelerating6. Rotate Climb attitude7. Positive climb Gear up8. Airspeed 1089. Flaps up

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The recovery in an aircraft with plenty of power and excellent low speed qualities is relatively simple.When max power is applied and the nose is flown to the horizon the aircraft will start to fly. Then simplyrotate to a climb attitude to stop the descent.

Departure Stall1. Throttle 56%2. Airspeed 110 Kts3. Flaps 154. Gear Down

Hold altitude until the first indication of a stall.

Recovery1. Throttle Max power2. Back stick pressure ...Fly the nose to the horizon3. Wings Correct to level attitude4. Airspeed Accelerating5. Rotate Climb attitude6. Positive climb Gear up7. Flaps 108 Kts. flaps up

Rapid Descent & RecoveryThis maneuver is designed to bring the aircraft down smoothly to a safe cabin altitude in minimum timein case of an uncontrollable loss of cabin pressurization. The oxygen procedures may be omitted whenpressurization problems or contamination of cabin atmosphere are not present. The rate of descentrequired depends on the rapidity with which the cabin pressure is lost and on the airplanes altitude at thetime of the problem. No simple rule can establish when a rapid descent is necessary in a given case.

As a guideline;

- if the cabin pressure indicator is indicating an uncontrollable climb, a rapid descent is necessary if theairplane is above 20,000 feet.

- if the airplane is above 25,000 feet, a descent at near maximum practicable rate is required.

Between 25,000 & 30,000 feet, useful consciousness is lost in one to four minutes and death can occur ineight to ten minutes without adequate cabin pressure or supplemental oxygen. An explosivedecompression can cut these times in half the severity increases rapidly above 30,000 feet.

CAUTION

DO NOT RUSH INTO A RAPID DESCENT. FIRST,DETERMINE IF THE CABIN PRESSURE IS

UNCONTROLLABLE. ACCOMPLISH THE PROCEDUREMETHODICALLY.

BE SURE TO FLY THE AIRPLANE.

If the cabin is controllable, no rapid descent is required. If the cabin is uncontrollable, initiate a rapiddescent.

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CAUTION

DETERMINE STRUCTURAL INTEGRITY OF THE AIRCRAFT PRIOR TO MAKINGSIGNIFICANT CHANGES IN SPEED OR CONFIGURATION. IF

INTEGRITY IS IN DOUBT, LIMIT SPEED AS MUCH ASPOSSIBLE, PREFERABLY AT OR BELOW THE SPEEDAT THE TIME OF THE PRESSURIZATION PROBLEM.

AVOID HIGH MANEUVERING LOADS. DO NOTCHANGE THE AIRCRAFT CONFIGURATION IF

STRUCTURAL INTEGRITY IS IN DOUBT.Procedure1. Oxygen On 100% (if installed)2. Throttle Idle3. Speed brakes Extend4. Pitch 25 degrees nose down5. Deicing lever On6. Cabin Heat sw Warm7. Airspeed .70M / 443 Kts.

For a minimum loss of altitude during dive recovery, the following procedure is recommended.

CAUTION

DURING DIVE RECOVERY ATHIGH SPEEDS NEAR THE LIMITING

AIRSPEEDS, STICK FORCES CAN BECOMEEXCESSIVE EVEN WITH THE ELEVATOR

TRIM TAB IN THE FULL UP POSITION.Recovery1. Throttle Idle2. Speed brakes Extend3. Wings Level4. Back stick pressure Apply

Care must be taken that the “G” limitation is not exceeded. Refer to “Altitude Loss During DiveRecovery” in the AOM.

AerobaticsThe following maneuvers may be performed with and without external tanks. The Maximum positive “G”load for the L-29 is 8. The Maximum positive “G” load for the L-29 with external tanks is 7.5. TheMaximum negative “G” load for the L-29 is -4. The Maximum negative “G” load for the L-29 withexternal tanks is -3.5.

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MANEUVER POWER SPEEDLoop 97% 280/97Immelmann 97% 280/108AileronRoll 94% 108 MinBarrel Roll 94% 250Split S 94% 119 MaxStalled Turn 94% 216/135Chandelle 97% 216Lazy 8 94% 216/97Clover Leaf 94% 280/97

OPS NOTE

During over the top maneuvers, the airspeed will decrease rapidly, even to “0” indicated. Use the controlswith care.

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APPENDIX

Normal Checklist

EXTERIOR PREFLIGHT

COCKPIT

1. Control Lock..............................REMOVE & STOW2. All Switches ............................................................ OFF3. Circuit Breakers....................... CHECK ON (All Up)4. Pneu. Pressure ................................................. CHECK

NOSE SECTION

1. O2 & Pneum. Access Door .........................CLOSED2. Mech. Nose Gear Indicator ................................. OUT3. Nose Compartment .............................................OPEN4. PNEU PRESS Drain Valve .........................CLOSED5. Battery Drain Line .............................. CONNECTED6. Battery Cable........................................ CONNECTED7. FIRE EXTINGUISHER SWITCH........................ON8. Nose Compartment .......................................... CLOSE

NOSE WHEEL WELL

1. Nose Gear General Condition....................... CHECK2. Tire...............................................................INFLATED3. Taxi Light................................................CONDITION4. Gear Down Light....................................CONDITION5. Gear Doors Mech. Linkage ....................ENGAGED6. Hoses & Cables ......................................CONDITION7. Micro switch ...........................................CONDITION8. Downlock....................................................ENGAGED

FORWARD FUSELAGE - RIGHT SIDE

1. Antennas..................................................CONDITION2. Fuselage General Condition.......................... CHECK

RIGHT WING

1. Air Intake PLUG OUT....................CHECK CLEAR2. Right Main Gear Mech. Indicator...................... OUT3. Right Main Wheel Well ........................CONDITION4. Tire...............................................................INFLATED5. Shock Absorbers ...................................... NO LEAKS6. Gear Doors Mech. Linkage .....................ENGAGED7. Hoses & Cables ......................................CONDITION8. Uplocks (2)...........................................................OPEN9. Microswitches (2)...................................CONDITION10. Hyd. Drain (Flaps-Gear)....................... NO LEAKS11. Voltage Regulator Access .........................CLOSED

12. Radio Altimeter Antenna ...................CONDITION13. Right Main Gear Down Light............CONDITION14. External Tank........................................CONDITION15. Pitot Boom.............................................CONDITION16. Wing Tip, Position Light............................. CHECK17. Aileron .......................CONDITION, MOVEMENT18. Flaps...............................................CONDITION, UP

AFT FUSELAGE - RIGHT SIDE

1. All Doors ........................................................CLOSED2. Speed Brake.........................CONDITION, CLOSED3. Tail Skid...................................................CONDITION

TAIL SECTION

1. Stabilizers (Right Side).........................CONDITION2. Elevator, Trim Tabs...............................CONDITION3. Rudder.........................................FREE MOVEMENT4. Position Light..........................................CONDITION5. Tail Pipe.................... PLUG OUT, CHECK CLEAR6. Thermocouples .......................................CONDITION7. Turbine Blades .......................................CONDITION8. Stabilizers (Left Side)............................CONDITION

AFT FUSELAGE - LEFT SIDE

1. All Doors ........................................................CLOSED2. Speed Brake.........................CONDITION, CLOSED3. Oil Filler Cap ..............................................SECURED

LEFT WING

1. Flaps & Mech. Ind.........................CONDITION, UP2. Aileron .........................CONDITION, MOVEMENT3. Wing Tip, Position Light ............................... CHECK4. Pitot Boom...............................................CONDITION5. Radio Altimeter Antenna......................CONDITION6. External Tank..........................................CONDITION7. Left Main Gear Down Light.................CONDITION8. Left Main Wheel Well...........................CONDITION9. Tire...............................................................INFLATED10. Shock Absorbers ................................... NO LEAKS11. Gear Doors Mech. Linkage ...................ENGAGED12. Hoses & Cables ....................................CONDITION13. Uplocks (2).........................................................OPEN14. Microswitches (2).................................CONDITION15.Landing Light .................................IN, CONDITION16. Left Main Gear Mech. Indicator....................... OUT17. Air Intake..................PLUG OUT,CBECK CLEAR

FLUID & PRESSURE CHECK

1. Hydraulic Fluid Level (RT SIDE) ................ CHECK2. Fuel Level (LEFT SIDE) ............................... CHECK3. Pneu. Pressure Gage Rear CP....................50 kg/cm2

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CHECK OPERATION OF LIGHTS IF NIGHTFLIGHT IS ANTICIPATED

AFTER ENTERING COCKPIT

1. CAB PRESS DUMP Valve.........................CLOSED2. Fire Cock Lever...................................................OPEN3. FUEL SHUTOFF Lever...............................CLOSED4. Deicing Lever.......................................................... OFF5. Isolation Valve........................................................ OFF6. Flaps Buttons............................................... ALL OUT7. Elevator Trim.................................CHECK TRAVEL8. Taxi/Landing Light Switches............................... OFF9. Landing Gear Buttons (2) ....................CHECK OUT10. Emer. Gear Ext. Valve ...............................CLOSED11. Emer. Flaps Ex. Valve ...............................CLOSED12. AIICIB’s ..................................................................ON

BEFORE STARTING ENGINE

1. Helmet........................................................................ON2. Radio Cable ................................................ CONNECT3. Control Stick & Rudder.......................MOVEMENT4. BATT Switch............................................................ON5. VOLT/AM Meter............................................ CHECK6. ENG Switch ..............................................................ON7. C+WPanel..............................................................TEST8. Gear Indicator Lights ..........................................TEST

ENGINE START

1. Canopy............................................................CLOSED2. GEN Light..................................................BLINKING3. DO NOT START Light ....................................... OUT4. Throttle................................................................... IDLE5. GND START Button.....................................PUSH 3s6. Igniters .............................LISTEN FOR SPARKING7. FUEL SHUTOFF Lever.....................................OPEN8. EGT..................................................................... <750°C9. Fuel/Oil Pressure..............................................RISING10. Idle RPM...................................35-39% MAX in 60s11. Fuel Pressure .....................................12 kg/cm2 Min.12. Oil Pressure.......................................0.5 kg/cm2 Min.13. Oil Temp ......................................................20°C Min.14. EGT Idle ...................................................550°C Max.

AFTER ENGINE START

1. DAY Switch..............................................................ON2. GEN Switch ..............................................................ON3. GEN Light.............................................................. OUT4. RADIO Switch .........................................................ON5. Pressurization..............................................AS REQ’D6. Isolation Valve Switch ............................................ON7. RPM..............................................................1-3% RISE

8. EGT/Fuel Pressure...............................SLIGHT RISE9. Isolation Valve Switch .......................................... OFF10. C+Wpanel....................................................... CHECK11. Fire Warning Circuit..................................... CHECK12. EGT ................................................................. CHECK13. Fuel Press / Oil Press / Oil Temp ............... CHECK14. Fuel Quantity................................................. CHECK

BEFORE TAXI

1. ATIS ......................................................................COPY2. Altimeter.................................................................. SET3. Flight Instruments ........................................... CHECK4. Engine Instruments ......................................... CHECK5. Transponder ............................................................SBY6. Canopy............................................................CLOSED7. Hyd. / Pneu. Pressures ................................... CHECK8. Taxi Clearance..............................................RECEIVE

BEFORE TAKEOFF

1. Trim......................................................................2°AFT2. Speed Brakes.....................................IN, LIGHT OUT3. Flaps ...........................................................................15°4. Fuel Quantity ................................................... CHECK5. Engine Instruments ......................................... CHECK6. Canopy........................................................... LOCKED7. Harness ...............................................................TIGHT8. C + WPanel...................................................... CHECK9. Flight Controls ................................................. CHECK10. Pressurization............................................AS REQ’D11. Emergency Briefing.................................PERFORM

TAKEOFF

1. Brakes................................................................. APPLY2. Throttle..................................................................... 90%3. Engine Instruments ......................................... CHECK4. Brakes............................................................RELEASE5. Throttle...................................................................MAX6. Rotate 6°............................................. Nose up 75 Kts.7. Liftoff ................................................................100 Kts.8. Pitch Increase............................................10° Nose up

AFTER TAKEOFF

1. Gear.................................................................. UP@50ft2. Flaps .............................................. [email protected]. Throttle................................................97% @ 135 Kts.4. Trim.......................................................................... SET5. Engine Instruments ......................................... CHECK6. C + W Panel..................................................... CHECK

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CLIMB

1. Throttle..................................................................... 94%2. Airspeed............................................................189 Kts.3. Engine Instruments ......................................... CHECK4. C+Wpanel......................................................... CHECK

CRUISE

1. Throttle............................................................... 85-90%2. Engine Instruments ......................................... CHECK3. C+WPanel......................................................... CHECK4. Fuel Quantity ................................................... CHECK

DESCENT

1. Throttle..................................................................... 65%2. Airspeed............................................................162 Kts.3. Fuel Quantity ................................................... CHECK4. Engine Instruments ......................................... CHECK5. ATIS ................................................................. COPIED6. Altimeter.................................................................. SET7. Landing Clearance .......................................RECEIVE

BEFORE LANDING

1. Fuel Quantity ................................................... CHECK2. C+WPanel......................................................... CHECK3. Pneu. / Hyd. Pressures ..............CHECK LANDING

1. Landing Gear....................DOWN BELOW 157 Kts.2. Landing Gear Lights........................................3 Green3. Landing Gear Mech. Indicators ......................3 Poles4. Flaps ..................................DOWN BELOW 146 Kts.5. Flaps .................................CHECK LIGHTS & POLE6. Airspeed 110 Kts............................................... FINAL7. Throttle........................70-75% (NOT BELOW 56%)

AFTER TOUCHDOWN

1. Landing Gear....................DOWN BELOW 157 Kts.2. Brakes...................................APPLY AS FOLLOWS:

FuelRemaining

Max BreakSpeed (Kts)

1300 L. 761000 L. 78 700 L. 81 400 L. 86

TOUCH & GO

1. Nose Wheel................................................HOLD OFF2. Throttle...................................................................MAX3. Speed Brakes.............................................. CHECK IN4. Flaps ...........................................................................15°5. Trim........................................................................2° All6. Rotate .................................................................. 75 Kts.

GO AROUND

1. Throttle...................................................................MAX2. Speed Brakes.............................................. CHECK IN3. Flaps ...........................................................................15°4. Flap Indicators ................................................. CHECK5. Landing Gear..............................................................UP6. Landing Gear Indicators ................................ CHECK7. Flaps ...........................................................0°@108Kts.8. Flap Indicators ................................................. CHECK

AFTER LANDING

1. Trim..............................................................NEUTRAL2. Speed Brakes...............................................................IN3. Flaps ............................................................................UP4. Pneu. Pressure ................................................. CHECK5. Transponder ............................................................SBY

ENGINE SHUTDOWN

1. Throttle............................................................IDLE 30s2. FUEL SHUTOFF Lever...............................CLOSED3. Engine Spool down ................ WAIT TIL STOPPED4. DAY Switch............................................................ OFF5. ENG Switch ............................................................ OFF6. GEN Switch ............................................................ OFF7. BATT Switch.......................................................... OFF8. RADIO Switch ....................................................... OFF9. Comm Radio ........................................................... OFF10. Transponder.......................................................... OFF11. Pressurization........................................................ OFF

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Emergency Checklist

GROUND ABANDONMENT PROCEDURE1. Canopy....................................... OPEN MANUALLY2. Lap Belt..........................................................UNLOCK3. Harness ..........................................................UNLOCK4. Aircraft .......................................................ABANDON

ENGINE FIRE DURING START OR ONGROUND

1. Throttle................................................................... IDLE2. FUEL SHUTOFF Lever...............................CLOSED3. ENG Switch ............................................................ OFF

If Fire Persists:

1. FIRE COCK.........................................................SHUT2. FIRE EXT Button...............................................PUSH3. Ground Abandonment............................COMPLETE

BRAKE SYSTEM FAILURE

1. Emergency Brake Lever..................................... PULL

ABORTED TAKEOFF

1. Throttle................................................................... IDLE2. Optimum Braking............................................. APPLY3. FUEL SHUTOFF Lever...............................CLOSED

ENGINE FAILURE/FIRE DURING TAKEOFF

If Stopping:

1. Throttle................................................................... IDLE2. Optimum Braking............................................. APPLY3. FUEL SHUTOFF Lever...............................CLOSED4. FIRE COCK.........................................................SHUT5. FIRE EXT Button........................... PUSH IF REQ’D6. All Electrical Switches.......................................... OFF7. Abandon ...................................................COMPLETE

If Continuing:

1. Throttle...................................................................MAX2. ISOLATION Valve Switch....................................ON3. Landing Gear...............................................RETRACT4. FIRE EXT Button........................... PUSH IF REQ’D5. Land.......................................................................ASAP

If insufficient thrust:

1. Forced Landing...........................................PERFORM

BLOWN TIRE DURING TAKEOFF

If Stopping:

1. Abort.............................................................PERFORM

If aircraft has stopped:

1. Engine Shutdown .......................................PERFORM

If Takeoff is continued:

1. Landing Gear......................................LEAVE DOWN2. Flaps ....................................................LEAVE DOWN3. Airspeed..................................................146 Kts. Max.

GEAR RETRACTION FAILURE

1. Airspeed ........................................................ <157 Kts.2. GEAR DOWN Button .......................................PUSH3. Gear Electrical Indicators .............................. CHECK4. Gear Mechanical Indicators .......................... CHECK5. Land.......................................................................ASAP

FLAPS RETRACTION FAILURE

1. Airspeed........................................................ <146 Kts.2. DAY Switch..............................................................ON3. FLAPS C/B................................................CHECK ON4. FLAPS 0° Button................................................PUSH5. Flaps Electrical Indicators ............................. CHECK6. Flaps Mechanical Indicator........................... CHECK

If unsuccessful:

1. FLAPS 15° Button..............................................PUSH2. Flaps Electrical Indicators ............................. CHECK3. Flaps Mechanical Indicator........................... CHECK4. Land.......................................................................ASAP

NORMAL AIRSTART

1. Throttle................................................................... IDLE2. FUEL SHUTOFF Lever...............................CLOSED3. All Non-essential electrical................................... OFF4. Descent ......................................... BELOW 20,000 Ft.5. Airspeed..................................................135 - 160 Kts.6. RPM windmilling............................................. 10-15%7. All necessary C/B’s .................................................ON8. AIRSTART Button...........................PUSH & HOLD9. FUEL SHUTOFF Lever.....................................OPEN10. Engine RPM ........................................INCREASING11. EGT ..............................................................700° Max.12. AIRSTART Button.............................................. OFF

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HOT AIRSTART

1. Throttle................................................................... IDLE2. AIRSTART Button...........................PUSH & HOLD

NOTE

If the engine doesn’t start within 40-45s, close theFUEL SHUTOFF lever and set the two IGNC/B’s to OFF.

CAUTION

A new starting attempt must not be made sooner than30 to 40 seconds after the FUEL SHUTOFF lever hasbeen closed to assure draining of the tailpipe ofexcess fuel.

WARNING

Restarting of the engine takes about 45 seconds afterthe AIRSTART button has been pushed.

MANUAL BAILOUT

1. CANOPY JETT Lever.......................................OPEN2. Internal CANOPY LOCK...........................UNLOCK3. Canopy...........................................................REMOVE4. Lap belt .................................................... PULL OPEN5. Bail out.................................................ACCOMPLISH

ENGINE FAILURE DURING FLIGHT

1. Throttle................................................................... IDLE2. FUEL SHUTOFF Lever...............................CLOSED3. All non essential electricals .................................. OFF4. Descent ......................................... BELOW 20,000 Ft.5. Airspeed..................................................135 - 160 Kts.

If flameout not due to mechanical failure:

1. Airstart .........................................................PERFORM

If flameout due to mechanical failure:

1. Forced Landing...........................................PERFORM

If not possible:

1. Bailout..........................................................PERFORM

ENGINE FIRE DURING FLIGHT

1. Fire Warning Circuit....................................... CHECK

If fire is not confirmed:

1. Land.......................................................................ASAP

If fire is confirmed:

1. Throttle................................................................... IDLE2. FUEL SHUTOFF Lever...............................CLOSED3. FIRE COCK.........................................................SHUT4. ENG Switch ............................................................ OFF5. FIRE EXT Button.........................PUSH WARNING

It may take up to 30 seconds to put out an existingfire.

6. Forced Landing...........................................PERFORM

or

7. Bailout..........................................................PERFORM

PARTIAL POWER LOSS

<500’ AGL:

1. ISOLATION Valve Switch....................................ON2. Throttle...........................................Set RPM Smoothly

500 < 13,000’ AGL:

1. Throttle................................................................... IDLE2. ISOLATION Valve Switch....................................ON3. Throttle...........................................Set RPM Smoothly

CAUTION

If throttle is not moved with care flameout orexcessive EGT may result

>13,000’ AGL:

1. Throttle................................................................... IDLE2. ISOLATION Valve Switch....................................ON3. Throttle..................................... Set RPM Immediately

CAUTION

If throttle is not adjusted immediately, flameout willoccur.

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FUEL SYSTEM FAILURE LP FUEL PUMPFAILURE

1. Throttle Movement ............................................SLOW2. LP PUMP C/B CHECK..........................................ON3. ENG............................................................CHECK ON4. Land.......................................................................ASAP

FUEL SYSTEM FAILURE FUEL/OILPRESSURE LOW

1. ENG Switch & C/B’s ..............................CHECK ON2. Throttle Movement ............................................SLOW3. RPM...................................... REDUCE BELOW 85%4. Land.......................................................................ASAP

HYDRAULIC SYSTEM FAILURE

1. ACCU FILL VALVE............................FILL (HOLD)2. Speed Brakes...............................................ACTUATE3. ACCU FILL VALVE..................................NORMAL

ELECTRICAL SYSTEM FAILURE

1. All Electrical Switches.......................................... OFF2. All C/B Switches.................................................... OFF3. BATT Switch............................................................ON4. GEN Switch ..............................................................ON5. VOLT/AM Meter............................................ CHECK6. Failing Equipment......................................IDENTIFY

If Unsuccessful:1. Emer. Gear Extension ...............................PERFORM2. Emer. Flap Extension ................................PERFORM3. Land.......................................................................ASAP

GENERATOR FAILURE

1. GEN Switch ............................................................ OFF2. All non essential elec. ............................................ OFF3. GEN ............................................................................ON4. VOLT/AM Meter............................................ CHECK5. Land.......................................................................ASAP

SMOKE/FUMES OR ELECTRICAL FIRE

1. O2 Demand Lever.................................................100%2. O2 Emer. Lever................................................EMERG3. Distress ........................................................DECLARE4. Emer. Descent ............................................PERFORM5. CABIN PRESS/HEAT.......................................... OFF6. RAM Air Shutoff Lever.....................................OPEN

WARNING

Depressurization may be followed by rapid canopyicing.

If smoke or fumes persist:

1. Land.......................................................................ASAP2. Front Canopy .......................... JETTISON IF REQ’D

If electrical fire exists:

1. Elec. Failure Procedure .............................PERFORM

FLIGHT CONTROL SYSTEM FAILURE

1. Previous Flap Position........................................PUSH2. Airspeed...........................................BELOW 108 Kts.3. Land.......................................................................ASAP

PITOT STATIC SYSTEM FAILURE

1. Both PITOT HEAT Buttons .............................PUSH2. Standby pitot boom (left)..............................SELECT

PRESSURIZATION SYSTEM FAILURE

No/Low Cabin Pressure:1. RAM AIR Shutoff Lever.............................CLOSED2. CABIN PRESS/HEAT............................CHECK ON

NOTE

Rapid Pressure buildup will occur while activatingthe cabin pressurizer in flight.

High Cabin Pressure:1. CAB PRESS DUMP.............................OPEN (CCW)

CANOPY OPEN/LOST/BROKEN IN FLIGHT

1. Visor....................................................................DOWN2. Airspeed...........................................BELOW 135 Kts.3. Land.......................................................................ASAP4. Final Approach...................................... ADD 22 Kts.

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STRUCTURAL DAMAGE IN FLIGHT

Structural Damage due to collision, etc.:

1. Airspeed......................................REDUCE SLOWLY2. Minimum Control Speed ............................... CHECK3. Land.......................................................................ASAP4. Final Approach....................................... ADD 11 Kts.

FOD Damage:

1. Throttle...............................................DO NOT MOVE2. Airspeed...........................................BELOW 135 Kts.3. EGT...............................................CHECK iN LIMITS4. Land.......................................................................ASAP

CAUTION

• If EGT exceeds limits, correct with slow throttlemovements. Engine shutdown might be necessary.• If violent engine symptoms are observed upon FODlike roughness, overtemps, the pilot must perform aforced landing.

EMERGENCY DESCENT

1. Throttle................................................................... IDLE2. Speed Brakes.......................................................... OUT3. Pitch.................................................................. 25° Dive4. DEICING Lever.......................................................ON5. CAB HEAT switch..........................................WARM6. Speed......................................... MAX ALLOWABLE

EMERGENCY FLAP EXTENSION

1. Airspeed...........................................BELOW 135 Kts.2. FLAPS ACT C/B CHECK.....................................ON3. DAY Switch......................................................CYCLE4. EMERG FLAPS EXT ...........................OPEN(CCW)5. Flaps 30° Button................................PUSH & HOLD6. Stabilizer........................................CHECK MOVING7. Flaps Elec. Indicators ..................................... CHECK8. Flaps Mech. Indicators ................................... CHECK

NO FLAP/SPLIT FLAP LANDING

1. Final Approach....................................... ADD 16 Kts.

EMERGENCY GEAR EXTENSION

1. Airspeed...........................................BELOW 135 Kts.2. GEAR ACT C/B.......................................CHECK ON3. DAY Switch......................................................CYCLE4. EMER GEAR EXT...............................OPEN (CCW)5. Landing Gear Elec. Ind.................................. CHECK6. Landing Gear Mech. Ind................................ CHECK

LANDING WITH A BLOWN MAIN GEARTIRE

1. Normal Approach.......................................PERFORM2. Land................................RUNWAY OPP BAD TIRE3. Keep weight off bad tire4. Throttle................................................................... IDLE5. FUEL SHUTOFF Lever...............................CLOSED6. All Electrical Switches.......................................... OFF

LANDING WITH NOSE GEAR RETRACTED

1. Runway .......................................... REQUEST FOAM2. Shoulder Harness......................................... LOCKED3. Fly Normal Approach4. Throttle................................................................... IDLE5. FUEL SHUTOFF Lever...............................CLOSED6. FIRE COCK Lever..............................................SHUT7. Nose Gear..............................HOLD OFF RUNWAY8. Aircraft Nose................................LOWER GENTLY9. Brakes........................................SMOOTHLY APPLY10. All Electrical Switches ....................................... OFF11. Aircraft.....................................................ABANDON

BELLY LANDING

1. Runway .......................................... REQUEST FOAM2. Shoulder Harness......................................... LOCKED3. Excess Fuel..........................................................BURN4. Fly Normal Approach5. Throttle................................................................... IDLE6. FUEL SHUTOFF Lever...............................CLOSED7. FIRE COCK Lever..............................................SHUT8. All Electrical Switches.......................................... OFF9. Aircraft .......................................................ABANDON

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Flight Training Schedule

FIight 1Memory Items testExterior Preflight• Limitations• Systems Checks• Thoroughness

Interior Preflight• Checklist procedures

Engine Start• Limitations Taxiing / Traffic Awareness Run up• Checklist Procedures• Limitations

Takeoff• Normal• Aborted Takeoff• Engine Failure / Fire• Crosswind Climb• Checklist Procedures Cruise• Checklist Procedures Steep Turns

Stalls• Departure stall & recovery• Approach stall & recovery• Clean stall & recoveryDescent• Normal• Emergency

Landings• Normal• Forced• No Flap• Short FieldGo AroundUse of Speed BrakesAircraft securingDebrief

Flight 2Memory Items testExterior Preflight• Limitations• Systems Checks interior PreflightEngine Start• Limitations• Malfunctions Taxiing / Traffic Awareness Run up• Checklist Procedures• LimitationsTakeoff• Normal• Aborted Takeoff

• Engine Failure / Fire• CrosswindClimb

CruiseSteep Turns

Stalls• Departure stall & recovery• Approach stall & recovery• Clean stall & recoveryRapid Descent & Recovery

Normal VFR Pattern

Short field landingEmergency EvacuationAircraft securing Debrief

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Flight 3Memory Items testExterior Preflight• Limitations• Systems ChecksInterior Preflight Engine Start• Limitations• Malfunctions Taxiing / Traffic AwarenessRun up• Checklist Procedures• Limitations

Takeoff• Normal• Aborted Takeoff• Engine Failure / Fire• Crosswind

Engine Failure after takeoffNormal CruiseSteep turnsFlight at critically slow airspeedStalls• Departure stall & recovery• Approach stall & recovery• Clean stall & recovery Rapid Descent & Recovery

Forced Landing Pattern• Simulated Flame Out Normal VFR Pattern

Go Around

Emergency Evacuation• Fire

Aircraft securingDebrief

Flight 4Memory Items testExterior Preflight• Limitations• Systems Checks Interior PreflightEngine Start• Limitations• MalfunctionsTaxiing / Traffic Awareness Run up• Checklist Procedures• LimitationsTakeoff• Aborted Takeoff• Blown Tire during takeoff• NonnalNormal CruiseSteep turns

Flight at critically slow airspeed• Turns• Climbs• DescentsStalls• Departure stall & recovery• Approach stall & recovery• Clean stall & recovery

Rapid Descent & Recovery Forced Landing Pattern

• Simulated Flame Out Normal VFR Pattern

Go Around

Emergency Evacuation• Blown Tire Aircraft securing

Debrief

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Aero Vodochody L29 LOA Training Program 49

Flight 5Memory Items testExterior Preflight• Limitations• Systems Checks Interior PreflightEngine Start• Limitations• Malfunctions Taxiing / Traffic AwarenessRun up• Checklist Procedures• LimitationsTakeoff• Aborted Takeoff• Blown Tire during takeoff• Normal

Normal CruiseSteep turnsLow speed emergency descent Forced LandingPattern• Simulated Flame Out

Hydraulics Abnormals• Gear• FlapsLandings• Normal• No Flap Emergency EvacuationAircraft securingDebrief

Flight 6Memory Items testExterior Preflight• Limitations• Systems Checks Interior PreflightEngine Start• Limitations• Malfunctions Taxiing / Traffic AwarenessRun up• Checklist Procedures• LimitationsTakeoff• NormalHigh Altitude Operations• Oxygen• Physiology• Descent Planning G Awareness

Hydraulics Abnormals• Gear• FlapsLandings• Normal• Partial flapsEmergency EvacuationAircraft securingDebrief

Page 50: L29 LOA Training and Checklists

Aero Vodochody L29 LOA Training Program 50

Flight 7Memory Items test

Exterior Preflight• Limitations• Systems Checks Interior PreflightEngine Start• Limitations• Malfunctions Taxiing / Traffic AwarenessRun up• Checklist Procedures• LimitationsTakeoff• Aborted Takeoff due to Fire• Engine Failure due to Fuel Elimination of Smokeor FireRapid Descent & RecoveryForced Landing Pattern• Simulated Flame Out Go AroundBrake Failure on landing Emergency Evacuation• Fire

Aircraft securingDebrief

Flight 8Memory Items test

Exterior Preflight• Limitations• Systems Checks Interior PreflightEngine Start• Limitations• Malfunctions Taxiing / Traffic AwarenessRun up• Checklist Procedures• LimitationsTakeoff• Aborted Takeoff due to Fire• Engine FailureNormal CruiseCruise Abnormals

Rapid Descent & Recovery

Forced Landing Pattern• Simulated Flame OutNormal VFR PatternGo AroundEmergency EvacuationAircraft securing DebriefFlight 9Memory Items testExterior Preflight• Limitations• Systems Checks Interior PreflightEngine Start• Limitations• Malfunctions Taxiing / Traffic Awareness Run up• Checklist Procedures• Limitations Normal TakeoffNormal Cruise

Flight at critically slow airspeed• Turns• Climbs• Descents

Aerobatics

Normal VFR Pattern

Emergency Evacuation

Aircraft securingDebrief