Professional Documents
Culture Documents
L29 LOA
Training Program
July 3, 2000
CONTENTS
CONTENTS .................................................................................................................................. 2
Fuel System...................................................................................................................................................................................... 6
Hydraulic System........................................................................................................................................................................... 9
Controls & Indicators..................................................................................................................................................................9
Hydraulic Dump Valve...............................................................................................................................................................9
Accumulator Fill Valve ..............................................................................................................................................................9
Emergency Hand Valves............................................................................................................................................................9
Pressure Gauges...........................................................................................................................................................................9
Pneumatic System........................................................................................................................................................................11
Electrical System..........................................................................................................................................................................13
Controls & Indicators................................................................................................................................................................13
OPERATING LIMITATIONS....................................................................................................18
General ...........................................................................................................................................................................................18
Engine .............................................................................................................................................................................................18
Hydraulics .....................................................................................................................................................................................19
Fuel System....................................................................................................................................................................................19
Pressurization ...............................................................................................................................................................................19
Oxygen System.............................................................................................................................................................................19
Pneumatics ....................................................................................................................................................................................20
Hot Start.........................................................................................................................................................................................23
Physiological Considerations....................................................................................................................................................25
Hypoxia .......................................................................................................................................................................................25
Altitude & Blood Oxygen Saturation.....................................................................................................................................26
Hyperventilation ........................................................................................................................................................................27
Starting ...........................................................................................................................................................................................28
Taxi ..................................................................................................................................................................................................28
Takeoff............................................................................................................................................................................................29
Aborted Takeoff...........................................................................................................................................................................30
Climb...............................................................................................................................................................................................31
Cruise..............................................................................................................................................................................................31
Descent............................................................................................................................................................................................31
Stalls................................................................................................................................................................................................36
Approach to landing stall .........................................................................................................................................................36
Recovery .....................................................................................................................................................................................36
Departure Stall............................................................................................................................................................................37
Recovery .....................................................................................................................................................................................37
Aerobatics......................................................................................................................................................................................38
APPENDIX..................................................................................................................................40
Normal Checklist.........................................................................................................................................................................40
EXTERIOR PREFLIGHT........................................................................................................................................................40
COCKPIT....................................................................................................................................................................................40
NOSE SECTION .......................................................................................................................................................................40
NOSE WUEEL WELL.............................................................................................................................................................40
RIGHT WING............................................................................................................................................................................40
AFT FUSELAGE - RIGHT SIDE..........................................................................................................................................40
TAIL SECTION.........................................................................................................................................................................40
AFT FUSELAGE - LEFT SIDE.............................................................................................................................................40
LEFT WING...............................................................................................................................................................................40
FLUID & PRESSURE CHECK..............................................................................................................................................40
BEFORE STARTING ENGINE.............................................................................................................................................41
ENGINE START .......................................................................................................................................................................41
AFTER ENGINE START........................................................................................................................................................41
BEFORE TAXI..........................................................................................................................................................................41
BEFORE TAKEOFF................................................................................................................................................................41
TAKEOFF...................................................................................................................................................................................41
AFTER TAKEOFF...................................................................................................................................................................41
Emergency Checklist..................................................................................................................................................................43
GROUND ABANDONMENT PROCEDURE....................................................................................................................43
BRAKE SYSTEM FAILURE.................................................................................................................................................43
ABORTED TAKEOFF.............................................................................................................................................................43
BLOWN TIRE DURING TAKEOFF....................................................................................................................................43
GEAR RETRACTION FAILURE.........................................................................................................................................43
FLAPS RETRACTION FAILURE........................................................................................................................................43
NORMAL AIRSTART.............................................................................................................................................................43
HOT AIRSTART.......................................................................................................................................................................44
NOTE...........................................................................................................................................................................................44
ENGINE FAILURE DURING FLIGHT...............................................................................................................................44
ENGINE FIRE DURING FLIGHT........................................................................................................................................44
PARTIAL POWER LOSS .......................................................................................................................................................44
HYDRAULIC SYSTEM FAILURE......................................................................................................................................45
ELECTRICAL SYSTEM FAILURE.....................................................................................................................................45
GENERATOR FAILURE........................................................................................................................................................45
SMOKE/FUMES OR ELECTRICAL FIRE.........................................................................................................................45
FLIGHT CONTROL SYSTEM FAILURE..........................................................................................................................45
PITOT STATIC SYSTEM FAILURE...................................................................................................................................45
EMERGENCY DESCENT......................................................................................................................................................46
EMERGENCY FLAP EXTENSION.....................................................................................................................................46
NO FLAP/SPLIT FLAP LANDING......................................................................................................................................46
EMERGENCY GEAR EXTENSION....................................................................................................................................46
BELLY LANDING...................................................................................................................................................................46
Fuel System
The 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 a
total of 300 liters [79.25 gal.]. The external tanks are pressurized and fuel is transferred to the main tank
by engine bleed air. When the fuselage tank reaches approximately 900 liters [237.75 gal.] or occasionally
800 liters [211.3 gal.], a float valve in the rear portion of the fuselage tank opens allowing fuel from the
wings to transfer. When the wing tanks are empty, or there is insufficient air pressure to pressurize the
wing tanks, the EXT TANK light on the C&W panel will illuminate. The “Ext Tanks” switch must be on
for 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. The
tank is divided into 2 sections, front and rear. The fuel transmitter is located in the front half and the float
valve 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 is
useable.
In the rear half of the fuselage tank, there is an inverted fight reservoir. All fuel to the engine is fed
through 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 the
engine. 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 light
on the C&W panel will illuminate when the LP pump becomes inoperative. The sensor to turn on this
light 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 pulled
to 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. (This
is approximately 20 minutes of fuel remaining)
The fuel gauge located in the cockpit indicates the quantity of fuel in the fuselage tank only. Fuel quantity
can 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 tank
under each wing and the fuselage tank is filled through a filler valve located behind the rear canopy. From
the LP fuel system, the fuel is pumped to the HP fuel control unit. A basic description of the system
should 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 engine
starts to turn, the HP pump starts to pump, as RPM increases pump pressure increases, which increases
fuel flow. The Auto Start unit will limit fuel so as to control RPM. It will allow excess fuel to bypass the
fuel control unit. At a predetermined RPM, fuel pressure is great enough to bypass the Auto Start unit via
valve movement and allows the engine to accelerate to and maintain an. idle RPM of between 35% and
Should there be a malfunction in the fuel control unit, there is an Isolation Valve, controlled by a switch
on the left console in each cockpit. When selected on, the barometric control unit and the automatic
acceleration device are bypassed. The pilot will now control fuel flow to the engine directly by movement
of the throttle. When the Isolation Valve switch is turned on, a yellow caution light on the C&W panel
will illuminate.
The three operating circuits; landing gear, flaps and speed brakes, are controlled by their respective
control valves. These circuits are without pressure until actuated. In other words normal hydraulic
pressure 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 extension
hand valves. The accumulators allow for one emergency extension of the gear and flaps. The system does
NOT allow for retraction of the gear and flaps.
The emergency hydraulic accumulators are refilled using normal hydraulic pressure via the Accumulator
Fill Valve.
Pressure Gauges
Hydraulic pressure gauge located in front & rear cockpit. Accumulator gauge located in front & rear
cockpit.
Gear doors remain open when the gear is down. Two buttons control gear operation. One button for up
and one for down. When either cockpit selects a button, the other cockpit is locked out from using the
gear 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. (Opposite
the main gear) There are three mechanical gear indicator pins. These barber pole painted pins are located
one on each wing and one on top of the nose in front of the windshield. When the gear is down and
locked the pins stick up approximately 2”. There are three green lights for gear down and three red lights
for 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, the
white light will be on. These three lights allow ground personnel to verify that the gear is down and
locked.
Two 4-liter bottles power the main pneumatic circuit. The systems operated by this circuit are; main
wheel 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 braking
and 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. The
independent 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 (PNEU
DRAIN) and depressurizes the circuit and one in the front cockpit (PNEU FILL DEPRESS) depressurizes
the 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 PNEU
PRESS/CANOPY JETT. The other is EMERG PNEU PRESS/BRAKES.
1. Generator
2. Generator regulators & controls
3. External power receptacle (EPU)
4. External power relay
5. Battery
6. Battery relay
7. Main power relay
The engine driven generator has an output of 27.5 VDC power. The generator controls consist of a
voltage fine-tuning adjustment, differential minimum relay, current relay and over voltage relay, which is
used 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 the
generator and ships battery. When the battery switch, first switch, top row, is turned on and the EPU
plugged in, the EPU will be powering the electrical system. With the battery turned on and the EPU
removed, the battery is powering the entire aircraft electrical system. The “Green EPU” light next to the
throttle can verify EPU power. If it’s on, EPU is plugged in. After engine start, the generator will not
come 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 the
generator fight will go out. The green EPU light should also be extinguished. If the EPU is plugged when
the 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, ADF
and radar altimeter.
Master Switch
Located in the rear cockpit and energizes the aircraft electrical system. In the off position, it will not allow
the 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 DC
system. Master switch must be on.
Generator Switch
Located in the front cockpit, when the generator switch is turned on, the generator is connected to the
main 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)
Volt/AM meter
Located in both cockpits, the meter will indicate volts on a scale of 0-30 VDC. This will indicate the
condition of the battery or the output from the generator. The button on the meter gauge must be pushed
to check volts. In the ANT display, which is normally displayed, a normal indication with a fully charged
battery will be 0 A. In case of generator failure, the gauge will indicate the amount of load the battery is
carrying. This is indicated between 0 120 A. A fully charged battery can power the airplane systems for
-
EPU light
Located in the front cockpit, the fight will come on when the EPU is plugged into the airplane and the
battery & master switch are on.
The ailerons and rudder have ground adjustable trim tabs. The elevator has a mechanical trim tab
controllable from either cockpit.
Rudders
The rudder is controlled via the rudder pedals. The rudders are controllable through 25 degrees. They are
used in flight and on the ground for directional control and braking. On the ground, application of rudder
in either direction when applying brake pressure, will distribute pneumatic pressure to the respective
brake. The rudder pedals can be adjusted to three positions.
Ailerons
Movement of the control stick actuates the ailerons. They are controllable through 15 degrees of up or
down movement.
Elevators
Movement of the control stick actuates the elevators. They are controllable through 32 degrees of up
movement and 18 degrees of movement down. The trim tab is controlled mechanically from either
cockpit by the trim handle.
Horizontal Stabilizer
When the flaps are lowered, the aircraft has a tendency to nose over slightly. To compensate for this, the
stabilizer is electrically linked to the flaps so as the flaps are selected the stabilizer will move downward
to compensate for the nose over tendency. As flaps are retracted the stabilizer will move in the opposite
direction. A red light on the instrument panel in each cockpit will illuminate whenever the stabilizer is
moving.
Flaps
The flaps are electrically controlled and hydraulically operated. They are of the slotted fowler type. The
flaps on each wing are mechanically interconnected. The flaps on the left wing are not connected to the
flaps 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 Brakes
The speed brakes are either fully extended or fully retracted. The push button on the front cockpit control
stick 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 setting
during the approach. On each throttle there is a speed brake thumb switch.
Landing Gear
The aircraft has tricycle, hydraulically operated gear. The main gear retracts into the wings. As the gear is
retracted, brakes are applied automatically to the main wheels only. This can be seen on the brake
pressure gauge. The nose wheel will continue to, spin. You may feel a vibration or a real shaking if the
nose tire is a little unbalanced or out of round. The main gear is hydraulically locked in the down position
and mechanically locked up.
The correct way to approach any flight planning, regardless of the length, is to always consult the flight
planning 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 within
the allowable gross weight and center of gravity limits. This does NOT guarantee that you can get off the
runway. 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 from
two sources;
Fuel Requirements
From 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)
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 takeoff
and landing if you are below 700 L of fuel.
These figures are for quick reference planning only. They are for operations at field elevations under
1,500’. Always check density altitude and the aircraft performance charts.
It is illegal to exceed any manufacturers limitation. Exceeding any limitation may cause harm to you and
your aircraft.
General
Max Speed Sea level 443 Kts.
Max mach .75
w/ EXT tanks .70
Maneuvering Speed 189 Kts.
Best Glide 135 Kts.
Holding 162 Kts.
Service Ceiling 39,800 ft.
Acceleration Limitations +8g -4g
With EXT tanks +7.5.g -3.5g
Max 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.
Engine
RPM % Max EGT
Idle 35+4 550° C
Acceleration 102 730° C
Start: GPU 700° C
Start: Battery 750° C
Takeoff 100 (6 min.) 700° C
Climb 97 (30 min.) 700° C
Continuous 94 700° C
Starter Limitations
After 1 attempt, 2 min. cooling.
After 3 attempts, 30 minute cooling.
Air start Max Altitude 26,300 ft.
Fuel System
Max Fuselage Capacity 1,030 L
Useable 1,000 L
Ext tanks 300L
Fuel Pressure 79 Kg/cm2 Max
Flight Controls
Flap operating speed 146 Kts.
Flap auto retract 157 ± 11 Kts.
Speed Brake auto extend .70 M
Electrical
Battery (min for start) 24 volts
Emergency battery time (if down loaded) 20 min.
Pressurization
Pressurization 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 full
forward. Hot air could damage the canopy.
Oxygen System
Normal System Pressure
HP 30-150 Kg/cm2
LP 5-7 Kg/cm2 .
Fill Pressure 2,100 psi
If Fire Persists
1. Fire Cock SHUT
2. Fire Ext Button PUSH
3. Abandon Aircraft
Hot Start
1. Throttle IDLE
2. Fuel Shutoff Lever CLOSED
If takeoff is continued
1. Landing gear LEAVE DOWN
2. Flaps LEAVE DOWN
3. Airspeed 146 Kts. Max
If continuing:
8. Throttle MAX
9. ISO Valve Switch ON
10. Fire Ext Button PUSH IF REQ’D
11. Land ASAP
Hot, compressed air is led to an electrically controlled distribution valve. This valve leads the air either
directly to the cabin or, depending on the temperature selected by the pilot, via a cooling unit, to the
cabin. 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 right
console 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 right
console in the front cockpit has the positions AUTO/WARM/COLD and is used to control cockpit
temperature. A thermostat will, according to the temperature selected, electrically open or close the
distribution 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 front
cockpit labeled CAB TEMP PRESELECT.
The conditioned air is supplied to the pilot’s feet, the inside of the windshield and to the inside of the
canopies.
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. pressurization
occurs 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
Hypoxia
Hypoxia is a deficiency in the amount of oxygen that reaches the body’s tissues. It affects the central
nervous system, brain, and other organs cannot function properly.
• Smoking
• Alcohol
• Drugs including antihistamines, tranquilizers, sedatives, and analgesics
• Anemia
• Carbon Monoxide
• Fatigue
• Extreme Heat & Cold
• Fever
• And Anxiety
Note: The symptoms are slow but progressive, insidious in onset, and most marked at cabin altitudes
above 10,000 feet.
Performance can seriously deteriorate with 15 minutes at 15,000 feet. Night vision can be impaired
starting as low as 5,000 feet. Heavy smokers experience early symptoms of Hypoxia at lower altitudes.
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 above
5,000 feet during the night.
Hyperventilation
Cause: excessively rapid and deep breathing when a stressful situation is encountered in flight Effect: a
decrease of carbon dioxide in the blood Symptoms: similar to Hypoxia and include lightheadedness,
suffocation, drowsiness, disorientation and painful muscle spasms.
Starting
After completing the “START CHECK”, through the final items, apply the brakes or insure the aircraft is
chocked. 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 the
ships battery is 750c. Maximum EGT for start with a GPU is 700c. Regulate the EGT during start by
moving the FUEL SHUTOFF LEVER back and fourth. When EGT stabilizes the FUEL SHUTOFF
LEVER 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. OR
pressure at idle is .5. Any value under that will require the engine to be shut down. The engine requires a
minimum 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 igniters
2. No oil pressure indication
3. EGT exceeds maximum
4. No RPM rise
5. Idle RPM not reached within 60 seconds
6. Oil pressure below .5
Starter limitations allow for 3 start attempts to be made with a 2 minute cooling period between each
attempt. 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 CONTROL
LEVER to the closed position. (Full aft)
It is critical that the pilot knows and listens for the sounds associated with the start sequence. The initial
engagement 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, after
the second starter acceleration. This is ok. Just don’t add the fuel until you hear the igniters.
Taxi
Certain taxi techniques are peculiar to the L-29 aircraft because of the design of the brake system, and the
full castering nose gear.
To begin taxiing the aircraft, release the hand or parking/emergency brake. The airplane, in most cases
will begin to roll at idle power. Should you need to add power to start the aircraft moving, limit power to
45% 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 the
centerline at all times.
Brakes are used for turning and stopping. Before turning, reduce speed to avoid excess side loads, push
It is better to “let her roll” than to slow down to much during taxi. A little extra speed helps to dampen the
sensitive brakes. It also provides a little rudder control.
Do not ride the brakes. Intermittent brake usage will allow a cooling period between applications.
Takeoff
A normal takeoff begins with proper alignment on the runway centerline. Hold the brakes firmly. Set the
throttle smoothly to 80% RPM check engine instruments. Advance throttle to 100% and release the
brakes.
Directional control is maintained with differential braking until the rudder becomes effective at
approximately 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 aileron
into the wind.
At approximately 75 Kts., lift the nose wheel off the runway. This will require a nose pitch of
approximately 6 degrees. In this attitude, total drag is minimum and acceleration is maximized. At the
computed takeoff speed the aircraft will fly itself off the runway. Just apply enough back pressure to raise
the nose gear off the runway. To much back pressure will result in a nose high attitude and extend the
ground 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 12
degrees. This entire takeoff and clean up is done in a shallow climb. We are trying to let the aircraft
accelerate as quickly as possible while climbing to a safe altitude. As the flaps retract, the horizontal
stabilizer 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 lower
the pitch to 6 degrees and accelerate to best climb speed or anything above 150 Kts. Then retard the
power to 97% RPM. Remember that 100% power is limited to 6 minutes. The best rate of climb speed
189 Kts./.35M. Do not make any turns below 500 feet AGL unless the departure or other factors require
you to do so.
If you are remaining in the pattern, after reaching pattern altitude, BEFORE you lower the nose, reduce
power to approximately 75%. At 12 degrees pitch with flaps up, you will be climbing at an airspeed of
120-130 Kts. By reducing power before lowering the nose, the airspeed will remain 120-130 Kts. If you
If the aircraft is airborne when the engine fails, fly straight ahead. DO NOT attempt to turn back to the
runway. 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 way
to get fuel to the engine. If engine will not relight leave gear down to absorb some of the impact. Try to
secure the engine before landing. DO NOT change aircraft configuration. FLY THE AIRPLANE!
Aborted Takeoff
An aborted takeoff is an emergency procedure. If it is treated as anything less, you run the risk of hurting
yourself 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.) Cockpit
fire 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 than
FULL brakes may result in the aircraft running off the end of the runway. Use max braking until
STOPPED. Remember, you are doing close to 100 Kts. and weigh close to 7,000 pounds. Light braking
will NOT be sufficient to stop you.
Abort Procedure
1. Throttle Idle
2. Maximum Braking Apply
3. Maintain Directional Control
4. Speed Brakes Extend
5. Advise the Tower
6. Taxi Clear of Runway
7. 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 circumstances
will require an abort and wider which circumstances you will continue the takeoff.
Items to consider:
Climb
To obtain the maximum rate of climb, it is necessary to use 100% RPM initially and reduce the power to
97% RPM after 6 minutes.
Maintain 97% for a maximum of 30 minutes. The initial climb speed is 189 Kts. After 30 minutes, reduce
power 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.
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.
Cruise
When level at the desired altitude, allow the aircraft to accelerate to the recommended speed as outlined
in the manual, then after reaching this speed, reduce the power to approximately 92% RPM or max
continuous 94% RPM.
OPS NOTE
When leveling off at cruise altitude, allow the aircraft to accelerate to at least 200 Kts. or more. Then
throttle 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
Descent
A normal descent is flown at cruise power. Just lower the nose and allow the airplane to accelerate. If you
are 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
Caution in the traffic pattern should be exercised as most VFR, light airplane traffic will be lower and
slower than you.
When downwind, at a point abeam the point of landing, select gear down and slow to 120 Kts. Select
flaps 15 and slow to 110 Kts. This will provide approximately 1.4 Vso. Turning from base to final and
when landing is assured, select landing flaps, 30 degrees, allow airspeed to slow to 95 to 100 Kts. This
speed 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 up
to 14 seconds to spool up should you need to add power. If you are high and fast, it is okay to pull the
throttle 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. It
will look like you are going to drive the nose gear into the runway. You won’t. Pick a fairly level attitude
and hold it until the airplane lands.
When approaching the runway threshold and landing is assured, reduce power to idle. Allow airspeed to
slow to 85 Kts. Normal touchdown will occur at approximately 76 Kts. After touchdown, hold the nose
wheel off the runway for as long as possible so as to take advantage of aerodynamic braking. When the
nose is lowered, apply normal braking and maintain directional control with rudder and brakes as
necessary. Speed brakes will allow you to maintain a higher power setting on final and will assist in
aerodynamic 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.
OPS NOTE
After landing it is a good idea to have your back seater depressurize and open their canopy. Fresh air will
make them feel better.
Final approach means on final. No turns greater than 15 degrees. If you are high, get the speed first, and
then descend.
If the landing touch down is to far down the runway for a safe takeoff, make a full stop. If a full stop
landing is made, and you intend to make another takeoff and landing, remember the brake cooling
requirements.
Fly a normal approach. On final reduce airspeed to not below 1.2 Vso (approx. 90 Kts.). This speed is
such 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.
After gear extension, maintain 110 Kts. while maneuvering to final. This speed will provide
approximately 1.3(Vso) stall protection. On final allow the airspeed to slow to 100 Kts. This will be the
speed until very short final. Approaching the runway threshold, on the desired glide path, slowly retard
the throttle to idle. If your speed was 100 Kts. and you were on the normal L-29 glide path, the airplane
will glide across the runway threshold at approximately 85-90 Kts. in a slight nose high attitude. As with
a normal -landing, only a very small amount or no flare is required. After touch down. immediately lower
the nose to the runway. When speed has slowed to braking speed apply brakes.
Altitude and glide path is critical. The L-29 is a clean airplane. It will not bleed off excess airspeed very
quickly. So if you are fast on final you will have trouble slowing to cross the runway at 90 Kts. This
results 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 the
requirement to maintain at least 56% power on final, lowering the nose will result in an increase in
airspeed. Speed brakes should be used to control the airspeed when the nose is lowered. When back on
glide path retract speed brakes. If you find that you are to low on final, add sufficient power (90%) to stop
the descent. You will fly into the glide path from underneath. As you start down again, reduce power to
maintain descent rate and speed. If you find yourself high and fast on final, the best procedure is to go
around. If you must land from this position, do not be afraid to bring the power back to idle. With excess
airspeed and altitude, you have many options.
Procedure
1. Throttle Max power (mechanical stop)
2. Flaps 15
3. Positive climb Gear up
4. Airspeed 108
5. Flaps up at 150 AGL
OPS NOTE
It is more critical to gain altitude rather than accelerate to 108 Kts. for flap retraction.
Forced Landing
If the decision is made to attempt a forced landing, it is extremely important that the pilot devote
sufficient concentration to establish a satisfactory forced landing pattern. The “Overhead” pattern offers
the most accurate control of the touch down point and shall be utilized whenever possible. However the
pattern 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 more
serious 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 the
end of the runway at an altitude between 4,000 & 6,500 feet AGL. The aircraft should be flying upwind
on runway heading. When abeam the departure end of the runway, start a turn across the runway to enter
down 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 you
roll out of the turn down wind, you will be at approximately 4,000 feet AGL. Lower the gear when you
are downwind. Abeam the approach end of the runway you will be at 3,500’ this point is known as “Low
Key”. Distance from the runway at low key is 1 1/2 miles. Airspeed will be less than 135 Kts. The turn
from down wind to base to final is a continuous turn. Basically you turn from down wind to final. Your
altitude from base to final should be 2,000 AGL. At this point the decision must be made whether or not
you can make the runway. If a runway landing is assured, reduce airspeed to 110 Kts. and extend full
flaps (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 decision
height, 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 the
end of the runway before turning downwind.
Remember with engine failure, you must use the alternate gear and flap extension. You will have but one
Steep Turns
For training purposes, steep turns are to be conducted at an airspeed of 189 Kts. Stabilize, and trim the
aircraft for the selected speed. Slowly roll into a 45-degree bank turn. As the bank angle passes 30
degrees, increase power slightly to maintain airspeed and apply a small amount of back pressure to
maintain 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 will
make pitch control more difficult. Excursions from the entry condition should be corrected by prompt but
smooth positive control inputs and/or thrust. If altitude loss becomes excessive, shallow the bank until
precise 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 rolled
level, reduce thrust to the level selected before the turn was started. Lead the roll out heading by 15 to 20
degrees.
The altimeter is accurate and should be used throughout the turn. Be alert for altimeter needle movement
and 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 back
to the right altitude. If you don’t correct, the instructor will assume that you don’t see that you are off
altitude or airspeed.
The airplane will be flown at such airspeeds that controllability is minimized to the point that if the angle
of attack were further increased by an increase in load factor or a decrease in airspeed, an immediate stall
would occur. The minimum airspeed in a clean configuration that we use in the L-29 is 120 Kts. This
airspeed is sufficient to provide stall protection while maneuvering the aircraft in the normal traffic
pattern and during traffic avoidance. For slow flight training, we will fly at 100 Kts. in the clean
configuration.
Clean Configuration; the most efficient way to slow the aircraft is at idle power. At idle, of course the
nose will tend to drop. Hold altitude. Trim the aircraft to reduce elevator pressure. Maintain coordinated
controls to maintain altitude and heading. As the airspeed approaches 100 Kts., advance the power
sufficiently to maintain altitude and airspeed. This will require approximately 80 to 90% RPM trim. The
maneuver should be accomplished in medium banked level, climbing and descending turns as well as’
straight and level flight.
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 to
stabilize. As drag increases, the power requirement will increase. Apply sufficient power to maintain
altitude at 100 Kts. Select flaps 30.Trim. Perform the landing checklist. Allow the aircraft to slow to 90
Kts. This airspeed will allow a stall protection of 1.25(Vso). As in the clean configuration, medium bank
level, climbing and descending turns will be preformed.
Recovery from slow flight will be the same technique used in our stall and go around procedures; Max
power, flaps 15, positive rate, gear up. At this point, allow the airplane and the pilot to stabilize. We are
accelerating 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 assist
in maintaining attitude and altitude. Select flaps 0. Nose will pitch up. Continually trim the aircraft. As
the airplane approaches the desired speed reduce to your normal cruise power setting and trim for straight
and level.
Stalls
The 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 of
altitude. 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 vibration
of lateral controls approximately 4 to 5 Kts. ahead of the stall. After passing the stall point, a nose and
wing drop will occur.
Recovery
1. Throttle Max power (mechanical stop)
2. Back stick pressure Fly the nose to the horizon
3. Wings Correct to level
4. Flaps 15
5. Airspeed Accelerating
6. Rotate Climb attitude
7. Positive climb Gear up
8. Airspeed 108
9. Flaps up
Departure Stall
1. Throttle 56%
2. Airspeed 110 Kts
3. Flaps 15
4. Gear Down
Recovery
1. Throttle Max power
2. Back stick pressure ...Fly the nose to the horizon
3. Wings Correct to level attitude
4. Airspeed Accelerating
5. Rotate Climb attitude
6. Positive climb Gear up
7. Flaps 108 Kts. flaps up
As a guideline;
- if the cabin pressure indicator is indicating an uncontrollable climb, a rapid descent is necessary if the
airplane 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 in
eight to ten minutes without adequate cabin pressure or supplemental oxygen. An explosive
decompression can cut these times in half the severity increases rapidly above 30,000 feet.
CAUTION
If the cabin is controllable, no rapid descent is required. If the cabin is uncontrollable, initiate a rapid
descent.
For a minimum loss of altitude during dive recovery, the following procedure is recommended.
CAUTION
Care must be taken that the “G” limitation is not exceeded. Refer to “Altitude Loss During Dive
Recovery” in the AOM.
Aerobatics
The 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. The
Maximum negative “G” load for the L-29 is -4. The Maximum negative “G” load for the L-29 with
external tanks is -3.5.
OPS NOTE
During over the top maneuvers, the airspeed will decrease rapidly, even to “0” indicated. Use the controls
with care.
1. Helmet........................................................................ON 1. Trim......................................................................2°AFT
2. Radio Cable ................................................ CONNECT 2. Speed Brakes.....................................IN, LIGHT OUT
3. Control Stick & Rudder.......................MOVEMENT 3. Flaps ...........................................................................15°
4. BATT Switch............................................................ON 4. Fuel Quantity ................................................... CHECK
5. VOLT/AM Meter............................................ CHECK 5. Engine Instruments ......................................... CHECK
6. ENG Switch ..............................................................ON 6. Canopy........................................................... LOCKED
7. C+WPanel..............................................................TEST 7. Harness ...............................................................TIGHT
8. Gear Indicator Lights ..........................................TEST 8. C + WPanel...................................................... CHECK
9. Flight Controls ................................................. CHECK
ENGINE START 10. Pressurization............................................AS REQ’D
11. Emergency Briefing.................................PERFORM
1. Canopy............................................................CLOSED
2. GEN Light..................................................BLINKING TAKEOFF
3. DO NOT START Light ....................................... OUT
4. Throttle................................................................... IDLE 1. Brakes................................................................. APPLY
5. GND START Button.....................................PUSH 3s 2. Throttle..................................................................... 90%
6. Igniters .............................LISTEN FOR SPARKING 3. Engine Instruments ......................................... CHECK
7. FUEL SHUTOFF Lever.....................................OPEN 4. Brakes............................................................RELEASE
8. EGT..................................................................... <750°C 5. Throttle...................................................................MAX
9. Fuel/Oil Pressure..............................................RISING 6. Rotate 6°............................................. Nose up 75 Kts.
10. Idle RPM...................................35-39% MAX in 60s 7. Liftoff ................................................................100 Kts.
11. Fuel Pressure .....................................12 kg/cm2 Min. 8. Pitch Increase............................................10° Nose up
12. Oil Pressure.......................................0.5 kg/cm2 Min.
13. Oil Temp ......................................................20°C Min. AFTER TAKEOFF
14. EGT Idle ...................................................550°C Max.
1. Gear.................................................................. UP@50ft
AFTER ENGINE START 2. Flaps .............................................. UP@l5OfiJlO8Kts.
3. Throttle................................................97% @ 135 Kts.
1. DAY Switch..............................................................ON 4. Trim.......................................................................... SET
2. GEN Switch ..............................................................ON 5. Engine Instruments ......................................... CHECK
3. GEN Light.............................................................. OUT 6. C + W Panel..................................................... CHECK
4. RADIO Switch .........................................................ON
5. Pressurization..............................................AS REQ’D
6. Isolation Valve Switch ............................................ON
7. RPM..............................................................1-3% RISE
If Stopping:
GROUND ABANDONMENT PROCEDURE
1. Canopy....................................... OPEN MANUALLY 1. Abort.............................................................PERFORM
2. Lap Belt..........................................................UNLOCK
3. Harness ..........................................................UNLOCK If aircraft has stopped:
4. Aircraft .......................................................ABANDON
1. Engine Shutdown .......................................PERFORM
ENGINE FIRE DURING START OR ON
GROUND If Takeoff is continued:
6. Forced Landing...........................................PERFORM
WARNING
or
Restarting of the engine takes about 45 seconds after
the AIRSTART button has been pushed. 7. Bailout..........................................................PERFORM
1. ENG Switch & C/B’s ..............................CHECK ON Depressurization may be followed by rapid canopy
2. Throttle Movement ............................................SLOW icing.
3. RPM...................................... REDUCE BELOW 85%
4. Land.......................................................................ASAP If smoke or fumes persist:
1. Visor....................................................................DOWN
2. Airspeed...........................................BELOW 135 Kts.
3. Land.......................................................................ASAP
4. Final Approach...................................... ADD 22 Kts.
Takeoff Cruise
• Normal Steep Turns
• Aborted Takeoff
• Engine Failure / Fire Stalls
• Crosswind Climb • Departure stall & recovery
• Checklist Procedures Cruise • Approach stall & recovery
• Checklist Procedures Steep Turns • Clean stall & recovery
Rapid Descent & Recovery
Stalls
• Departure stall & recovery Normal VFR Pattern
• Approach stall & recovery
• Clean stall & recovery Short field landing
Descent Emergency Evacuation
• Normal Aircraft securing Debrief
• Emergency
Landings
• Normal
• Forced
• No Flap
• Short Field
Go Around
Use of Speed Brakes
Aircraft securing
Debrief
Forced Landing Pattern Rapid Descent & Recovery Forced Landing Pattern
• Simulated Flame Out Normal VFR Pattern
• Simulated Flame Out Normal VFR Pattern
Go Around
Go Around
Emergency Evacuation
• Fire Emergency Evacuation
• Blown Tire Aircraft securing
Aircraft securing
Debrief Debrief
Aerobatics
Emergency Evacuation
Aircraft securing
Debrief