MANUAL ELEMENTAR TRAINING. 509th Tigers. Exclusive use for virtual aviation

Transcription

1 MANUAL ELEMENTAR TRAINING 509th Tigers Exclusive use for virtual aviation

2 1 MANUAL ELEMENTAR TRAINING 509th Tigers Academy

3 2 Reviews Date & Author Version identifier

4 3 GENERAL CONSIDERATIONS 1 - GENERAL OBJECTIVES: This manual has been developed keeping in view the statement in virtual context / simulation. It is intended to be used in Havillian DHC1 Chipmunk aircraft in order to learn and improve flight technical capabilities with this aircraft. 2 - USING THE MANUAL: This manual should only be used by active members of the 509th Tigers group, in a simulation context. The instructions contained th can not and should not be used in the context of real flight. 3 - MINIMUM ALTITUDE: minimum defined flight altitudes must be respected taking into account the maneuvers to be performed in flight. - normal flight : 2500 ft AGL - stunt/acrobatic flight: 3000 ft AGL - Slow flight and losses/stall : 3500 ft AGL 4 - FLIGHT PREPARATION: The success of each flight and mission depends largely on the pilot. Thus, it is up to pilot their preparation and the study not only of aircraft characteristics as well as the principles of flight and all the theoretical concepts associated with it. Despite the use of this manual is intended only to virtual education context, and certainly contain some technical errors, the pilot should timely study the contents programmed for the flight. All flights are made up of three important moments: The briefing, which is made the framework of the mission / flight, the flight itself and debrief where it is held self and peer assessment mission / flight. This final phase allows the pilot to improve your next flight. All moments are important. The use of software for flight registration should also be engaged in these flights as it allows the pilot analysis of your flight. All pilots must ensure that they have the technical / technological capabilities to perform the flight. Despite text communication being accepted in virtual context, voice is the preferred as means for carrying out the flights as it not only facilitates the operation of the flight as it allows a better use of all learning. When started the simulator, the pilot should be responsible for watching around him. You should therefore avoid starting the flight superimposed on another aircraft or on the track. Observe also what is around you. Perceive around us is also a fundamental part of the flight preparation. Respect for these principles reveal not only respect for others but also discipline. Knowing the aerodrome charts is a great principle to be taken into account in the preparation of the flight as well as the exit routes and arrival, air traffic circuits and weather

5 4 conditions. The pilot must also take into account that the VFR flight implies a great responsibility with regard to the separation of aircraft. You will find in this manual also the checklist of aircraft (DHC 1). This checklist should be used by the pilot to ensure that the optimal procedures for their use. The checklist will be held in conjunction with the instructor and student on the first flight. In subsequent flights, this procedure is performed autonomously by the student but may be verified by the instructor at any time of the flight. The flight plan will be carried out jointly between instructor and student in the first flight. The following flights will be conducted under the supervision of the instructor. Verification of the aircraft is also an essential part in the flight preparation. Pay particular attention to the joystick configuration, assigned controls and moving the aircraft surfaces. Finally, make sure that the software for the necessary communications is working properly. 5 - Take-Off (also called ground roll): Before starting to roll, and as mentioned above, the pilot must check the position of other aircraft and objects around them. Must perform the roll at 1000 RPM. It should be tested the brakes on rolling procedure. You must use the rudder to make changes of direction during the rolling procedure (pedals). You should pay particular attention to objects in the taxiways such as the lights on the track. The distance between aircraft during the procedure must always be greater than 4 fuselages away. 6- RADIO COMMUNICATIONS: These procedures are essential for the proper functioning and discipline in the simulation. The pilot must ensure that is in the correct frequency. The communication format should be as follows: Entity who want to talk / Who am l / where I am and what I intend to do. Example: Sintra Ground, Tiger059, request taxi. Communications should ALWAYS be clear and precise. It is not necessary to be with very long. The study of communication is critical. 7 - CHECKS IN FLIGHT: After leveling, the pilot should make a first check and then at a regular intervals. These checks allows the pilot to constant knowledge of what is happening with the aircraft. PRINCIPLES OF THE FLIGHT 8- EFFECTS OF CONTROLS: Each aircraft moves around 3 axes: longitudinal (y), vertical (z) and lateral (x) [see figure 1]. Through the aircraft commands you can control their surfaces and consequently the plane.

6 5 Surfaces that allow you to change movement around these three axes are the ailerons, rudder and rudder steering deep. Figura CHANGE IN LATERAL/ DEPTH AXIS: moving the stick forward and backward move the rudder depth making the plane turn around the lateral axis. Quantifying the vertical distance between the nose and the natural horizon is called attitude and is expressed in degrees. 8.2 CHANGE IN VERTICAL/ DIRECTION AXIS: The operation of the pedals moves the rudder and this will cause the rotation of the plane about the vertical axis. The pilot will also have to take into account the effect of torque on propeller aircraft can cause a rotation around the vertical axis, it is necessary to use the rudder to eliminate it. 8.3 CHANGE IN LONGITUDINAL/ROLL AXIS: It is the movement of the ailerons which causes rotation about the longitudinal axis. It is obtained by the difference of sustention between the wings, created by the opposite movement of the ailerons. The wing with aileron down goes up due to the increase of sustention caused by the increase of the wing curvature. The wing in which the aileron rises will fall due to the decrease of the wing curvature. 9 LEVER OF THROTTLE: The movement of the throttle lever should be slow at low rotations and increase as engine speed increases. As a reference the lever must be moved at a speed such that the movement was interrupted power increase would stop immediately. Must develop the ability to put the required power without looking at rotations. This can be achieved through the sound of the engine and throttle position. The sudden movement of the throttle lever can cause serious damage to the aircraft engine. 10 COMPENSATION: When you add up all the forces that are applied to the aircraft in flight and which are transmitted to the command, it becomes evident the need for compensation. The compensators are moving surfaces placed at the trailing edge of the control surfaces (fig 2).

7 6 Fig2 BASIC FLIGHT MANEUVRE 11 FLIGHT LINE: The line of flight is characterized by constant maintain altitude, direction and speed. A common technique is to scan the edge of the horizon wingtip. It allows to the maintain the wings leveled. This process will become unconscious proficiency with the increase in flight. Flight line parameters: Speed 80 KIAS - Power as necessary; During the first part of the flight line training, the instructor will insist to maintain constant attitudes. As you progress and become proficient in maintaining a constant attitude, the instructor will require to maintain the altitude. Maintaining the line of flight around the lateral axis (nose attitude) is achieved by selecting a point in the middle of the nose and keeping it fixed in relation to the horizon position. To control this attitude you will use pressures to the front and back on the control stick (steering control depth). Fly line of flight requires nearly an absence of pressure in the commands, the airplane is properly compensated in the absence of turbulence. 12 TURNS: The turn is a basic maneuver used to change the direction of the plane that requires the coordination of the three commands - ailerons, rudder and rudder depth. There are three types of turns: soft, medium and tight with the level variants, the up and down. The soft turn has a bank angle of 30º; the medium turn, the most common, has a bank angle of 45º; tight turn has 60º of bank angle. During the exerciser, the speed should be as indicated by the instructor (80 KIAS). 13 CLIMBS: The climb is characterized by increasing the aircraft angle of attack such as is necessary to adjust the power to be maintained, if requested, at constant speed DESCENDS: The descent is characterized by decreasing the aircraft angle of attack. There are two descent maneuvers to be trained. The descent with engine power and constant speed - To perform this maneuver from the flight line, lower the nose of the plane up to 100 KIAS then adjust the power to 2000 RPM,

8 7 compensate the plane to maintain 100 KIAS and the descent attitude; Without engine power - is carried out with the fully reduced throttle lever (iddle) and keeping the speed of 70 KIAS. This maneuver will be used in a forced landing simulacrum and in cases that justifies. 15 LOSS OR STALL:Stall is characterized by the loss of the sustentionin the plane due to lack of speed. It is defined as a condition where the air layer on the upper camber of the wing separates from the same. When this happens it develops turbulence behind the wing area and the plane suffers a drastic sustention support. As loss happens commands start to lose their effectiveness in the following order: aileron, rudder and depth. During recovery controls can be more effectively in reverse order. The cause of the losses is as follows: exceeding the critical angle of attack (Angle of Attack - AOA). The angle of attack is the angle formed by the wing chord and the relative wind. At high angles of attack, the air mass goes off the wing surface, forming turbulence over it self. This separation begins at a certain angle of attack (critical angle of attack) SECONDARY STALL: Secondary stall occurs whenever a given speed is reached the maximum load factor. When the maximum load factor is exceeded, the recovery of the nose to the horizon, the plane comes again in loss characterized by the nose stops its movement and the plane began to shake. The mere fact that slightly ease the pressure at depth will make the plane recover from the loss STALL WITH ENGINE: Are maneuvers that momentarily loses control of the plane. Losses with engine can be performed with banks (low, 15 to 30 degrees nose up, or high, 30 to 45 degrees nose up, with or without banking.) Exercise Execution: - Reduce the engine to 1500 rpm and simultaneously place the desired attitude nose up (if a "loss on bank" set the bank angle after establishing the nose attitude above). After establishing the attitude verify that you have the wings level. Keep the plane under these conditions until it enters into loss. Note that as the speed will also decreasing the engine RPM decrease. Do not re-adjust to the value of 1500 rpm. As the speed decreases will be necessary to take the stick back to that attitude is maintained. - Take the stick slightly forward to break the critical angle of attack, put the throttle lever back and wings level. If the aircraft falls on wing initially use the foot side of the high wing, since the rudder to be the first surface control gain effectiveness, however help in recovery with the ailerons because they can get more effectively due to the increased speed. When you reach flight speed above 50 KIAS, bring the airplane to flight line with the wings level, verbalize "nose on the horizon, altimeter stopped, loss recovered." The maneuvre ends on flight line at 80 KIAS. 16 STALL CIRCUITS (exercise): The stall circuit losses of three losses and is carried out in this sequence: the loss on turn to the base leg, the loss on turn to the final and the characteristic landing loss.

9 LOSS IN TURN TO BASE LEG. The positioning is made as in the normal circuit. From the 80 KIAS and the desired altitude, simulating a tail wind, reduce the engine to 1500 rpm and start turn (medium) to the base leg going slightly up the nose above the horizon. The mistake is not to lower the nose as the engine slowed will decrease leading to loss. Compensate the plane and keep this attitude (nose slightly above). At this point we started to recover, while placing the power to bottom, level wings relieving pressure joystick (almost neutral joystick). Coordination is critical in these circumstances because the plane is at the low speed and power background. By gaining speed, gently bring the nose up the horizon (as in slow flight) with wings straight minimizing the loss of altitude and verbalize "nose above the horizon, altimeter stopped, recovered from loss." LOSS ON TURN TO FINAL. After the plane recovered from the previous loss, keep minimum 70 KIAS, 1500 RPM, one flaps point and compensate the plane (base leg configuration ). Check area clear and return to the next more convenient area to keep the assigned zone. Coming back, slightly raise the nose of the plane as the previous loss and wait for the plane to enter on a loss again. The recovery is done in the same way CHARACTERISTIC LANDING LOSS. Once recovered the plane, hold 65 KIAS, hit second point flaps and go to 60 KIAS, compensate the plane again. Establish a final and set the altitude of your track. Round 100 feet above the altitude you choose, bringing power to IDLE and putting the plane to the position of three flap points like a landing. Let's simulate rounded higher track altitude and do not realize it. When the plane started to go into loss, start the recovery breaking the critical angle, relieving the pressure on the stick, and taking the power to maximum. Initially keep the level as the speed of aircraft is too low to start an ascent, when reaching 65 KIAS transition to a smooth rise as a go around it were. Unconfigure the airplane when it has risen 200 feet above the selected altitude. The maneuvre ends with the plane in flight line at 80 KIAS SLOW FLIGHT. The slow flight takes place close to the minimum speed at which the aircraft can still be controlled conveniently. Accordingly, it is evident that there is a relatively high engine power and low speed. When this happens, there is a very large torque effect, making this maneuver an excellent exercise to practice this compensation effect. You will find that at low speeds the plane's controls are less effective EXECUTION. Initially select an altitude and a reference, reduce the engine to 1500 rpm, configure the aircraft for landing (speed to pass the 70 KIAS set 15º flaps and 65 KIAS set the flaps to 30º), at 55 KIAS adjust the power to maintain 50 KIAS (approx RPM). By reducing speed and to maintain the predicted altitude, need to increase the pressure in the yoke to back and compensate it for the new speed. When stabilized in slow flight, proceed as a coordination exercise using 15º of bank angle and varying 30º back to each side of your initial reference. Finish the exercise pointing to the initial reference and running as a go around maintaining altitude, removing the flaps at 65 KIAS from 30º to 15 and at 70 KIAS from 15º to 0º. The maneuvre ends on flight line at 80 KIAS. Note: The slow flight can also be run without flaps keeping 60 KIAS or only 15º flaps setting, keeping 55 KIAS.

10 ABNORMAL ATTITUDES RECOVERY. Training abnormal attitudes recoveries helps to recognize and recover with the least loss of altitude possible. An abnormal attitude is any unexpected situation, and not need to be much worse. We can group the abnormal attitudes into three types: nose down, nose up and reversed. The first two actions can be combined with the inverted position. Typically, the training of these maneuvers occurs in early learning, but in reality will be made as independent maneuvers when introducing acrobatics in flight instruction. Whenever necessary, should use these maneuvers when you think that the plane is not at desirable conditions to fly a particular maneuver or in case of emergency. For example, the entrance to a loss with the airplane in the noseup attitude the engine fails. In this situation you must first recover the plane to flight line at plan speed and then analyze the emergency NOSE UP RECOVER. To recover, adjust the throttle lever and turn the airplane to the nearest horizon. The bank angle to use will be according to the speed and attitude you have at the moment. In case the plane reaches very low speeds you will need to take your nose below the horizon to recover. In extreme situations, where you can not maneuver the airplane, hold the neutral controls with the throttle lever in the background, wait for the airplane to put the nose down and then recover to the flight line NOSE LOW RECOVER. Reduce the throttle completely, regardless of the speed you have, and turn simultaneously to the nearest horizon. When you have less than 90º bank angle and enough speed start recovering from the nose position below, bringing the airplane to the line of flight attitude FLIGHT INVERTED RECOVER. Check the speed and adjust power if necessary by turning the airplane to the nearest horizon. LANDING CIRCUIT 19 GENERAL CONSIDERATIONS. The practice of circuits is done on Sintra runway. Due to the number of aircraft that may be operating, pilots will perform the procedures set in the LPST chart and maintain the ground layout as prescribed. The runway is always the main reference on the circuit. The rectangular circuit used is identical to that flown by small / medium performance aircraft at 1000 'AGL. ( "Above Ground Level"). In Sintra, the circuit is flown at 1500 'MSL ( "Mean Sea Level"). There are three ways to establish in the circuit: take-off, entry point or high point in the S.A.F. (Forced Landing Simulator). The circuit consists of five main legs: take-off leg, cross wind leg, downwind wind leg, base leg and final. The leg of entry is also considered to be part of the circuit. 20- Take-off. After you have performed the procedures, with the tower's authorization to take off and before entering the runway, make sure there is no plane in the final and the runway is free. Align the plane on the runway taking care to walk slightly forward so that the tail wheel is right. Adjust 1500 RPM, release the brakes and move the throttle lever forward and gently all the way forward. Position the joystick neutral and to the wind side, keeping the center of the track with rudder. At 35 KIAS, raise the tail wheel by taking the stick ahead and keep the correction in the wind. Note that with the gradual increase of speed the steering rudder becomes more effective and thus, any application at the rudder should be done with less amplitude. At 60 KIAS start the

11 10 rotation, establishing an attitude of ascent to 70 KIAS. Compensate and coordinate the airplane for this attitude. After being safely in the air, keep runway alined and perform the procedures after taking off. At 70 KIAS and with 200 AGL the flaps are retracted and accelerated to 80 KIAS. When setting the 80 KIAS, reduce the power to 2300 RPM and adjust the attitude for this speed. 21- NORMAL LANDING CIRCUIT Take-Off LEG. Leg in the clutch of the track where the spacing between aircraft in the circuit is created. After take-of,f keep 80 KIAS up, reaching an altitude of 300 'minimum AGL and never before the end of the runway. Return to the side of the circuit so that it is 90º with the runway. Delay the execution of this turn if you do not have the minimum spacing between airplanes in the circuit of 3000 '. During the circuits, the vertical lift loss increases as the bank angle increases, so smooth bank should be used, never exceeding 30. Due to the fact that the nose is above the horizon and the visibility is reduced, it is important to monitor the surrounding area CROSS WIND LEG. This leg is perpendicular to the direction of the runway. It has not traced defined terrain because it depends on when the conditions to return after take-off are reached. It is flown at 80 KIAS and allows visually clearing towards the point of entry Downwind Leg. This leg has a trajectory parallel to the runway in use, but in the opposite direction. The distance to the runway is measured by seeing the tip of the wing superimposed on the runway. After being established on this section, report the position and your intentions. Visually unset the entry leg and remember that any traffic on this leg has priority. Perform procedures before landing. At the end of the down wind reduce power to 1500 RPM, go back to the base leg and hold 70 KIAS ENTRY LEG. Its trajectory forms a 45º angle with the runway and serves to position the airplane in the tailwind and visually unset any traffic on the circuit. It is on this leg that the landing instructions are obtained (runway in use and wind) and the procedures are started before landing. Before entering this section, establish 80 KIAS BASE LEG. This section puts us at 90º with the runway, between the downwind leg and the final. After executing the base leg keep the speed 70 KIAS minimum with slight nose attitude down, set the aircraft with 15º of flaps and keep as a reference approximately 1500 RPM. Compensate the plane and set the final FINAL. This leg of the circuit starts when wings are level and aligned with the final also should be at 400 'AGL, about 1 Nm away (On a calm windy day) you should reduce the speed to 65 KIAS and set flaps to 30º. With this configuration you should keep 60 KIAS minimum.

12 LANDING. The landing used by CHIPMUNK is three points, which implies simultaneously touch with the three wheels on the track (see Fig 1-XIII). At any landing on CHIPMUNK, the longitudinal axis of the airplane must always be aligned with the center of the runway. You should plan the landing to touch the first 1000 'of track. In order to better understand the problems and factors that may affect the piloting of the airplane during the landing phase, it will be analyzed in three different parts, as described below APPROACH. This segment is one of the most important parts, because a good end makes a landing a lot easier. At this stage you should divide your attention between the runway and the speedometer, remembering that for a circuit with 30º of flaps the minimum speed is 60 KIAS and the maximum speed is 71 KIAS, due to the 2 points of flaps. Set a 4 degree slope and keep your speed with nose-down attitude APPROACH ROUND. During this phase, reduce your rate of descent as you approach the runway. Look at the end of the landing strip and gently bring the stick back until the plane is parallel to the runway. As the speed goes down, continue to gently bring the stick back to the three-point attitude TOUCH. This phase is where the smooth contact with the surface of the runway is given. After landing and with the three wheels on the ground, the joystick should be all behind and kept to the wind side during the landing run. This forces the tail wheel to remain solidly on the track and allow for greater directional control. Ensure that all power has been reduced after touching so that the airplane is firmly on the ground.

13 TOUCH AND ROLL. When landing the aircraft, keep it in the center of the lane and collect the flaps for 15º, place the trimmer in the take-off position and select the air from the carburetor in cold if necessary. No need to stop the plane, keep it rolling and progressively advance the power to the bottom and proceed as in takeoff. 23- LANDING WITHOUT FLAPS. The practice of this type of circuit is intended to simulate a failure of the flap actuation mechanism (no-flap) or situations with gust wind (15º flaps). The procedures to use in the practice of this circuit are identical to those of a normal circuit, with slightly different considerations in the end. The nose-down attitude is not as sharp, using a 3rd-degree slope and the speeds in the final will be 65 KIAS minimum for 15º of flaps and 70 KIAS minimum without flap. 24- Go-Around. The Go-Around is a landing maneuver when safety is called into question as a result of poor planning, runway traffic, etc. Usually starts at the end or during final approach. The sooner you recognize that safety is being compromised, the sooner you should start go-around. If you need a lot of corrections when you are about to round up on the runway approach, do not try to save a difficult landing when you can make an excellent go-around. If in doubt, go-around. When deciding to go-around, turn the throttle lever gradually and adjust a rising attitude to maintain the speed of 65 KIAS. 25- FORCED LANDING SIMULATOR (F.L.S.). F.L.S. Is a special circuit defined by three important points as the following will be seen. This circuit is practiced on the runway but in a real situation where there is a partial or total engine failure, all the procedures prescribed in this manual apply to an unprepared terrain but with

14 13 minimum conditions for a forced landing. The forced landing circuit has three reference points to assist you in planning: Hight point; Low point; Final. Each point has a desirable altitude to be reached. The goal is to adjust your descent as necessary to reach the desired altitudes reference points. If the altitude allows you to use a 270 circuit starting at the high point. If altitude is too low to enter high point, enter low or end as altitude dictates HIGHT POINT. Set a position above or slightly next to the intended runway and at 90º with this one where you should ideally have 1000'AGL. From the high point, start a lap to the low to reach at the desired altitude. If you reach the high point with an altitude above 1000'AGL, make 360º turns to descend to this altitude, or plan your descent to reach the low with the desired altitude. This decision must be a function of the altitude to be lost LOW POINT. It is a position opposite to the desired touch point from which a 180 degree turn is required to bring the airplane on the final landing approach. The desirable altitude for the low is 600'AGL. The

15 14 low is approximately in the same position as the downwind of a normal circuit, but the distance to the runway is smaller. The reference of the wing to "touch" the runway should now be replaced by runway to "cut" the wing largely. From the low point, continue to return to the final, using the methods necessary to reach it. The airplane with the 1st flap point must be configured here FINAL APPROACH. If your low point is in the right place, when you return to the final you should get the feeling that you would land in the middle of the field or the runway. Put the 2nd flap point, glisse.or chop the plane as necessary to land on the first third of the runway / field. The return to the final must be completed to a minimum of 200'AGL. Do not descend below 150'AGL except at aerodromes EXECUTION. Reduce power to "Idle" and say "Engine Failure". At that moment, if the speed is higher than 70 KIAS you should change it by altitude. However, if the speed is 70 KIAS or less, you must lower the nose of the plane immediately to maintain a safe flight speed. As an indication, if a field is under the wing, it will normally be possible to reach it in glide with the engine stopped. Keep the plane on the chosen field; Do not let the wind push you away from the point you chose. NOTE: Remember that in all forced landings a good judgment is needed in the choice of field, in planning the approach to the key point, in playing with the wind in the circuit and always maintaining a constant glide ratio. FORCE LANDAING SUMMARY HIGH KEY AGL, 70 KIAS LOW KEY AGL, 70 KIAS 15º FLAPS FINAL - 60 KIAS 30º FLAPS 26- LOW ALTITUDE FORCED LANDING SIMULATOR. Forced landings, from low altitude points, are usually associated with a loss of power immediately following take-off and normally occur at less than 500 feet above ground. The choice of the best course, at the moment depends on the altitude you have, your position and the knowledge of the nearby terrain. Your decision has to be fast and accurate. If you have remaining lane, land straight ahead if you have: Between 100 and 200 'AGL you can search fields up to 20º for each side; Between 200 and 300 'AGL you can search fields up to 30º for each side; Between 300 and 400 'AGL you can search fields up to 60º for each side; Between 400 and 500 'AGL you can search fields up to 90º for each side; NOTE: Above 400 AGL it is possible to go backwards, however this decision requires a precise judgment and an immediate decision on risk of not being able to reach the track. Going backward implies great coordination

16 15 and expertise as it is necessary to apply more than 45º of bank angle and sometimes a closed angle to perform this maneuver, which could lead to a altitude loss situation by tightening at low altitude due to the low speed. Remember never try to go back if you have less than 400 'AGL. A good pilot always plans ahead. During the instruction it will fly from some aerodromes. It shall memorise the characteristics of the terrain and the fields that may serve to land in emergency following the tops of the various runways. If the engine fails to take off, you may not have time to look for a field around you; But if you have previously chosen the location, you will save precious time. You should prepare and plan for all eventualities.

17 16 ACROBATICS/STUNT 27- GENERAL: Acrobatics is defined as a set of maneuvers that involve successive and / or simultaneous rotations around the three axes of the airplane. The fundamental maneuvers are looping and tonneaux. All others are combinations of parts of these two maneuvers. These maneuvers allow to develop and perfect the technique of piloting obtaining the maximum performance of the airplane in all its flight. They allow you to develop the ability to orient yourself regardless of flight attitude and load factor and also improve the ability to dose action on each command as well as coordination between them. During the execution of the maneuvers, much emphasis is placed on the smoothness and precision of the control of the aircraft as well as the parameters of maneuvering. The student should be as accurate as possible in establishing the parameters of maneuvering, in order to reduce the number of variables in their execution CHANDELLE. The chandelle is a precision climbing turn that rotates 180 degrees with a maximum altitude gain. This maneuver is practiced to develop a high degree of precision, coordination and orientation. The chandelle is, by itself, an unmarked back turn, no clearing loops are necessary. However, look in the direction of the turn, and check the area before starting the maneuver and during its execution. From the flight line, align the airplane with a reference, adjust 2300 RPM, lower your nose and establish a gentle chopped flight. Wait for the 120 KIAS below the reference before starting the lap. When the speed reaches 120 KIAS, simultaneously combine foot, aileron and back the manche to start a climb. Bank and pull continuously across the horizon with 20 to 30 degrees turn and bank (60 degrees). A bank angle ratio should be sought faster than the nose lift ratio. Keep the plank now, ensuring that the nose rise at a constant rate. The nose should describe a straight diagonal line with the horizon from the lowest point at the beginning to the highest point of the 180º maneuver. The trimming shall be calculated (135 from the initial reference) in such a way that the wings are level, precisely when the point is reached at 180 and the aircraft attains the highest attitude of the maneuver. Everything should occur simultaneously with the airplane flying at the minimum practicable speed. Keep this

18 17 attitude of flight momentarily, then lower your nose to the line of flight attitude or transit to another maneuver EIGHT SLOW. A slow eight or lazy eight is, as the name implies, a slow maneuver, in which the nose of the plane describes the figure of an eight on the horizon. This maneuver has the name of eight slow because the figure drawn in the horizon, by the projection of the longitudinal axis of the airplane, resembles a lying eight and is executed with smoothness. This maneuver presents a 360º variation in direction and requires a continuous change in depth and bank angle attitudes. As an aid, to make the legs of the eight symmetrical and to remain oriented, you must select an obvious point on the horizon or references on the ground, such as a river or a road. The more references you use, the more opportunities you will have to stay oriented and perform well. Flying in a flight line, choose a landmark on the horizon and two more references, one on each end of the wing. Align the plane with the horizon reference and lower your nose to gain speed. Anticipate the 120 KIAS and start a climb up towards the chosen point at one end of the wing. The number of degrees of plating should initially be too small to prevent the return is too fast. Initially, you should pull more than a board until you reach the highest attitude in the maneuver with a 45º bank angle. When the airplane has turned 45 degrees and at a speed of about 90 KIAS, it must plate more than pulls so as to reach the side reference, 90 degrees back, approximately 90 degrees of plank, and the nose passing the horizon with 50 KIAS.

19 18 Do not stop your nose on the horizon but let it fall by going down one back so that the nose travels the same arc below the horizon that has traveled above. Do not try to trim the plane quickly, but drop your nose so that it reaches 135º with the highest nose attitude at the bottom and 90 KIAS. At this moment raise your nose and release, so that the wings are straight and the nose reaches the horizon precisely at the point at 180º. This is the moment in the whole maneuver where the wings are straight, the opposite wing should now be in the reference where the first was, the nose at the point at 180º and the speed again at the 120 KIAS. Do not hesitate and continue the maneuver to the opposite side. Continue during the 180º seconds back to proceed as you did during the first ones, and the maneuver will end with the plane pointing to the starting direction. This maneuver must be performed slowly without hesitation and with constant variations of the pressures on the commands and the attitudes of flight. Power 2200RPM // Speed 120KIAS

20 LOOPING. The looping is a 360º turn in the vertical plane where the nose of the airplane rotates at constant ratio. Since it runs in one plane, the rudder is the basic and primary control. Ailerons and rudder are used to coordinate and maintain directional control. To get the speed of 130 KIAS, start a bite by choosing a reference on the ground, not letting the rotations exceed 2500 RPM. Anticipate the 130 KIAS, pulling your nose gently to the horizon, keeping your wings straight. When passing through the nose with 130 KIAS, place 3G's by increasing the pressure back on the joints so as to maintain a constant ratio of the nose's ascending movement. Continue to keep your wings straight with the ailerons and steering with the pedals. When you do not see the horizon, look at the tips of the wings and keep them equidistant from the horizon. As soon as the wings appear to be perpendicular to the horizon, tilt your head back so as to see the horizon inverted, correcting always in the plane to pass right wings. At the top of the maneuver should be approximately 50KIAS. When reaching the inverted flight, slightly lighten the stick, but maintaining some positive pressure. As soon as the nose passes through the horizon and the plane enters the bite, raise the back pressure on the joystick again to maintain a constant rate of nose movement to bring the plane back to the flight line. You must finish the maneuver with 130 KIAS. Remember that the depth command is the basic control to keep the nose of the plane moving at a constant ratio. Ailerons and pedals are used to maintain steering control and coordination. 31- ROLL TONNEAUX. This maneuver is a 360 rotation about the longitudinal axis of the aircraft while describing a turn around a central reference. Choose a preference reference 10 to 20 degrees above the horizon and point the plane there. Now choose a point on the horizon 30 degrees for each side of the center reference. Start the maneuver by gaining the required speed by positioning the nose of the airplane below the center

21 20 reference. When reaching the speed return with medium plank to one of the sides, when it is 30º out of the center reference invert the plank and begin to pull in order to pass with level reference center wings. In this phase combine the plank with the depth so as to have the plane to pass with 90º of plank above the central reference, at this stage use maximum deflection of ailerons so as to have the level wings but in inverted flight of the central reference, at this time Start stripping so as to finish the maneuver pointed 30º out of the center reference with 115KIAS. Power 2200 RPM // Speed 115 KIAS FORMATION FLIGHT 32- CONSIDERATIONS. A formation is a coherent meeting of airplanes under the command of a chief. Although the operation of this meeting is subject to the orders of a chief, the training flight is a team effort which, consequently, implies adequate learning and good discipline in flight. The efficiency of a training mission depends directly on the discipline in flight, which consists of the preparation of the mission, briefing, ground operations, work in the area and finally the debriefing. The leader must know and consider the capabilities of his wings when planning and executing each maneuver. These, whose responsibility is very defined, must be able to act in any circumstance with precision and safety, trust the leader and maintain a perfect self discipline. From the combination of a good leader, disciplined wings and good teamwork, you get the best results COLLISION PREVENTION. All elements of the training must be aware of the possibility of a collision in the training flight. The responsibility for ensuring safety in flight is for each pilot. Several factors contribute to increasing the potential of an in-flight collision: - Deficient demarcation and / or monitoring of the wing during a critical phase of the flight. As a leader, you should monitor the wing and be prepared to take evasive action if it loses sight of the leader. Do not hesitate to give instructions on what action should be taken to ensure the safety of training.

22 21 - Inability to keep the leader in sight. Like wing, it is subject to this situation during breaks, meetings, spine away. Do not hesitate to apply the proper procedures in case you lose the head of sight. - Difficulty recognizing excessive overtake. He must learn to judge the reason for approach and, if necessary, apply the evasion maneuver. The speedometer can be a vital aid. During meetings, compare your speed with that of the leader. - Failure to maintain vertical or lateral separation. Always keep vertical and lateral separation until approach reason is under control. - Drive in the less safe direction when eye contact is lost. As a wing, if you lose sight of the leader, perform the "breakout" in the opposite direction of the leader, to gain separation. Notify the leader on the radio and gather after authorization RESPONSIBILITIES. - Leader. You should visually control the wing, clear the area and plan each maneuver. As leader, maneuver with dexterity and precision, allowing the wing to maintain position without difficulty. However, consideration for the wing can never hinder fluidity and safety in the execution of maneuvers. Plan all maneuvers to maintain training within the work area. And use proper power according to speeds and altitude to maintain. - Wingman. It has three main functions: to maintain the position, to maintain the integrity of the formation and mutual support. In addition to the primary function (hold position), the wing should help to clear the area. This is achieved using the whole leader's plane as a reference - do not focus on just one point. Although there are differences in procedures between air units, the wing's basic responsibilities remain common: - Keep the leader in sight and fly the intended formation. - To be spatially oriented in order to assume leadership at any time. - Monitor the operation of the airplane systems and the leader's configuration. - Support the leader during an emergency. - Trust the leader and follow his instructions. 33- RADIO PROCEDURES. A rigorous and unambiguous radio discipline is essential for the operation of a training. The chief must be clear, precise, and concise, and the wing should be given the proper radio procedure. All formations have the "call sign" consisting of the word "Tigers" followed by the last two numbers of the "transponder code" associated with the chief airplane of the formation. The communications between the training and the ATC are made with this call sign. (Ex: Tiger 51, Taxi). When there is more than one training in the air at the same time, to facilitate communications should use the tactical callsign of the head of training to call between training. (Ex: Leader: "Tiger, go extended trail" Wing: "Tiger 2") 34- VISUAL SIGNS. Although in reality the visual signals are used, in part to reduce the radio communications, in the simulator, this is not possible. However, you should consult the visual signs annex.

23 FLIGHT VERIFICATIONS. The leader orders the execution through the radio (ex: Tigers, ops check). Its wing gives the understanding and positions itself in open formation, if the weather conditions allow it. The wing should be "checked" by parts, inter-checking the leader's airplane. After the wing gives the information, the leader does the same by automatically authorizing the wing to return to the closed formation position. 36- FUEL. The chief must monitor any abnormal situation reported by the wing. - The "joker" is the minimum pre-planned fuel needed to accomplish the mission. If the wing warns the leader (eg Tiger2, is joker), this should manage the profile in order to recover above the "bingo". - "Bingo" is the minimum pre-planned fuel, to recover directly to the destination base, without reaching the minimum fuel situation. The wing warns the leader (eg Tiger 2, is bingo), this gives the understood and recovers ASAP. 37- SPACE DISORIENTATION. If the chief suspects that the wing is disoriented, it must inform it of its flight parameters (minimizes the sensation of spatial disorientation). If the wing feels disoriented, it informs the chief and asks for information on the flight parameters. The leader minimizes the maneuvers, transmits the flight parameters. If the disorientation persists, the chief transits to the flight line and, if possible, passes the command to the wing. 2 PLANES FORMATION 38- PUT ON AND ROLL. - If the aircraft are parked side by side, start radio, if they are not, then an hour should be planned. After launching, the chief calls his wing on the scheduled frequency and waits for the wing report: "call sign training, check-in" (ex: "Tigers check-in. Tiger 2", after check-in, The leader asks to be rolled over to the ATC. Scrolling is done in the order you expect. The wing takes care that no strange plane intervenes in the middle of the formation, which has priority over isolated airplanes. The distance between aircraft to be respected is 4 fuselages on the center line and 2 fuselages if on alternate sides of the taxiway (if possible, position the wing on the wind side). The aircraft will park in the waiting position with at least 1 meter separation between the wing tips. 39- TAKE OFF. After being authorized to take off, the leader position himself by taking into account a few factors, namely: Wind (put the wing on the wind side if the crosswind component is superior 5 knots, regardless of the side of the first turn); Direction of the first turn (the wing should be placed on the inside of the first turn if the wind is not a factor). Each one is positioned in its half range. Take a longitudinal position so as to align the wing tip with the horizontal stabilizer of the leader, taking care to leave the tail wheel directed with the lane, and lateral separation ensuring a safe distance between the wing tips.

24 BY INTERVAL. When positioned, the leader gives order to get in the engine. The wing maintains 1500 RPM's and signals that it's ready. The commander brakes and, after 5 sec, the wing starts the take-off run with all the procedures performed. After the rotation, the wing level at 200'AGL deconfigures the plane and stays below the leader's plane accelerating faster to get the leader together, keeping the leader in sight. Both aircraft perform the procedures after take-off as isolated aircraft. After deconfiguration, the leader reduces engine (± 100 RPM's) and accelerates to the set speed, usually 80Knots to raise, and when leveling should maintain 80 Knots IN FINGERTIP TRAINING. When positioned, the leader gives order to get in the engine. The wing maintains 1500 RPM's and signals that it's ready. When the handle is ready, the leader gives the brake release signal and gently powers up to ± 2200 RPM. The wing should maintain the same aligned references until the take-off moment, from which it will keep formation closed. 40- TRAINING CLOSED IN FINGERTIP. The positioning of this training is defined by: - Vertical axis. The wing sees an equal amount of intrusion and extrusion using the depth command. - Longitudinal axis. Align the propeller cone with the leader's rear navigation light, using the gas lever. - Lateral axis. View a line, which goes from the leader's propeller cone and passes through the aileron / flap separation, using the plank command.

25 24 Legend: Fingertip formation In turns, the references to the leader are the same. If the leader returns to the wing, it has to descend so as to maintain the vertical position. And, at the same time, reduce engine, since it travels a shorter way. At the output of the turn the wing resets power. If the leader goes back to the opposite side of the wing this one goes up and increases the power, because it has a greater radius of return. At the output of the rear it resets the engine. 41- CHANGE OF WINGMAN (CROSS-UNDER). This maneuver allows to put the wing in the other wing of the leader. At the command of the commander, the wing reduces 100 RPM (50 RPM), delays a fuselage (see cone aligned with the aileron / flap separation) and takes a lower plane of 5 m in relation to the leader. When reaching this position, readjust the power to stabilize and plank towards the leader (10º max). After the translation begins, the wings are held parallel to the head. When crossing the tail adjusts +100 RPM. When the leader cone is aligned with the aileron / flap separation, it stops the movement and maintains a parallel path to the leader's. Adjust engine and resume closed position. 42- TURN IN THE BELLY (ECHELON TURN). Then plank at a constant ratio to the opposite side of the wing with 60 of plating. The wing monitors the movement of the leader and adjusts motor - greater trajectory. In the position, you should see the horizon line intersect between the fuselage of the leader (controlled with the plank) and the tip of the propeller cone (controlled by the engine). The distance is the same as in closed formation. During the return of the return, the leader must apply a continuous rotation rate and gently relieve the pressure in the depth. 43- TRAINING OPEN (ROUTE). This position allows some mobility and flexibility to perform engine checks, to

26 25 clear out or simply relax. The leader sends the wing for training opened by the radio (ex: "Tigers, go route"). The leader must maneuver the minimum (board max. 60º). Otherwise, warn the handle. Open training is an extension of closed training. Like the wing, on the inside of the turns, you must go down as necessary to keep the leader in sight. On the outside, it keeps the references of the back of the belly. 44- PITCH OUT. It aims to create spacing between aircraft for the practice of the meeting. - Leader. Informs, unselects in the direction of lap and starts a lap of approx. 180º, opposite the side of the wing with 60º of plating, full power. During the lap (it is not mandatory to be level) it is important to clear out; When it finishes the turn it maintains the line of flight for approximately 5 sec (time for the wing to position behind the leader) and makes the meeting signal. After the signal reduces the engine until it reaches the meeting speed (80 KIAS). - Handle. After 5 sec., The wing performs a return identical to that of the leader. Starting at 90 degrees, you can change the plank and grip to create 1/2 mile of separation. It is placed in the rear of the head, slightly below (an apparent wingspan above the horizon), always maintaining a speed slightly above 80 KIAS, to facilitate the meeting, and waiting for the signal or the radio for meeting. 45- MEETING (REJOIN). It is the transition to closed training as expeditiously and safely as possible. The wing uses the following procedures: 46- LEAVE FORMATION (BREAKOUT). A maneuver designed to create, quickly, separation between the elements of training to avoid a potentially dangerous situation. - Wingman. You must drop out of training where: - Losing the head of sight. - Not able to meet or stay in training without crossing the leader ahead or below. - It is a danger to training. - Leader orders. If you lose the head of sight, clear, leave the training in the direction opposite to which the leader was last seen and warn him (eg "Tiger # 2, breaking out"). Use the engine or rudder to ensure faster separation. With the chief in sight, he meets only after being authorized by him. - Leader. If you are seeing the wing, maneuver, if possible, to help get separation. When there is sufficient separation, notify the wing to unlock (eg "Eagle 2, roll out"). After stripping, the wing should look for the leader and after acquiring visual should ask permission to reassemble. (Eg "Tiger2, with leader in sight, permission to rejoin") With the wing in sight, the chief will position the aircraft to facilitate the wing meeting and give permission for the wing to meet (eg "Tiger2, permission granted, rejoin left turn").

27 LOSE LEADER OF VIEW. In some situations, the fact of losing the chief plane of view, does not require breakout, when spacing between aircraft is sufficient. However, if it is not in view, proceed as follows: - Tell the chief of your situation and altitude (eg "Tiger2, is blind, 3500 '). - If the leader has not lost sight of him, he should convey his relative position (eg "Tiger lead, visual, right, 3 o'clock, high"). If the leader is also blind but the wing has returned to have the chief plane in sight, ask permission to hold the meeting. In this case, the wing does not gather closer than open formation until the leader reports "visual". 48- CHANGE CHANGE. Before each flight is indicated the position the wing will fly. He must maintain his position until the leader orders the change of leadership. The change of leadership is made in open formation, if the weather permits, and in flight line. 49- ABORT OF THE FORMATION IN THE AIR. If an element of the formation has to return to the aerodrome prematurely, the other aircraft returns providing assistance, if required. Exceptions are those where weather conditions jeopardize safety in recovery. 50- VISUAL CIRCUIT. In the circuit, whenever the wing is "out", the turns must be made "in the belly". Before the initial, the leader positions the wing on the opposite side to the direction of the break. The leader will make the break signal as he approaches the point and enters a smooth turn, progressively reducing the engine. The wing waits for 3 or 5 seconds, according to the briefing, before following the chief airplane, obtaining the spacing during the turn and the inner tail wind (should be slightly outside the trajectory of the preceding airplane). Each plane executes a normal circuit, it must be able to start the return to the end at the same point. However, do not imitate the preceding airplane if it does not run the circuit correctly. Scrub if you can not complete a circuit properly. The formation elements land in the center of the lane and, when they have the plane at a controlled roll speed, they go to the cold lane (Taxiway exit side). The wing informs the chief of this fact with the report, "Tiger2, is safe", and the leader can, if need be, cross the wing strip to leave the lane. 3 PLANE FORMATION 50- CONSIDERATIONS. The basic positions, references and techniques used in the formation of two airplanes apply to the formation of three or more airplanes. 51- Take-Off. Take-offs to three airplanes may be done by range or on the wing. The leader can align training in two ways: - Alignment in Banana Line (UP). Used for interval take-offs. It is an alignment in step, maintaining a minimum of one meter of separation between the tips of the wings, where the Nº 3 should line up slightly more ahead than the position of fingertip, in order to be able to see the leader.

28 27 - Alignment in Fingertip. Used for takeoff in the wing, the leader aligns in the center of the lane, the wings occupy the position of fingertip as if it were a normal takeoff in the wing, aligning the Nº2 of the left side and the Nº3 of the right side, or according to brief. 52. FLIGHT POSITIONS. The same positions that apply in the formation of two aircraft apply to three or more aircraft. - Back in the belly. The training is positioned in step. - Turns. In step if the wings return to the leader, they execute back in the belly. For the opposite side the turn is made in the plane. - Change of wing. If the leader sends a wing change to the side of No. 2, No. 3 makes a wing change to the No. 2 wing. If the leader sends the procedure to the side of No. 3, it moves slightly in the lateral and longitudinal plane, keeping the plane vertical, leaving room for No. 2. No. 2 maintains the position until No. 3 has created spacing, And only then executes the wing change, monitoring the chief primarily but verifying No PLANE FORMATION 53- Alignment. THE FORMATION LINES BY PAIRS WITH A SEPARATION OF 500 '. After positioning the leader of the second pair, he / she informs the radio that it is aligned (ex: "Tigers, Nº 3 and Nº 4 Ready").

29 TAKE-OFF. The take-off can be done by interval for the 4 planes, or in formation between elements (Ns. 1 and 2 and Ns. 3 and 4). In this case the second element takes off by interval with respect to the first. Do not take off with the 4 planes at the same time in formation. The head of the formation orders engine (eg "Tigers, run up"). The head of the second pair informs the head of the formation of his readiness ("Tiger 3 and 4 Ready"). 55- FLIGHT PROCEDURES. - Flight checks. The head of the training initiates the ops checks through the call radio. The wings respond by the radio, after the leader's instructions, in ascending order ( ). - VFR circuit. Normally, the formations maintain their integrity and present themselves together for the initial (pair / squadron - maximum four airplanes). The leader plans to make a return to the initial. All the laps up to the initial are in step. If there is a need to separate the training, the leader gives the order on the radio. The head of the training will make the break at the beginning of the track or as instructed by the "ATC". The breaking spacing is 5 seconds. - Positioning in flight. It is maintained throughout the flight unless the head of training establishes otherwise during the briefing. On flight flights, the head of the training uses the radio to order the trip to the next level: "Tigers go Right / Left echelon". When the head of the formation intends to resume the formation of "fingertip" orders: "Tigers go fingertip". 56- EMERGENCIES. Abort on the floor. The most common reasons for abortion are: abnormal instrument indications, lack of power, tire bursting or an aircraft abort ahead. The decision to abort depends on the judgment of the pilot based on the analysis of situations such as speed, position on the runway and position of other aircraft on the runway. In certain cases, such as engine failure, explosion or fire, there is no alternative but to abort. In other cases, however, it may be advisable to continue

30 29 to take off, fly a closed circuit and land. First, solve the emergency and then, if possible, make a radio call to warn the tower and other aircraft to take off or on the circuit. - Abortions in the air. If a miscarriage occurs after takeoff, the leader will adjust the training. If the leader aborts, his designated replacement will take over. The aircraft to abort in emergency will be escorted to the base desired for landing. In cases where there is no emergency, the chief shall determine whether follow-up is required on the aircraft to abort. It is up to the pilot of the emergency aircraft to decide whether to take over or not. The support aircraft will assume a flexible position and assist where necessary, including coordination with the ATC in accordance with the emergency aircraft directives or mission briefing. VFR NAVIGATION 57- INTRODUCTION. This chapter is intended to define how to operate the CHIPMUNK in the VFR navigation mode. These procedures must be performed in normal operation and by all pilots and students. In VFR navigation the crew member has more freedom of maneuver, but also has more responsibility in separating the airplane with the ground and / or obstacles. Reaction times and margin of error are substantially reduced at low altitude. Generally speaking, the VFR crewmember is responsible for clearing the traffic, terrain and obstacles, monitoring meteorology and assessing the impact of this on the mission. 58- CONSIDERATIONS. NAV VFR can be defined as a process of determining the geographic position of an aircraft and maintaining the desired direction in reference to the ground. The general objective is to navigate from one aerodrome to the other (it may be the origin) using visual navigation techniques and procedures, that is, the objective is to navigate visually from one point to another at a certain altitude, maintaining A planned route on the ground and reach the second point at a time previously calculated or corrected during navigation. MISSION PLANNING 59- MISSION PLANNING. NAV VFR is always performed according to visual flight rules (VFR) and usually in airspace G. Depending on the objectives of the mission, there are several considerations and some steps that must be fulfilled in the mission planning. The pilot should consult the relevant NOTAM's for navigation, not only on radio aids to be used en route and at aerodromes, but also at destination aerodrome, alternating and others that may be used in case of emergency. Pay particular attention to the schedules of activation of the Restricted and Dangerous Airships, the air space reserved for launching parachutists and real fires, and other factors that may require a partial or total alteration of the initially planned planning. 60- NAVIGATION PREPARATION.

31 30 In this type of mission the preparation of the mission is divided into: Choice of the route according to the destination, time and profile of the mission, available fuel and important NOTAM's. For mission planning use the following values: Total Fuel 82 lts Fuel spend in taxi and take-off 5 lts Fuel consumed 0.5 lts/min Speed 90 Kias (1.5 NM/min) 61- FUEL REQUIREMENTS. NAV VFRs should be planned so that the aircraft reaches the destination with a quantity of fuel that allows it to proceed to the alternating aerodrome and to land with fuel for 45 minutes of flight. EXECUTION PRIORITIES. The top priority is safe flying over land, obstacles and other aircraft. More than ¾ of the time has to be dedicated to looking out. After performing tasks or subtasks inside the cockpit, immediately resume the "look out". Bring the letter up to eye level, avoid having the letter in your legs which forces you to lower your head and eyes to your reading. During the turns fly the plane and look out. 63- FLY WITH RIGOR. NAV VFR is based on sound planning and precision in pilotage. Poor maintenance of flight parameters (heading, altitude and speed) can jeopardize the success of navigation. Periodic and systemized checking (at least once a minute is a good technique) of the flight parameters enables a positive control of the airplane, ensuring that any undesired detour is corrected in a short time. 64- NAVIGATION METHOD. Use the "watch-map-terrain" method to navigate. Check the time on the watch and check on the chart what should be the position that corresponds to the time observed on the watch. Then look outside and look for references that correspond to the letter. Do not try to fit the outer references inside the letter, nor waste much time in the letter looking for "something". Too much time looking at the letter will tamper with the "watch-chart-terrain" cycle, use this cycle deliberately. Try to get some prominent points on each section, which are 30 to 90 seconds ahead of the plane and then look out and try to acquire them visually. 65- ROUTE CONTROL AND MAINTENANCE. Since the purpose of NAV VFR is to move the aircraft from one point to another, based on the references on the ground, the crew member must always know his position on the ground. In practice, the crew member will see deviations to altitude, route, speed and time being necessary

32 31 to evaluate and correct these same errors. However, it will be sufficient to recognize two or three significant points in each section and to make in relation to them the necessary corrections for the objective to be found 66- ALTITUDE CONTROL. The altimetric adjustment facilitates the visual assessment of the altitude in relation to the terrain. After leaving a flight control area and although it is in contact with a flight information body, it shall use the reference QNH provided by it. Maintain planned altitude vis-a-vis the ground visually (by monitoring the altimeter). There will be situations where it is necessary to climb to cross higher elevations or obstacles. In these cases, mentally evaluate if these elevations are transposable, if so to accelerate the airplane with some anticipation so that the loss of speed does not have much impact on the time control, while being able to maintain the desired AGL altitude. 67- ROUTE / ROUTE CONTROL. It is important to maintain the course, because however small your deviation, it may, in time, significantly remove the plane from the desired route. Wind is a factor to keep in mind. Knowing in advance how the wind can influence the maintenance of the route minimizes the errors that this can cause. During the planning phase have an idea of the direction and intensity of the wind and how it might affect the route. 68- CONTOUR OF OBSTACLES. Appeal procedure allowing the crew member to sidestep a limited obstacle (pronounced rise in the terrain, forbidden area to fly over, a meteorological obstacle, etc.) and then resume his route with a known delay. ATTACHMENTS ViSUAL SIGNS.

33 32 1. Signals between pilots and mechanics. a. Affirmative. (Authorized) Hand raised, thumb up. b. Negative. (Not authorized) Arm down, thumb down. c. Follow here. Arms raised vertically with the palms of the hands inside.. d. Go to the next mechanic. Both arms extended in the same direction at the level of the shoulders indicating the next mechanic. e. Slow down. Arms extended with the palms of the hands toward the ground, moving up and down several times.

34 33 f. Turn Left. Right arm pointing to the floor, left arm moving repeatedly up and down. The speed of arm movement indicates the rate of return. g. Turn right Left arm pointing to the floor, right arm moving repeatedly up and down. The speed of arm movement indicates the rate of return. h. Proceed forward. Arms slightly apart, palms inward and moving repeatedly back and forth to shoulder height. i. Stop. Arms crossed over head with palms facing outward. j. Authorization for the approach of personnel to the aircraft. Waving of the right hand at eye level.

35 34 l. Personnel approaching the aircraft. Left arm raised in an upright hand. The other hand indicates the staff. m. Put Shocks. Arms down, wrists closed, thumbs stretched with inward movements. n. Remove Shocks. Arms down, wrists closed, thumbs stretched out. o. APU On. Left hand extended vertically. Closed right hand engages left.

36 35 p. APU Off Left hand extended vertically. closed disengages from the left. Right hand q. Start Engine(s). Left hand raised with the number of fingers stretched indicating the engine number to start, and circular movement of the right hand at the level of the head. r. Engine(s) Off. Lateral movement of the hand at the level of the throat (cutting movement). s. Lower flaps. Hand forward, palms together horizontally and then open (imitating the mouth of the crocodile). t. Raiser flaps. Hand in front, palms horizontally open and then close. u. Accelerate engine.

37 36 Fist closed, level at head height and then moving forward. v. Reduce motor. Fist closed, level at head height and then moving backwards. x. Ready to roll. Circular arm movement with extended thumb and forefinger. y. Abort on Ground. Cross your arms in front of the face. z. P itot Check. With one hand, hold the other's index finger. Visual Signs on a Formation Flight a. Execution signal/ok. Head movement, wide and fast, forward.

38 37 b. Copy. Normal movement of the head in the form of a wave. c. Start / pack motor. Circular arm movement with stretched indicator. d. Ready for Take-off. Same as understood / O.K. e. Gear (up/down). Show the closed fist toward the top of the canopy. Then execution signal. f. Flaps (up/down). Move your hand open, palm down, up and down. g. Change of leadership.

39 38 Show the number of fingers corresponding to the plane that you want to become the leader. Aim forward several times using the indicator. h. In-flight checks. Show the "checkmark" sign with your thumb and forefinger. i. Close a formation. Shake your wings. j. Open formation. Shake the tail. k. Wing change. Fast wing motion down to the desired side.

40 39 l. Break. Circular window movement. The number of fingers displayed indicates desired spacing. m. Special attention. Quickly flap wings. n. Radio reception failed. Hit the helmet with your hand open. With the open hand, at the level of the ear, move forward and backward. o. Radio broadcast failure. Tap into the microphone. With an open hand, wave to one side and the other. p. Eject Plan. One or both of the closed fists moving downward in front of the face as pulling the ejection cord. if

41 40 q. Emergency Landing. Fist closed with the thumb down, move the fist up and down. FLIGHT PLAN.

42 41 ITEM 7: AIRCRAFT IDENTIFICATION. Identification of the aircraft (callsign-wtg). ITEM 8: FLIGHT RULES & TYPE OF FLIGHT. FLIGHT RULES. In the square relating to flight rules enter:i - se o voo for IFR V - If flight VFR

43 42 Y - If during the flight change from IFR to VFR (specify in item 15 the point of change of flight rules) Z - If during the flight change from VFR to IFR (specify in item 15 the point of change of flight rules). TYPE OF FLIGHT. In the square for the type of flight enter M (designator for military flights). ITEM 9: NUMBER, TYPE OF AIRCRAFT & WAKE TURBULENCE CATEGORY. NUMBER. Enter the number of aircraft if more than one. If it is only one, it is not necessary to fill this space. TYPE OF AIRCRAFT. Place, for example DHC1 for chipmunk. WAKE TURBULENCE CATEGORY. Place L (light). In IVAO the filling is automatic ITEM 10: EQUIPMENT. Fill this house with the radio equipment and navigation aids available on the plane. Place V / C. V - VHF C - Transponder mode C. Existing options: A : LORAN A C : LORAN C D : DME E : EGWPS G : GPS /GNSS H : HF RTF I : INS (Inertial navigation)

44 43 J : Data link K : MLS M : Omega P : Doppler R : RNAV (RNP/RNPC) T :TACAN U : UHF RTF W : RVSM X : MNPS Y : CMNPS Z : Other equipment ITEM 13: DEPARTURE AERODROME & TIME. DEPARTURE AERODROME. Enter the ICAO airspace of the departure aerodrome TIME. Enter EOBT (Estimated Off Block Time). For FPL's introduced in flight inform the current or expected time of overflight of the first point of the route to fly. ITEM 15: CRUISING SPEED, LEVEL & ROUTE. CRUISING SPEED. Enter the speed in KTS for the first part or all of the route to be flown. Occupy the five available spaces starting with the letter N (Kts) and four figures with the VAV (ex: for a speed of 90 Kts put N090). Existing options: N - Knots M - Mach K Km/h

45 44 LEVEL. Enter the altitude or flight level for the first part or all of the route to be flown. For flight levels put F (Flight level) followed by three figures for the flight level (ex: flight level 090, put F090). For altitudes put A (Altitude) followed by three figures representing the altitude in hundreds of feet (ex: 3500 'altitude, put A035). For VFR flights in uncontrolled airspace put VFR. ROUTE. a. Flight along ATS route. If an ATS route is established on the departure aerodrome, start by assigning the route designator (eg R72, A44, etc.). If an ATS route is not established, set DCT to the point where it intersects the ATS route. Insert all points where there is change of: Route; Speed and / or level of flight / altitude; Flight rules. Followed by the ATS route (even if it is the same) or DCT (if the next point is outside the airway). b. Flight out of ATS route. Insert all points where there is change of: Route; Spedd and/or flight level/altitude; Flight rules; All 30 minutes or 200 NM (whichever comes first). Followed by DCT. SIGNIFICANT POINTS. Significant points on the route may be designated as many ways: - By coded designator (2 to 5 characters) associated with the fixed (eg: ELVAR, GAIOS); By geographical coordinates (/ or 11 characters); Degrees (ex: 47N 007W); Through radial and distance to a radio aid (eg BEJ050012, means radial 050 to 12 DME of radio aid BEJ).

46 45 SPEED CHANGE POINT AND / OR FLIGHT LEVEL. It is considered a change of speed whenever the variation is greater than 5% of the VAV. In this case always notify the ATC. In completing the route in the FPL identify the point where you will make the change followed by the new speed and flight level. Even if only one of the parameters is different, enter the speed and flight level for the next section (eg GAIOS / N0180F080, or 4720N00705W / N0180F080). POINT OF CHANGE OF FLIGHT RULES. From VFR to IFR. Set the fixed where you will change flight rules followed by the new speed and flight level and in the end write the flight rule for the remaining navigation (eg ESP / N0180F060IFR). From IFR to VFR. Set the fixed where you will change flight rules followed by the new speed and altitude and in the end write the flight rule for the remaining navigation (eg GAIOS / N0180A015VFR). If it is a low-level flight in uncontrolled airspace and without changing the VAV, place VFR after the significant point (eg SRA / VFR). Note: For flights exclusively IFR, the last point of the route shall be an IAF for an instrument approach of the destination aerodrome which may be designated as previously mentioned. ITEM 16: DESTINATION AERODROME e TOTAL EET, ALTN AERODROME(s). DESTINATION AERODROME. In this space, place the ICAO destination aerodrome. TOTAL EET. In this box, set the total route time from the take-off (or from the first navigation point if it is an AFIL) to the last navigation point. For the total do not count the estimated time of any of the approximations to be made on that flight. ALTN AERODROME. In this space place the ICAO sign of the alternating aerodrome. ITEM 18: OTHER INFORMATION. In this space enter other information relevant to the flight following the format described below: EET (Estimated Elapsed Time). After the oblique bar, put the crossing points of the FIR and the respective time taken from the take-off to that point. If the ICAO designator of the new FIR is established until the passage of the FIR is established in an ATS corridor, if the flight is direct to the FIR boundary outside the air corridor, the crossing point must be placed. If this point is a fixed of report to put the name of this fixed, if it is not a fixed of report to put the geographical coordinates. The following examples illustrate some cases:

47 46 If the aircraft comes from Beja established on the A44 towards Seville, place the new FIR: EET / LECM0020 If it is direct to a fixed place: EET / MINTA0035 If it is to a point on the frontier of the FIR: EET / 3805N00710W0140 REG - Registration of the aircraft. Put the tail number. If TBN (To Be Notified) is not yet known at the date of the introduction of the flight plan. OPR - Operator. Enter the name of the operator. In our Wild Tigers case SSR - Secondary Surveillance Radar. Enter the code for the transponder that is assigned by the ATS where the FPL is deposited (eg SSR / 1101). RMK - Remarks. Make other observations required by ATS services Ex. RMK / tcas DOF/ Date of flight, Date in sequence year-month-day STS/ special handling Ex. ANEXO D