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\

DC-5 and DC-68

TP4}ISITION TRAINING GUIDE

The informatlon set fc,rth in this guide has been prepagerl

as supplemental ilrfonnation and suggestlons for flight in-
structors and trainees. rn the event of any difference be-
tween this gulde and the Airplane Flight l4anua1, the Air-
plane Flight Manual sha-l*L govern.

Pistcn
}!R TRAINING ONLY Revised
MAY NOT BE CIJRRXNT
s/zg/6a
Page 1
 DC-6 and LC-68

TRANSITION TRAINING GUIDE

CONTENTS

NOFMAT TAKEOFFS

ENGn{E FATLUnE. AfltER Vl 10

NOISE ABATSENT PROCEDUN.ES 16

AREA DEPARTURES & ARR]VAIS 1l-

USE OF RADIO L2

TRAFFIC CONTROL PROCMURES 12

CLIMB A}JD CLIMBING TURNS L2

L5_

EN ROUTE CLI}4B WITH 1J

r-6. TURNS

L(.
,IirRNS
- 3Oo - L5o BANKS t)

Plstan
Revised
!ilR TRAINING ONLY s/zs/6a
MAY NOT BE CUNRENT Page 2
 DC.6 ANd DC-68 TRANSIT]ON TRAINING GUTDE -- CONTENT-s (*CrrtiNUEd)

18. UNUSUAI POSITIONS

L3
19. SLOW FLIGHT
u
20, APPROACTIXS TO STAI,IS 1t
L4

RAPID DESCONT AND PULIOUT

l5
F,I,IQTNE(S )-oul MANEUVERING a/
J-O
1') trNGINE-OU'I' CRITISL
7.7

24,. CRUISE 'l F,

LI

ORIENTAT ION PROCIITtiIiES

t7
10. HOLDING PROCEDURES
'18
AUTOPILOT USE 'to
L/

]NSTRUI,IENT APPROACHES
10
1/

I'4ISSED APPROACHES
22
I4ANEUVER T0 LAND (Miniuum l,Veat 2/r
LANDINGS
2/.
REVIN.SING PROCEDURE
)Q
'9
USE OF AIR BRAKE ?o
-)
RNJECTED TAKEOTF '
,o
.-I

35. M4MGENCY DEPRNSSIIRIZAI'ION

N4ERGHICY DESCEI{I

ENGINE FIRE PROCEDUR.E

CARC.O CO}IPARTMX}ff I'IRE

. SMOKN OF UNKNOI^JN ORIGIN . EL.ECTRiCAI FIRE

40. ELBCTRICAL SYSTEI,{ - IOSS 0F AII GEI\IERLTORS

Piston
FOR TidINII.,iG ONI,T Revised
MAY NOT nn Ctlnnnut 5/29/62
Page J
 Lu-b and i-)C-bb TRANSITI0N liialhrir, iLjIDi. -- J0iiliiiiT- (eonririued/

1,1. FLICHI' INSTRUMBNT FAILURL JL,

42, T.EATHERING AND UNFEATHERING )c

/*). PIIOPELLER OUERSPEtrD }U

.,TUTO!'I,ATHER, l1
45. S4ERGIiNCY GEAK AND ITLAI RbTRAC'J.'I(:I, "11

/.6. /INDSHIELD ANII AI,iTl-ICE FAILURII l1

47, FIJEL DUMPING l1
,a ,.JHEEL 'VJELL FIRI ll
,(, GR0UND 0,IERGENC r PRuCr,li,RL ?1

54. PASSENGER EVACUATl0i'r PROCuDUhE j1

ATTAC}tI"JENTS

,,,J-7 uRfEI'INt, GUIDE Ptrges )< Ll:rougr, 1h

I)C-6 TYPE AIRCRAFT

APPROPRIATE POWBIT JEflTINGS )7

.-IC-6 ORAI, DUI'1 STUDY GU]DE Pages 1C t,hrough 4)

,C-6 TAiGOFF AND MANI}UVER PROFILT. i\o ptrge numbers

Piston
Revi seq
T -,ft IRAIIiING ONLT s/zql6;
MAY NOT tsE CURRENJ Page 4
a

DC-6 and DC-68

TRANSITION TNAINING GUIilE

FIIGHT PLANNIIIG riND CREI/ BRIEFINO

Cockplt organization necessary for a snooth, cfficicnt operatlon is best

accomplishcd by thorough bricfing of the creu by the Flight trnstructor.
The bricfing should include at Least the fol].owing itemsi
Standard Operatlng Proceduresl chccir list management,

Etnergcney prccedurcs. Si-mul-atcd cmergenci-es shoul.d be prefacerl by thc

word Isinulatcdtr frour the fnstructor'"

Radio navigation and conununicntion procecltrusl radio facility i,1.;ntiflca-

tion and clearance verification procr';rlures.
company radio ehecks and proc.,durus, including usc of headscts and
selection of interphone posltion to insure availability of communicaticns
to ground personnel.

Take-off procedures, including throttle, stcering and contrr:} r,,ihuel man-

agementl Vmc, V1r V2 speeds; aborted take-off.

Second Officer responsibilities; pre-flight, manuals, emergency cquipmerit.

Crew utilization in emergency prcrcedures (tne n/O shoul-d br: prepared to
t either fly or execute appropriate procedures, as directeC by tfre Captain);
utll-ization of observer$ or extra crew menrber.s iu event of an cmergency.
0sskpit dj.sciplir:c: couyersa'bion to be kept to a minirnum n€ccssary for
conduct of flight.
Clarification of ally mancuvcr$ or proceclures l".here doubt exists as to
action desired"
Crew look-out duties.
Insure that crelr is alra::e of possibl; overspeed.ing or r:verboostirrg ciuring
power application. The pi1.ot should be especia..Lly alcrt for tfris during
a mi-ssed approach, a recovery fron an approach to a sta1l or a canyon
approaeh pu].I-out. The overspeecing r+11J- result lf the 'Llrr.ottles are ad-
vanced too rapidly antl overboosting will be o. result lf the throttles
are advanced ]:efore the RPM has been increased. sufficientl.l, er if the
throttles are advanced boo far.

i"OR TRAINII{G ONLY DC-6 & DC-68

I"TAY NC)T BE CLTRRENT Revised
\ s/t/63
Page I
 I. l.'jinI'IlGil'i Ii',SPirCTl0N

u Outside visua-l- inspectiori oI' trireralt .

B l4ain cabin inspection.

Cockpit inspection and check.
l) f,rnergency equipment and l'arni]iarization
The externa.l- andinterior fami.liarlzation consists nf' aceoin-
plishing the comp',lete visual inspection of the aircraft, using
the S/0rs prefllght chectilist. The trainee should accompJ-ish
the interior cabin inspection including sueh items as emergency
exits, all the emergency equipment, md under floor compartment
vier*ing windows. The cockpit lnspection includes cireuit breaker
checks, locatj-on of the various i.tems of emergency equipment,
aircraft regi-stration and airworthiness certiflcateJ, 1og bro^kr
etc.
The trainee should farnifiarize hiursel-f r"rith the operatix
of the seat, rudder pedals, qockpit virrdous and observerfs seat.
Cockpit lighting, losation of all the switches and ccnt"ols, etc.
should be thoreughly reviei*ecl. The instructor should diseuss
ancl familiarize the trainee with a1l the rad.io equipment and
the flight instnment systgm. The trainee should also beeome
thoroughly familial viith such i'Lems as fuel system and f'ua1
nanagement procedules, electrical systen, air conditioning and
pressuriznticn system, fuei dump system and other items. Ej.ther
pilot should be able to take overbhe S,/Ots duties in tire event
that it becomes necesss.ry dur.ing flight. The instructor and the
trainee should discuss operation of 'Uhe airplaners anti-icing
and do-iclng systems and the operational procedures for takeoff,
cIlnb, cruise, and descent. Taxiir:g and braking tochni-ques
should be di-scu..;sed. The instruotor arrd the trainee should
tharoughly revlevr and exer,:ise the various chrscklists in the
Standerrd O1:eratingProcedures. The various emergency checklists
should be revielred and d:iscussed thoroughly,

/ COCKPIT SETUP - CIJBCXLIST

See Airplane Flight I'Ianual, Stantlard Operating Procedures.

Piston
Revised
FOii TRAINING ONL/ r/zg/62
I{AY NOT BE CURRENT Page 6
), STAR'I'IIIG INGINES

See Alrplane Flight Manuall page 23-6'

El e ctrical requiremen'b s '

B. Door warrring lights, ground cornmunicatiotrs (cl'earance

to start)
Use of fuel prinre and throttle and mi:rture control
cocrdination.
D. EngS-ne star"bing incicabions and limitaticns'
E. Induction flre Prticedure '
' all insXPtlsfirns frrr
F. The pilot-in-command shoul-d isstle
starting. H" u;;;il coorainate the cc'ckplt and gror:nd
crews dr:ring tt;;;;g:--int s/0 should arivise.rrher: ea'ch
E\rgine inst:r:'-
engine c'it presJu"u-fi"u starteo to rj-se'
startng.
ments to be *ooiio""a closely during

L. TAXIING, RTINUP

A. Engine Power managenent" . ..

B. StJering ancl braklng smootl:'ly"

C: iulning'techniques;-spee:, poue:D braJ<es
D. Noseuhcel 15,sat'ir:n
;: Wing tip location arrd' clearance requirements
Careshor:-ldbetaken'Lcminimi'i:ethearuountcfpropbl"ast
clepariing the ramp area'
while in the l:amp or gate aroa" lrr*o''i"g t):re air:plane if the
srinlr,urn. po\'rer i-s reqrired to start
engine_polrer may be used
noser.rheel is straight aheadi Outboard steering so that
to assist in sharp turns' 0L'erati"g 'ouuilteel
are miriilaj zecl provides the maxi-
the side ioads ori the nose gear p*"t"tg"" comfort' This can be
mum of operating smoo''!;hness fcr
accompli.shed by applying pouu"trrl to
the t-^'ose steering wheel
botho pressure ratlier ttran
and aillouing the r'rheel' to::espcnd
abruptly displacing the i'rheoJ''

5 PRE-T"PJ{I}] F'F CI{IOKI IST

See Stand.ard Operai'ing Plocedures'

Pistoll
Revised
FOR TIiAINING ONLY
il es/ 6z
Page '/
MAY NOT BB CURRJ}I{I
 .i;il I

6. NORNIAI TAKEOFFS

NOIE: When F/0 is maki-ng the takeoff, Capt. takes over F/0
duties, expgp! Capt. is to have his hand on throttles
transiting Vl"
4. Computations: (V1, V2) (crossuind componentn)
B. Anti-ice requirements--
C. Pre-talceoff briefing (runr,ra.y conclition, braking, slush
or clutter)
D. Accompllshnient of pre-takeoff eheekllst
E. Use of nosewheel steering
F. Capt" holds throttl-es transiting VL.
0. Clinbout profiJ-es
The takeoff brief,ing and pre-takoaff cheeklist wiLl be coro-
pleted prior to runway aligrunent. The rast two i.tems on the
ehecl<list will be completecl after takeoff clsarance is re-
celved. Runr"ray atigrinent w111 be maintained by noser*heeI
steering to eppre:(i$ate1y 6Q knots, after whlch rr:dder r,ri.l1
be primary for directional control under normal- eond.lt,i-ons,

Rotation wi]l be *t; a rate arlor+able by airspeed. pltch

attitude lrill be determineri by establilhing an increasing
speed to arrive at the normal cli-nb speed ior that portiln
of the takeoff profile. Norual takeoif profiles uilt ue
used.

The actual teehnique of rotation and cl-jmbout should be the

serne under conditions of night or Ior,i visibility as it is under
daybi-me \TR conditions" rn thj.s case, the normal takeoff proflle
should be used"

Piston
Revised
FOR TRAINING ONLY s/zg/62
MAY NOT BE CURRENT Page 8

(
\S-

8. CROSSI'JIND TAKEOFT

Crosswind talieoff techniqrre i-s simila.r to the tecirniciue used

in other airplanes. (ttOtn: In accor:dance wiLn the Operabing
Technique section of the DC*6/7 F1ight l'ianua)-, the airpl.ane
should be posJ-tioned at the dovmwind side of "bhe ntnuay and
-approximately *'aileron into the wj-nd shculd be epplted prlor
to start of tire talceoff ro11).
The Captarir: should mai-ntain 'bhe app.l'oprlate ai"leron deflection
uhen transfemlng from nosowheel st,eering 'l,o the control column.

In the event that the crossr+-ind is accompa.nj-ed by strong gustsp

there may be an additioneil airspeed all.ouarlce necessar"Jr for the
gust factor. In any event, the e.13lg.pegg-.ihqg!!fro!-b'i .allougd
to b.e le"$E than the reconmended val.ues at any tirne during the
rotatiori and lift-off .
When ma-kinga takeoff in a crossi'rind, tlre pllot should be auare
of the fact that his ground minimurn control speed is affected by
the crosswind.
At low gxoss weights (V1 J-ess than Vmc ground) anrifor w5.th
strong crosswinds :lt may be necessary to suppleiaent the rudder
with nosewhee] steering for direc'biona-l conbro:l- in the event
of an engino failure at or above V1. (See Airplane ti:aitations
and Performance section of Airplane Flight ManuaL for info:rnatlon
on speci.al rerjr,irenenLs for con'l-,ro11ebi1ity-

9. ENGINE FAItrfitr V1- - MAXn4Ult ALLOWAIIL!.I l^InrGl{T

(Captains onl.y r on lnitial checkcut in the airpJ-anc,)
Sirnu}ated. maxj:nuu gro.ss rreight taJcec t-J'.

A. Necesslty to maiutaln runua;' hei+d"ing

B. Danger of too fas'b rotation
C. Rotating to excessively high pitch angle
D. See Engine Fail.ure after Y, 'bechnique fox more detailed
oescl'rpt,]-on

Takeoff performanee a'L maxj-r.r-rm authorizerl weigtrt (slmulatiori

technique ).

Pi ston
Revisod
FOR TRAINING OI{LY s/zg/62
MAY i,JO'i ;E CURREI\T Page 9
 The forcshortened runl.ray conccpt wilI bt usLi..ro '.i n, -f'cliui^r:!-ng,
assluptions or conditions apply:
,ri. Standard por/er settings alru used.
B. Standard take-off flap is used.
C. Hard surfaced runways.
D. Runway slope effect need not be considerud.
E. Gross weight must never exceud naximum weight for rulway
actual.ly used.
rn using this foreshortenudrunway conccpt, wL may figlurutivuly
shorten the runway on the upwind end by roference to an estirnai,d
visual point which may be ustablishcd from the take-off d"istance
charts of the FAA Flight Manual.
(The engine cutwill rutlu:rL a total of at lcast 3 suconds. )
Dlrectionar eontrol wil-l bu naj-ntain.d with positive rucidcr appli-
cation to keep the trbalI'r ccnterud and maintain heading during-
transition from v] l_o v?. Lift-off should be activated at v2 and
- rudder pressure removed by use oF tri*.
after climb is establislied,
Gear retraction should be made, with positive rate of, crimb ind.ica-
tion. The speeds and applicabre profiles outlined in tlre ftnergency
Procedures seetion of the Flight Manual should be foltrowed"

.10. ENGINE FAILURE AFI'IR V1

Pilots second-iu-corrrnand: simirla.t,:d. engine failure shall occur at

any tlme after v2 but prior to rcaching j00 ft, altitude.

!'lith engine failure after airborne (inboard as lrell as outboard)

any speed in excess of V2 may be transferred into additional cl-imb
performance by smooth adjustment of pitch attitud.e. D0 Nor ALrOw
SPEED T0 GET BELOW V2. The airplu.ncl" performance (speeci, altitucle,
rate of clirnb, etc. ) are the determlning factors in dlcidi.ng how
mueh exeess speed to dissipate in the clinb to 500 ft. (or ibstacle
clearance altitude).
Company policy t'estricts engine euts until ai-rborne. Engine will
be throttled following take-off only when uade over unpoput.t"a
areas.

11. NOISE ABATIX,{ENT PROCEDUFJJS

See Operatlng Teehniqucs, Flight I'lanualr page ;5-),

FOR TNAINING ONLY DC-5 & DC-68

!.,1AY NOT BE CUNRENT Revised
8/7/63
Pagc 10
 i:i

12. AREA DEPARTURES & ARR]VAIS

Aqea DegaE,Lu:lqe

The ma:<jmrm opeed at 156 kno[s ui.i;hin 5 mj-les of an airport,

with a control touer, ancl up to 2000 ft. A"*. id-"r-t rlictate .Lhe
maxj-mum arr:lvaI and clepar.buto speecln.

The requi.red' radio frequencies and. raclial inforr*s.t:i.on

shoul-d
be presen'L prior to tarieoff A eompla.be unclerstanding
clearance is mandatoryi andrr"rloub.b:f_.ul_ a.rea sLioitiC- b: of .bhe
reso.J.l-ed.
before runwa,v alignarent anci p'io. i,o requr:r,{:i;; t.iikeoff
ance. clear_

The useof a ter:ninit-l area cher.L, r,rheu e.v.2.iJ-6.bJ.e, :Ls ver;,.

heIpf,l as 'it will assist in pla,ning ,rrJ;-i;i-,uir* rr.rute er:ri
next faci-Lity. Attention shoul-d be directed to olrserysll.*
,1,
any crossing altitucle restr.ictions. utilization shoril.c
be
made of all- radio faclri'lies appnopri"tu
io:i[" o"pr.f....l
Are-a Ag.ri:'a_r- ItgfigdulCp

Oonsideration nu.st be glven .bo severa"l factn;i:s du,ing

down to the point of iitencred landing. Al::sp*ecl must, ].et"-
be recrueed
three.minutes prior to the lfurit. *Ns delay
expectecltt d.eq not rerieve the pj-lo'i;"1""."ro"1
'ea.chi:rg ef thrs **.ioi"**ur.t.
During a J-c'ng en route leLdoi,rn,ii:spc;ecr nay he alr-or.rerl
crease ldrii*e mai-rrta.i.ning pc\.Je. at cr* belorinor"m;il to i,,-
cru.ise-poru".
Ful. ? more ::apid clescei.i; is requj.r,ed. Lirr:: irc,r,.er mus.b be .rednced.
In 1;h:i-s situatror. i-t i.s ac1r",i-nabi,e
i
figure (about 4000) so thn inaru.ioldtor*ossurs recru+e the Flirj to a rower
uilirro*-irlol"tl'u"
lowered be-l.or+ one inr:h of rnai-:.ifri-J.d rrrestir.rie por ea_ch I00 RFM,
E.G. 2000 RFi,l ar:d. 20 iiiches MAp.
rf a more L'ap:Lcl ra'ce of cr.r:scent is cies:lr.,ed, the airirrane::ray be
slowed by hoJ-diirrg albitucre ,"ri'bh a r-ciw po\ror se.ri:,-irrir,
airspood" dccreases ,suffi':1e*i;-r.y, the when the
tended and the descent 6*"" ,oJ/or il*pu rnay be ex-
be c',tin,-ru,f at, cloc,easrerl ai.r,speecl.
Hea'bher condiL,i.ons, Aill0'la.;,
t.:ie*:iLut:e :iestrict.io.ng, :;peed re.s.brietions,
etc' wil-l- rllcba'Le ilre mos'b cesi.r:ar-.r.e descsnt pr.oceclu;,c,
gr.oss veight.of the a.irplaLrie r,rilr a.-f,'fer:-L the
TLie,
1,j:ne to
erate, The heavier tl:e a:LrpJ-arre, {;ir.e j-o*ger ib r.iJ_L_l tal<edecel-
duce the airspeed at a give, i;-;._
setting.
ir""u"

Piston
l'OR TRAINIb{G ONt,y i.ised
h,e

]'{AT NOT BE CTMJiEI'iT s/zg/62

Page 11
 .rl

L3. USE 0F RADIO

7/,, TRATF'IC CONTROL PROCEDIIRES

See Section 12 & Arlvals

15. CLNts A}ID CLI}4BING TURNS

DC=68 DC-6

t50-t65
One ensine iLopqr:atiye:

J-eneine glimb speedg

DC-? DC=6

.w-* 118

5@o power loss - max. ldg. wb:

2--ensine climb sp.egds

DC-7 DC-68

.@. $5
/

The above cljmb speeds wil-l be used in conjunction with either

IffiT0 or climb power. In the case of 2-engine operationr MBIO
power will be used.

Performance will be judged on ability to maintain constant

speed and eonstant bank.

A pegged speed of 150 kts. IAS for DC-6 type aircraft

clinb
ui1} noruaLly be used for trai-ning to provide bett er coollng
and longer englne life.

Piston
Revised
FOR TRAINING ONLY s/zs/62
I'{AY NOT BE CURNSNT Page 12
 16. EN ROUTE CLIMB LIITH TI-lRNri

See Section 75 - Climbs and Clinbing Turns

17 , TURNS z 3Oo -45o BANI(

j -'
Will nor:nally conslst of J60o turn to the right r+ith 45o bank,
followed by 18Oo turn to bhe left with 30o h*r.nh.
' :, t] The above procedure may be altered by the j.ndividual j.nstruc*
,.r., tor for training purposes. ft is irrrperative to suceessful com-

and which for speed. A quick recogni'bion of a trend and proropt

snooth corective action are essential.
Altitude variation should not exceed plus or ninus lCIC ft.,
but consideration vril1 be given to other factors sueh as tur-
bulence, uhich makes compliance r,ri'bh tire above ljmits j"ir..-
practieal. Altitude in burns can easily he held r*ithin 100 ft.
\-:_l_ L
if the pilot uses the rate-of-chmb indj.'cator to irulicate a
trend. It should also be kept in nrind that as the nS.rspeed
@
/€M decreases, a higher nose attitude wllI result. Altitude eon-
\e:./ trol should be acconplished varylng the baek pressure on the
yoke rather than by varying the bank. The rate-of-cljmb
lndicator mus'b be included in the soan because altimeter re-
L v9
nPttr'l action is too sluggish for preciso altitr-rde control, and gyro
precessi-on makes the horizon unreliabie I'or precise pitch
oontrol.
Performaricer,rill be juclged on abiliby 'to mer:Lntain precise
altitude control arrd, constant bar:k. Tire instructo.r may a.1so
specify a cons'bant airspeed clurii.g this naneuver, usually
170 lcnotso ,

18. UNUSUAI POSITIONS

UnusuaL attitudes, r.rtrich if no'L correc't,ed promptly rnight

result in excess speed or stalI, may be given to the pilot on
instrr:nents so that he can exercise proper recovery techniques.
In the sjmulator, va:'ious i-nstrument failurss c&n also be pre-
sented to fa:niliarize the pilob i^rith the instrument failure
l-ndications. Promp1: instruuen'b erientat,ion and positive
recovery i-n a smooth iuarurer are esselltial- to good performancei
The use of throttles to hal-t undesirable airspeed brends
should be emphasized.

Piston
Revi-sed
F-OR TRAINING ONLY s/zg/62
MAY NOT BE CURRB}XI Page 13
 19. stol^I FLlGI{r

This maneuver r*"i11 be accomplished ln either the clean or

normal maneuvering config':rution' A speed of approximat'ely-
110% V^ will be ,iint.itud at an altitude not
iess than 1o000
it.'uu3"u the ground. smooth air pegged airspeeds shornn
below uay be uled in lieu of the 1166 Ys and if used, the
/+0O0 ft. A.G. rest'rlction nay be r'raived'

These speeds apply to maneuvering configr:ration slou flight:

DC-? PC:6E DC.6

115 kts. 110 kts. 105 }rts.

To obtain the speed for slow flight clean, add i0 kts. to

the speeds given above.
students should be able to malntain the desired airspeod
in 1eve1 flight, 15o bank turns, cliub' and descents at'
specified rates.
A quick recognition of a trend away from the desired airspeeci,
aliitude, bank, rate of cllmb, or descent, followed by prcmpt
scan plus
corrective action is essentiai. A rapid instrurnent
sma1I, delicate correetions and preclse trfumring techniques
are the essence of perfor4ing this oaneuver suecessfully.
Performance will be judgec{ upon aclherence to constant speed,
smooth transition frlm itu "orfiguration to the other, constant
L."f. ."gfe in turns, constant attituae or naint&ining desired
rate of climb or descent.

20. APPROACHES TO STALLS

Approaches to stalls wiil be accomplished in one of four

otrrfigr".tions. In eaclt case the sequence of events for re-
I. <t\/lt ,lr
all
L-J- eovery will be:
A{tt"'rl*
t -/
,i 1,/.,-,/ 1) p+wer applieatlon
U'u/tt t'*'"" '
lrlc0 f lort4 2) attitude aiijustment
3) flap management
4) gear retraotion (if extenaed, uJ-th positive rate ef
elimb indicatiog"

Piston
Revised
FOR TRAINING ONLY s/zs/62
MAY NOT BE CURRENT Page 1.(
 rn preparation f or staLl p::aetice the cockpit sei*un shoulil inul-r.:.cl*;
1) urirtures rich
2) spark advance T/0 and r:limb
3) 2400 RPl,{
/r) hydraulic bypass dom:

Cleglr I

'\ llntry wl1l be made vrith gear and flaps up. Recovery r"iill be ac-
t rh, \i corlpJ.ished by f This m&neuver
may be made turn ful" either direetion.
t,'

//tr) (
Entry will. be nade vith gear up and fl.aps 20o. Recovery wi]l be
made using takeoff povrer; Thii maneor"i mr.y be
made straight ahead
or in a 15o bank turn in ei{:her direction" ,:
l

Apploach Conf.iqufat,iog
---:--
Entry will be the gear clown, f,laps at JOo (approach ) .
Recovery wi1 flaps to 2Oo and gear up
,
with ve ratc of cU_mb

t, f tto rlilrtc Landing Confisuration t

I eqrd r4n
a 6co. da. Entry will be made with gear down, flaps J0o. Reeovery will be
o tal.,eoff , .fiaps 2 0o as aJl trend in airspeed is doteetede
Jtr,1*t 3o gear up indication.
A 'il doo
Pri:nary cons:Lderati-on during atr-r sr,alls will be a definite and pos-
Ar'ry iti'e recovery technique, nl,imum l.oss of altitude being secondary.
As a' general- ruie, aJ-1 apl.rcaches_to stalrs perforned with the gear
t#A
\:a
up vtiI1 be en'l',ered lrith l5rt of IvIAF and approaohes to stalls ey_ecuted
with the gea:: down will be entered uith i'brt. The rlaneuver
camied to the initial bul'fet, at i"rhich point the recovery will be
will
executed. (Recogni'bion of ilre approachi-ng stal1 is facilitated be by
a, smooth entry. ) Dur:'-:ig r."co'r"r,yl the pi.Iot f'lying should
the power additiorr and. caj-l r:r:t the deslred settin[. initiate

C-r-imb to r.e gain entr, altit shou-]-d. be v2

spe r re sooll as poss a

: StalJ- recovery technique he same as

for D wi.-'l-l- tead of take of,f
power. that
prior to t clirnb nplt (2500) ue s et up
proaelt to During re covery the throttle shoul-d
be advanceti to c1 setting. This proceclure has been
adopted to he3.p t engine ovellspe eding vihich is more
critical DC-7 'Lhan he DC-6. In the case of an actuaL inad.
fu11 takeoff be used.

Dc-6 & DC-6B1

:
FOH. TRA]i!]1']G ONLY
Revised
J.,IAY }IOT B]] CUBRE}IT
6h5/6/r
pacr.e 15
 Thecriteria for judging the maneuver lsi
1) Snoothness of entry (maintaining al'titude with decreasing
airspeed ) .

il prouipt deternination that the initial buffet or approach to +"he

stal1 has been reached'

3) Technique and method of recovery'
D Avoidance of secondarY stall'

2L. RAPID DESCtrI{T AND PULL-OUT

This naneuver is usually starbed from a maneuvering

or hoi-ding COn-
on gi ven heading or radial,
figura,tlon. At a des ignated time and
is
a
ared to a raPid
the pil of assr:mes he is over a fix and make
doun, apProach flaPs
descent of 1000 ft. This is done with gear
3Oo) and 18-20rr MAP.

L000 ft' per

The rate of descent is expeet,ed to be approxim.ately
off to assure that
minute. oare should be elerc,ised in reiLring direction are maintained'
altitud,e is not overshot and thai sp"ea and gear dor'm
Holding in the straight and. levei ilg fs accomp1ished
r^rith
and maneuvering ii6; at the designaied' speed
and altitude' The
time limit is usuaiiy sp"c:-fied ai one minute' but if a clearance
isgivenuhichuightaltertheholcllngtime,suchclearanceshould
be adhered to.
I'{ETO power' gear and
Cl-imb-out and reversal is effected by applying to the right or
flaps up, and fniiiating a I5o Uant tfinUlng turn
left and reverse course.
r"riII be judged on speed, heading' . and altitude control'
Performance
pio" gun"ral technique denonstrated throughout the maneuver'

The use of check rists is optionel on this naneuVOrr

22. ENGINE(S).OUT I'IA}IEWERING

A. I,laintain proper directional control during loss of -

powcr
iceepball.centeredruiththecorr.ectamountofrudder.
B. Trin for zero Yal,'

DC.6 & DC-68

FOR TFAI}iII.IG OI'ILY
Revised
l"iAY NOT BE CURREIfI s/t/63
Page 16
 This maneuver is designed to demonstrate the studentrs ability to
hold the aircraft straight and leve1 while trimming, then nake co-
ordlnaterl turns w*h 5Q% pouer loss on one side. Constant alrspeed
may be required if suffici-en1; power is available. The barrJr angle 1s
nonnally 20o, Constant altitude, speed (if required) and angle of
bank should be maintained.

23. ts{GINE-OUT CRUISE

A Maintain proper fuel balanee.

B Trim for zero yalr.
Use of l-engine long range Cruist ( 22-63) "
D Use of 2-engine long range Cruise ( 22-69),

U, CRUISE

Cover Cruise Control introduction and use of Cruise Control Charts.

(Cruise Control section).

25, ORIENTATION PROCEDURES

VOR orientation
1) Tune and identify the selected station.
2) Determine the airplaners present position (the radiaL as
lndicated by the butt of the appropriate VOR needle on the
VOR/RMI). The cours,) selector knob may be rotated until
the FPDI is centered and W appears in the anbiguity
window, this is tho radial on which the a5.rp1ane is presently
located. Crosscheck on Captain and F/Ors.omnl rnag.

Determine the heading to be flown to intercept the desired

radial, at a 9Oo
".rglu.
Select a radial in the course seLector window 20o in ad-
vanee of the desired clearance radial.

5) Start the time when the F}'DI is eentored and then select
the radial 10o in advance of the clearance radial; when the
FPDI is centered. again, check the time.

FOR TRAINIhIG ONLY DC-6 & DC-5B

I'IAY NOT BE CURREI\TI Revised
8/t/63
Page 17
 6) The elapoerl time in soconds ls then eonverted t* L:Lme, L,
the statlon by using this simple formulat
E].agsg{-l ime.j c_Se e o ndslii Etd ql-bv d e er e'? q g f - a4&u} g.r
chaneg equals time-ip mlaules !a the gta&Iq1"

Exenplg:
gltt/lroo = 9o0 minute's
12gn/1oo = !2,0 ninutes

7) The remaining 10o ls used to conplete the turn to intercept

the radial to r^rhich clearance vas given.

8) After the wings are level inbound, start the time to the
stati-on"

26. HOLDING PROCroURES

Normal and maxlmum endurance holciing (ZOo ttaps or clean) eonfigura-

tions are given on page 22-5 of the F11ght Manual.
Holding of a short duration can be accomplished. with rnaneuvering
flaps, and a BMEP setting sufficient to naintain the cleeired spe€:d
(pug" 2z-5),

gTEED BIU SPEED &PM

DC-6, 6R, 6o t3ut35 1800 uo 15oc)

t.

Descents in a holdlng pattern may be accomplished by extending the

wing flaps as desired and establishing a descent using holding
power and airspeed. When 50-100 ft. above desired a-ltituder rB-
tract the flaps to holding configuration and continue tc hold.
Three-engine holding is mrrch the sano except a hlgher than normal
RPM uray be used. If difficulty is cxperienced in malntalning air-
speed'or exeessive pouor is requircd, the flaps may be retracteci. to
10o. Airspeed should be maintained ab or siightly above the dosired
maneuvering alrspeed with the lesscr flap sutting. With 20o flape
normal maneuvering speed should be maintainod.
For general holding information, see Fl-ight Operatlons l,lanual and
for holding patterns using autopilot.. see 0perating Techniques
section of Flight Manual.

FOR TNAININC ONLY DC-6 & DC-68

}"IAY NOT BE CURRU\IT Revised
s/t/63
Page 18
 2'7, AUTOPI},OT USE
).
Soe 0perating Techn:iques, page 25-/+'

28. INSTRUMENT APPROACHES

Geqeral
*ADF norrnal ana.,1or engine inoP'
*GCA
ItS
lLS - one engine inoP.
ILS - autopilot
xI'{ay be accomplished in the simulator'
Pre- apprqsgb-Srgggdgr e-s

Prior to conmencing an instrument approach the pilot should revi'ew

the follow5-ngl
I Weather at the airPort
a lnstrr:rnent inilications (varning flags or indicators)
l'linimurns to which descent can be rnsde
/* Tjme from facility i"-p"ff-"p (if applicable)
4 Missed apPrPach Procedure
6 Brief thl- crelr ftr their duties under normal' as r'rell as
emergency conditions.

Tspies racilitieg
A11 available ground and aircraft rad.io facilitles should be
accurately'
,rilfirea, tunain and identified (oiu"tffy. and aurally)

Sp.eed GpnlEg!

Maneuvering sPeerl is to be maintained on all approaches until on

straight'ln final approae): w:th no more turns antleiPated'

llliil{e Oba!reL
a
Deter-
mine udes for portions of the approach. Judicious
use of po\rer, gear, and flaps is essential so that ProPe
r speed and
rate of descent will be in all segments of the approa
0n an maintain accurate aligrunent on the glideetoPe at all
tirnes. 0n ADtr, VoR, etc. apProaches, the descont ohould be
planned and oreeuted to arrive at minimr:ms in sufficient tlme to
complete the landing uithout requi:'i"ng excess ive pover changes,
turns, or rate of descent.

DC-5 & DC-6B

FOR TRAINING ONLY
.\ Revised
MAY NCrI BE CUHAENT
s/L/63
Page 19
 !orIecliqup
On all approaches, make sma11 corrections and r,rait for a resu.Lt
before continuing a correetion. A guide to the proper degree of
bank is one degree of bank for each degree of heading change re-
quired. This, of eourse, must be tempered with judgrnent. A pcs-
itive correetion nust be mad.e, but do not ov€r-correc'bq
AlF Approach Nqrmal and/or E4g3rc-Iggp:
ADF course interception should be made much the same as in an ILS
and shoukl be at a sufficicnt distance from the facllity to permlt
accurate eourse alignr:,cnt and drift determination"
Cross the facility on course, altitude, and airspeed and then set
power and configuration as required to provide a rate of descent
which will permit the airplane to reach ninimuns earLy enough to
get aligned with the runway and set up the landing configuration.
The ADF approaeh is in many respects similar to the rtrapicl desrent
and pt,lI-uprr maneuver. Such variables as wind factor, gross ueights,
and engine(s)-out must be taken into aceount in planning the approa.ch.
qqa

BasicalJ.y like an ILS, except that airplane correetions are made

in response to instruction from approach control rather than from
the pilotrs interpretation of his navigation instruments.
Agna

Simjl-ar to LFR or ADF approach.

FOR TRAII{ING ONLY DC-6 & DC.6B

MAY NOT BE CUFRENT Revised
s/t/63
Page 20
 iiJ

ilaci< ljourse ll",[-[gnqa[ Ancil0r Inoperative

Tlris aprproach is essentually the sane as ar- i-DF ap,proach ercept rncre
accurate course alignment is achieved through tne use of the ILS loctrJ.-
izer and FPDI.

It must be kept in nind on a hack course iLS appraaeh that tt:e glioe
slope instmmentation is not available and the loealizer indieator
(FPDI) has reverse sensing. Therefore, the descent to minimum altit..de
and time to pu11 out techniclue should be the salne as for an ADF ap-
plrr&Ch r

It is recommended that the inbound or front course ILS magnetie ireatl;rg

be set in the ccurse window of the omni mag., even though a back cotrse
is being flown. If this is done the relative heading pointer may be
used for making heading corrections, by always moving the relative
heading pointer tcward the Localizer needle. This will be the same
correction asrrflying away fron the needlerl on a baek (rorri'se appr'*ach,
nowever, the relatlve headj:rg pointer will mr:ve t.oward the tiec,l1e anrl
the amount of correction is oasily deter:nined.

DC-ts &' Di-6j:l

i Ot IFjili'r i!.u -,i.i-Y 6/77 /6/*
I'{AY Ii JT tsE CURRENT Pt,ge 2L a
\
 i!

w ./
'(^rrfi
r'', r

W,;*,-k-.r-*.ri, n.ge
Ft
ri )lr'k>4
fio '?4':"44p
ll (-
p

fr
4**-. 44n -.t fi
xJ-{ayw JU
4n '2 /)
V.{a"pa
'7{ i
Va4"a\€u{ u{e

@ *e{A*-,.# of% , t 1.**-,*4

'
+/\
It) 6#*,---
4,4
v/ fccfl-e io
/30 K .l
r ,/ rr -; f*/ .1 ':'t .r.'

@frv't^ar& "a
r'{ ,f

t4/
/\
U {"r.
Z
:, i* ( {","a..".-/_*-t*

- ,lr{.
1
l^.
At.V- t'" /1
F: -.lL/
11/ ,2:do

" rlr
'$i&*..-". d#*"/ $ e"".- r^g*

no -#fr,f "
x
f
&b{OO -{&*
 [L$Bpgoash
ApproachtheLOMwlthmaneuveringflapsandatmaneuveringspeed.
As the glideslope reaches a poin{ approxinal?fy + inch
above ..
the
center, take gear down and fiaps to !0". _This.wi11 decrease
glideslope lnterception'
airspeeC to approacf, sp"ea at ipproxinately
Flaps ma;r *"hen be extended to loo in deslred and the
inerenents lf
the airspeed stabilize^*t ve.+ 10-15 knots.
;;;;; rry u" set to 1et swing' Do
check the glidesrope altitud.e at the LOM and ADF needte
exceed
not over-correct. Head.ing changes should not normally 1Oo

or bank ln excess of 10o.

Rgtsember: One d,ot dot high or 1ow is a smal-l
to the side and onetlclose
displacement when you are inrr'

ILS - One En4!4e Jno.P.

On a 3-engine approach, tite gear should be extended over or for ap-

p"o""-ning"ttre Lbi"{ and ilaps cxtended to 30o; approach speed lriI1
3Oo i'lLrp a.Dproach is V2 * 15-20 kts. Reverslng,
if desirod'
b" o, ;ymnletrical engines only cluring landing ro11'

ILS with eutopi-l-ot CguPler

This
Eefer to technique as outlined on 25-9 of the Flight Manual"
covers both tYPes of autoPilot'
St rb-!-!i- zed Ln;rcqchgg

?his is consi-dered the norrnal configtration for approaches and is

to be used on . i-"ngir,e Ii-S or WR approach as outlined on page
25-7 ot the Flight Manual.

Appro:reh Ccnf,ieuration fol 0-tber Aoproacheg

approach- should be
in the opinion of the pilot the /e-engine
i,,lhen
proceed as folfows:
conduc+,ed uith alproacn fIaps, he shoulcl

gear down
uing flaps 30o
airspeed v2'i 15-zo tts. (DC-6, DC-58, DC-?)

This would apply also to l-engine approaches, including

ILS.

DC-6 & DC-6B

T'OR TRAIIJING ONLY
Revised
I4AY NOT BB CURRBNT
8/t/63
Page 2l
 !go-g4g!ne Apploach
See pages 2/+-23 and 24-2/n of th, Flight ilanual.
rt must be remembered-that the airplaners perforrnance is srrvcrely
compromised with a 5@ power 1oss. Basicaily one rnust stay ahead
of the airplane and not aIIow it to get on tire rrback ;ider of the
pourer curve, sinee recovery capability may be narginal.

?o MISSED APPROACI{ES

CeneEal

control scquence for for.rr and three-engine raissed approaches and

go-arounds. See section 23 in Flight Manual.
once the mi-ssed approach has beeninitiated and the alrplane is in
the take-off configuration, intercept the take-"ii-p;;ii;";p;;.p_
riate to the confiluration. rn arl cases, the sequlrr""-oi ;;;;;
is the same:
r) Power application
2) Attitude adjustment
)) Flap management
L+) Gear retraction
Fo1low the published missed approach procedure for the
approach unless otherwlse adviied.. instrument,

lencinc Approach Confisuration

Propellers 2600 RpM
Throttles Apply as necessary
Proeeed as in normal take-off
&enslne f,andins Confifltratiog
See page 23-9 ot the Flight Manual
I ) Take-off power
z) Control of airspeed emd altitude
3) Flaps to 20o

;iOIi Tfu,ININC ONLY

,LTY IIOT BE CURRENT
)0-o ti !C-68
1r:vised
3/y63
Page 22
. \i.1

)
rate of climb.
5 ) Acceleration, speed controJ, and I'Iap nianagement
as 1n nornal takeoff.
b't ilxecute rui.ssod appraach procedure or maneuver
(visual flight).
7 ) Obtain new clearance or sequence.

-,rre-engine Inoperative - Approach Configuration

l.iaximtim landing weight.

Jee .rJnergency Proccdures, Flignt I'lanual

IYopellers PuIl forward

ADr (DC-6A) 0n
Throttles Takeoff power
Throttles Mairtain
Airspeed Best clinl (Ve or better)
,ling flaps 20o on order
Gear up r.rhen poditive rate of cli-mb ii iruiicirt,erl
lowls Takeolf :

Proceed as in engi:re failu,:e on ta-keoff .

gwe

See Emergency Proced.ures, irlight I'ianua]

rarne as one-eng^ine inoperative - approach conf iguration

(:iaxinurm landing weight).

I'i stol
itevi sed
FCTR TdilNlNT OI{LY
5/n/62
Page 2)
I4AT NOT BI, CURHENT
 )A . .iAt'k UVi.n lU :-,A1'JD (..!1rii.nu-ur yl oa ther )

conducting an instruuent approach wi.th tne expectation

,'Jiren
of circling to land on another runway, the pilot s-houId pre-
serve the capability of landing straight-in or as long ai
possible during the approach in the event the eondition(s)
whlch orlgir:aIly precluded the straight-in landing were're-
raoved.

Maneuvering to land under a minimunr ceiLing is a highly

precS-se maneuver and one that i"
"onpii"rl'Ba byThis
it is a continuing vlsua/1nstrurn""ip;;;i;;. the fact thar
requires smoothness and precision, maneuver
altitude and airspeed control. Tir"""i,""i.iiy in regard t,e
;i;;;Ji',-
easily be compromlsed by poor judgment, poor safety can
calculation' The pilot"fiying shourd consider flying, or mis-
operation as part of the orr"rrtt- upp"o".fr. the entire
ling portion, the pilot rrot -iryirre'';h"riJ'pay During the cirs_
attention tb' altitua" ."J-"ir"pu"a, and partJ.cular
to the attention of the pii;l flying. calt"arly irregularity

A. Irlormal maneuvering configuration

and speed,
B' Tfuring, speed co^irotf a"gr"e of ba,k"
"io

The RPM on the approach rnay be set as conditions requlre,

up or dor.n: at pilot's discreti_on, gear
15-20 kts. rAS. After ft;p;-r';f gnd airspeed V2 *
contact'is established., particular
"i"".:- correct
attention should be give,-to
management during and afrer porl" rudder, gear, and flap
is made from approach to maneuverj-ng "ppir".iirr, ." the transition
eonditions.

sL. LANDINGS

Genera]

1' see Operatilg.Techniques secticn for randing under adverse

weather conditions.
2,' lrFRpattersn (refer to profiles).
), Pattern entries.

Piston
FOh TTTAINING ONIY Revised
ilAY NOT BE CURRT,}IT s/zs/6e
Page 24,
 Bunway A1:Lgnment

1. Radius of turn (rnarirnurn angle of bank - 30o)

2. Approach anC threehold speed control

a) Wind effect
b) Gust factor and. speed increase
c) Effect of altituds and temperature on airplane performance
d) Effeet of gross lreight on speed and landlng characteristj.es
e)
f) Rate of aesclnt
s) Power requirements

Norma-l Landinqs

The recommended control technique on an approach to a landing is

sirnilar to the tochnique used on an ILS approach. The pilot
should mentally picture the specific flight path profile he will
follow from the point of beginning the approach descent to the
point of touchdown. He then fl-ies the airplane to uraintain this
normal approach profile with a smooth, nearly constant rato of de-
scont, to arrive at the desired flare point at the proper height
and on speed, on profiJ-e, and with proper runway aligr:ment.

A normal, calm r.rind, glidepath descent rate is between 500 and ?00
f'PM. A rate-of-deseent ind.Lcator provides valuable infornaticn on
the approach, as a eheek on the glidepath ang1e, and to initially
deteruii-ne the correet ILS pitch attitude.

llormal maneuverJ,ng and approach speeds very with different equip-

mentl however, the threshold or flare speed is V2 for all DC-5 and
DC-7 equipment. Duri-ng gusty air conditions, add the ful1 value
of the reported gusts to the approach and V2 speed.
The following configurations and speeds are usod when flying the
traffic pattern for normal approach and landing.
A. Initial pattern entry - maneuvering speed with 2Oo flaps
B. Down wj-nd .. maneuvering speed - 20o flaps
C. Louer landing gear ebea:n dor"rnwind end of runray
D. Complete final deseent check list.
E. Base maneuveling speed - 20o flaps - gear down
(Do not turn onto final at, Iess ttran 5OO tt.)

FCR TNAI}IING ONLY DC-6 & DC-68

I.AY NOT BU CURRENI Revi.sed
s/L/63
Page 25
 r. rj r,al appro&cn: )0o flaps - speed V2 t l'*1-' f''t $' '

Jver thresholdt VZ - reduce pourer to zero thrust'

Iouchdown point of aj.n is 500-1000 ft. down runway'

Aftor touchdown: lower nosewheel gently. The Captair'

will reverse as desired - under normaL conditions 150C rP!
or 30" I,IAP should suffice.

rr,lo Approach Flarr -_Si.prgach and LaEti4lS

i. Pattern same as 1'or normal landing
r. Approach speed; V2 + 15-20 kts.
j. Threshold speed: V2
D, The ncse is rnore sensitive to elevator movsnent irr the
l0o flap landing flareout. Do not over control pitch dttt'-
ing the flarecut.
-o i'Iap Aplroach and Landlns
i. Read Operating Techniques and Airplane Lj-nitations
and. Pei'fonnance sections for deseription of airspi:ed
and app:'oach techniquos.

Iulaneuvering: gear down for improved speed ccntrol'

I4aneuvering speod, 0o, ls norual maneuvering + 10 knots'

Approachl rate of descent cluring final third of

approach should be /*00 to 500 I?M.

ianding: do not attempt to flare as much as you would

for a normal landing. At this high airspeed it is ciasy r:
over-rotate the nose with resultant ballooning or floating.
After erosslng the threshold, reduce the power slightly, if
necessary and allow the plane to fly cnto the ground' Re-
versing teohnique must be nodified as condltions dictate
hecause of the higher than normal airspeed.

:t9 Ssur,l4d Land.iEes

sirrly aligriu,ent witi) ifrr rLnl,ray centerlirte rs rn.poriar.t Lc

let.ernine the proper uirrrl drift corection.

Pi stol,
R.evised
',:r i irrr.i i,iii':i; ONLy 5/2e/62
;Y l{0'I 3t tiJnx$NT Page 26
i *a

contact with the runway shou]d be made with the airplrrners nose
allgned with the runway headlng and the flight path cinu,r: tho
centerU-ne,

control is iopo:ltant after landing. The rudders &re

Direc'tj.on&1
pri-raary for
directional control, then nosewheel steering becomes
primary as the rudders.J.ose their effectiveness.

Erekgq-0dX_Landins
care should. be exercised ln brakjsg at the higher speeds, as the
main weight of the airpLane is not on the geai, r,r::less fiaps are
retracted.
The additional landing rorl required shourd be-pointed out.
One:-Engine Inop, J,andigg

A. rn d.eciding when to extend the gear, the pilot should consjder

such factor$ ast altitude, airspeed, distance from runway,
gear extension time, power reqrrip"r"rra", etc,
B. use no more than JOoof flaps until positive landing r+i1i be
eonpleted. Approach speed: VZ + 15-20 kts.
C. Landing: flaps - threshold
J.andlng speed = V2.
Two-Eneina InopJe4qlqg
-it. see fuergency Proced.ures for speed.s, gear, and flap settings,
and two-engine approach proced.ure (fue1 durnp, etc.)

B. Allow yourself a long final.

c. l'lhen you are sure of a laiding on the nrnuay, d.rop gear errrr
extend flaps to cross the threshold with landing flaps and
speed at V2.

D. Just bcfore or during pol.rer red.uction for'landing, ask co-pi1-ot

to zero the rudder trim.
Tho salient points of uAL Bulletins, etc. regarding stoppiqg and D
rlieectional control should be revieved with tire lright t?'tiier. The
v3rigys- stopping and directional control devices in the airplane
should be utilized. in a deliberate and unhr.rmied, but positive
manner.

FOR TRAINING ONLY DC-6 & DC.5B

MAY NOT BE CURREI\II Revised
B/t/63
Page 27
 Nieht Takeoff s an{ Lgn*lngs*
Night takeoffs and landings diJfer little from day takeoffs
and landings. Landing light switeh position, operation, and
l-irnitatlons should be noted prior to nlght landlngs.
Runway alignmenL durlng approaehes is sometines a problem.
The use of the ILS runway, wind permitting, will quickly indi-
.*e'i6 rr.oper alignment.

Landing lights may be retracted slightly in event a nlght no-

flap landing is to be rnade.

32. REVER,SING PROCi)UF,T,

See 0perating TechnJ.ques section, page 25-11.

SIi'iI-ILA.TED EMERGENC IirS A]'JD AijNORI,IAL PROCELURES

The emergencies norma1ly practi.ced in flight are:

-simulated loss of hydraulic fluid
-engine section fire
-be1ly compartment and heater fires
-or other simulated emergencies at the instructorrs
discretion
All emergencies should be covered in the sinulator and/
or durlng the oral quiz.
The execution of these prc,cedures usuarly requrres gooti crew
coordination. Emphasi.s shroulc be placed upon accrru.te analysis
and promp., but not hasty, acticn. Any crew member nay be used
to deterrnj-ne what si'buation actually exlsts. The captain is
not expected to fly the aj.rcraft and handle the smergency at the
same time, unless it is convenient to do so.

Perforrnance is judged upon how well the emergehcy is handled,

whether or not the consid.eration is given to-fue1 dumping,
organization of cockpit ancl crew duties for approach, toichdor.rn,
and landing roll and techrrique of actual apprtach.

Piston
Revised
F..,I1 IRAINII'IG O}{LY
r/zs/62
i/tAY NOT BE CURRENT Page 28
 +lr
i.l

-)?
usE 0F AIR BnAKE (CV-ltrO - Actual)
See Air Brake Use - Hydraulio Section, page B-IO.
Break safety r+ire on fina1 approach if use of the alrbrakes
ls l:lminent,

31"^ - RE.iECTED TAKEOF'f

The Captain should retain the t,hrottles transitioning V1r

as the decision to abc;t the takeoff is his.
I'ihen a rejected takeoi'i' becomes apparent, the throttles
shouLd be cl-osed and the ]'fartin Bar opened immediately. The
reverse lights shoul"d be culled out to indicate to the capta:il
that norr*al relersing is available. Failure of a reverse
light to come on should be indicated by engine number.

35. E,IF,F-GMICY DBPRESSURIZATION

See Emergency Proced.ures, Flight Manual.

Oxygen for c.ew and passengers if necessary (use smoke nasks).

36, E{ERGE.[]CY DESCENT

See fuergency Proced.ures, Flight Manua1.

37. ENGINE FIRE PNOCEDURE

See lhergency Procedures, Flight l,lanual.

Application of a simpre thrust/drag relationship vilr assist
in accurale control of speed, heading, and altitude, i.e,, one
enginers thrust approximates drag of 2oo flaps or landing gear.
The time pemits itens, although not to be ignored., rnay be
safely deferred until. items of greater irnporiance €rre taken
care of, such as getting clearance for an immed.iate approach,
recheching the weather, setting up radlos, notifyirrg lhe
panyr alerting ground eme.xgency equj_pment, and re-perforning
"on-
the approach checklist. Do not forget to call for the clean-
up ltems.

Piston
Revised
FCR TN,AINING ONLY s/zs/62
I"IAY NOT BE CURRENT Page 2)
 38. CARC,O COMPARTI{ENT FINE

Fu s elege, Ure"_pE_Sugte
See Eaergency proced.ures, FlJ.ght
Manual,
llatch for split C02 charge.
rf unable/necessary to nake
ultt"r ?r-ae.r-qency descent, increase speed in
i:;it"fi:-*"1:: """tilatlon ;,J-;;;;"nging or c02 fron

39. S',IOIG oF UNIffOWN ORIGIN

- ELEO?RIOAT FIRE
See &nergency procedures, Flight Manual, page 24_10.

/00, &EC?RICAI SYSTEM - IOSS Or AIL

GENEFOTORS

see Energency procedures, Flight Manual, and Electricar

Troubleshooting.

/+L. FLIGHT INSTRUMENT FAILURE (Simufator)

Refer to the fnstruments section, page 12_11,

/+2. FEATHERING AND UNFEATHIBING

Fealherins procedure
See Eaergeney procedures, Flight Manual.
lrope11er Unfeatherilg
See Snergeney procedures, Flight Manual.

1,,3. PROPELLER OVPASPEEI)

See Energency procedures, Fllght }Ianual.

FOR TRAINING ONLI

MAY NOT BE CURREM DC-6 & Dc-58
Revised
th/63
Pagel0
r i:'
t

If reverse on take-offr Jlouu only throttle cf engine in reverse.

Unless this is done proqptly, alrplane may become uncontrollable.
Propeller reverse on take-off requires full attention of man fly-
ing and aggrossive use 6f conl;rols to maintain flight.

l+/+. AUTo-I'EATHER (Sirulator) - tlot Applicable.

/*5. EI.4ERGE[,{CY GiIAR AND TIAP RETNACTION

See Emergency Procedures, Flight }ianual.

F,rnerseLey Landins Gear ExbensioA and Rotraction
Flaps should blow up In flight (witfr flap handle up) and emergency
hydraulic fluid not be r,-:quired for flap retraction.

/,6. I,J]NDSHIEID AND AI{TI-ICE !.AILUR}]

(ns it applies in the DC-6 to associated heater failure.)

/+7, FUEL DUI,IPING (Si-rou1ator only)

Refer to Fuel Systerns under General Section, l'light Manual.

See Enroute section of FOM. Request dump area, Make visuaL check
to verify extension of chutes and termination of d.rmping/draining
if possible.

/.,8, I'IHEE,L IIELL FIRE - Not applicable to DC-6.

/+9. GROUI{D AiERGM{CT PROCIDURE

See Energency Procedures, Flight Manual.

50. Fissm{GllR EVACUATTON PRoCEDURE

See ftrergency proced.ures, pa.g,rs Zt.-16 and 2/+-1?, Flight l'{anua1.

IOR TturINING ONLY DC-6 & DC.6B

itAY NOT BE CURRT\II Revised
s/t/63
Page J1
 DC-? BRIEFING OUIDE

1. -PRI'I'J,.IGHT BRItr}'ING & INSPECTION

The preflight briefing and inspection will require approxi-

nateiy 1 t; + hours. The following ls a suggested outline
af iterns to be covered.
A. Aircraft General - DC-6n s'imi'larities & differences
B. Speedbrake
C. Blower shift
D. Bra-ke s
E. Starting
f. Taxiing
G. Runup - ignition arlalyzer eheck
H. Takeoff - eautiorr in power applicatlon
I. Cli-nb
J. Cruise Control
K. De-ice sYstems
L. Engine stoPPing
M. Power settings
N. OPerating airsPeeds
0. operatin[ techniques - high wing loading, sinkin
rate
characteitstics, caution in power reduction landing,
etc.

2 COCKPIT SETUP, CIIECKLIST

Locate and identify those switches, controls, and units not

found on the DC-6 tYPe alrcraft.
A Ignition analYzer
B Piop de-ice manuaL sr,ritch; ammeter & selector switch'
Alcohol quantitY & controls
D Alternate fuel meterirtg swltches
E Pressurization sYsten & controls
F FueI quantity test svitch
\l Generator inoperative, overheat warning lights, &
generator reset srd-itqhes
H Engine blower controls
I Speedbrake handle
J Flight instruments:
1. Mach airsPeed indreator
2. Electric gYro Lrorlzon
), C-2 conPass
t\ Engine instruments:
Cyiinder head tenperature guages (4)
Piston
Revised
FOR TRJ.INING ONLY r/zq/62
MAY NOT BE CURRMU
Page 32
\i

:JTARTING

,r ,Procedures published in rhe Dc-6/? Flight, Manuai under pouier plant

Operation are to be followed. Prime is not required except for
extreme coLd weather conditions and then is used ag on a DC-6.

/- TAXIING

/i-fter starting with 10o0 RPivl set, perfor.:n idLe mixture check.
Avoid the 13OGf60O RPM range.

F-UN-UP

Manually cage horiaor:, Perform auto-feather check (refer to

Flight l'{anual, page 1lr-18). Use 1600 RPM for prop toggle check
and auto-feather eheck. Advance throttles Lo )5n heading for
blower shlft, then hold 14li BiirP for at reast 15 seconds. A j to
5 BMEP fluctuatlon indicartes possibirity of fouled spark plug.
To aid in clearing plugs before nag check, continue holding ihis
power until fluctuation stops. The mag check is performed. at field
barometric pressure. Maximrim RP].{ drop-j1s 75t *r*imu* BMEP d.rop is 8,

6, TAKE-OFF

I,laxirmxn desired CIII to start take-off is 2000, coul flap position

20. Advance throttles slowly and smoothly to take-off por"",
check that the 8 red auto-feather lights are out (if not, aband,on
take-off ) . The DC-? throttl-es r^riIl Ireep back on take-off if they
are not guarded.

7, NOTSE ABATS.ENT PROCEDURE

see 0perating Techniques section, page z5-3, of DC-6/? Flight

I,ianual .

8. CLIMB

Mixture controls set to auto-rich for climb powera (No leanlng

on the DC-? in climb.) chect< ilrat fuel flows are above rninimums.
rf an engine has faulty carburetion (as indicated by 1ow fuel
flov) BI,IBP shoutd. be rLduced to 120. sec Dc-6/7 r,light l.{anual,
page 1{-21.

FOR TRAINI}iG CNLY DC-7

},iAY NOT BE CIJRRENI Iievised
th/63
Page))
 i-or blower shlft, reduce throttle to 20rr i'4Ai, toggle p:-*ps
to 1600 RPM. Shift blewers one or two engines at a tlrne;
pair fil 8L 3, #2 & 4, Avoid sudden power changes iromediately
following blower shift.

9. CRUISE POI^]ER

Allow a 5 mjnute stabilization period at desired crr"rjse RFlul

and BIIEP before leaning, Use of carburetor heat permitted
while leaned for cruir:e. Refor lo DC-6fi Flight I'Ianual,
page 14.-22 for cruise power leaning procedure.

10. IC!, CONTROL SYSTS4S

Carburetor'heat - use ful-I heat, for ice rernoval until pouer

recovers. For iee pre-,'ention use maximum allcwable CAT af l8o
in low blcwer and 30o in high bl:wer. If the 0AT ls below
-5o C., use of heat may promote icing in the Icw-turbulence
scoop; in this case, use of alcohol is more desirable.
Alcohol - use in J to 5 second bursts. It may be rrecessary
to hold switches on for one mintf,e to start flow. Check
quantity guages for flow indication. Use of continuous flow
promotes detcnation at lean settings. If continuous flow is
required for ice removal place niixture control in Auto-rich.
The 17.8 fiallon tank will supply all four engines contlnuously
for 19 minutes.

Alternate fuel metering - See DC-6/? Flight Manual, page I/,,-23.

Control switches for each engine on overhead panel bypass the

carburetcr and al-1ow eruise power to be maintained.

11. ENGINE SHUTDOWN

Operate for at least J0 seconds below 1000 RPM before shut-

donn. This provides for oil- soavenging and reduces possibility
of hydraulic lock. Idle until CHT below 1500 C. or val-ue con-
sistent with atnospheric temperature.

Piston
Revised
FOfI TRA]NING ONLY tlzs/62
MAY i\iOT BE CURRLLNT Page 3/,,
*i

12. BliAr,LS

Brake operation in response to pedal movement is slower on t.ne Dc-7

because of t he greater voluine of fluid requir.ed lo rnove the pist,ons
in the brake. These brakes have a soft orrrspongyrrI'eel compared. to
the DC-6.

Il. f'L)',ER 5Bllliri0S

RPI,i BI,'i.[P y'raP

Taxeoff 2goo 265 (A r:fi (s. r

53" $ 5oo'
lrET0 2600 ?)6 lr7 .5" (s.1. )
L5" ( 58oo';
CLITTB 25ao lUO ,;'2J.r3
f75 Lor' 11aX.
"li+lr
Refer lo DC-6/7 Flight i'ianual, page ll+-2J, for detailerf R-3350
Operating Linltations.
1Ir. OPi.JR .TiIiG AIRSPEEDS

I,ianeuvering 2oo flap 1lr5 knots

Approach 30o flap V2 + L5 to 20 kts.
approach 5oo flap V2 + 10 to 15 lcts.
Approach oo flap 1l+0 knots
Threshold $oo rtap II.)
Tl;rreshold oo flap l-30 knots
Climtr L *er:gine 175-190 kts.
Climb l-engine 16J xnots
Climb 2 -engrne 163 kno'bs

}5. OPI]RATING TLCI.INIqUES

During 2-engine operatior: mat)euver with 2Oo flaps and 2600 RPti
at 1lr7 knots. (Tfre miirimu:n airspeed until landing is positively
assrrecl is I25 knots, Tlrrs is a controllability factor. )
Refer Lo DC-6/7 Fligllb l4anual, page 2l+-2lr t'or additional -tn-fornation
6n 2-engine operation. The proper use of por,,rer to control the higher
rate of descent durin3 landirrg i'Iare shall. be made clear to the trainee.

PisNon
Il.euised
FCR TIilfNIiiO ONLY 5/29/62
}ilY I.IOT BE CURRE\IT Page 35
 IJC-7 AIRPTA}JE TRAINING CURRICUTU},I

-The flight instructor is to plan his flight to include all

the requi-red itens listed in the FAA Approved Flight rrain-
ing Manual for DC-7 transition. \_

\
i

Piston
Revised
FOR TRAINIIitT 0NLY s/ag/62
i{AY NOT BE CURRENT Page 36
r!

APPROXII{ATE POi,mR SEf, TINGS

DC-6 TYPE AIRCRAflT
IN VARIOUS CONFIGURATIONS

APPROX. APPROX. POIdER TERM

*SPEED
LTAPS gEA& _ryx_ _w_ WHF&L-APPR0: lraP
CLIMB 150 ua0 ]..65 Climb 3648n
/e-engine L65
160 for
training

CLIMB 138 UP UP 2600 196 Meto 46-Lgn

J-englne 2/r0o L65 364e'r

I'{ANEUVER. 130 200 25-27il

d-engine t35 DOWN Climb 3649n
MANEUVER 130 200 uo) 165 Climb 36-38't
3-engine ]-35 D0r,rN 2600 196 l'leto /nGlr9u

APPROACH Y2+15-20 30o D01,JN u00 g0 22-25t1

d-engine V2+10-15 50o DOl^JN uoa 150 3043n

APPROACH Y2+75-2a 30o D01^lN u00 L20

l-engine 260a 110

xSpeeds are for DC-6 and DC-68 respectively.

FOR TRAINING ONLY DC-6 & DC.6B

].,LtY NOT BE CURREI{I Revised
sh/63
Page )?
 pc-5 onAt EXAM STUDY GUpE

SYST}f,.rs

1. what is the narcimum cabi.:n pressuro differential for the Dc-6

serles?

2. l,Ihat are the conditions that must be net in order for the
ventilatilg air ground blower to operate?

) what is the purpose of the heater alr shutoff swltch?

/+. l.ihat operatlons are when the Johnson Bar is raised

to the pu1L-up Poslt

What is the minimum cabln supercharger oi1 pressure fcr

operation?

6, llhat is the nj-nimum terrain clearance for autopilot operation?

Cruise Lov aPProach

-*?
--?
7, Give the maximum spoed for operation with the A-10 or the A-12
autapilot engaged.

a There are how many batteriesl what are the batteriesr total
volts and their ratlng in a.urPs?

Piston
Revised
flLii TITA]NING ONLY ;/zs/62
]'IAY NOT BE CUITRENT
Page 38
{ i.,

9. What is the purpose o1'the generator control unit?

-1.O. Cive the rt ting for the DC-,6 and DC-68-I series aircraft
generators" For the DC-68-f,1 anc' DC-? series.

11. tlhat is the output of the energency alternator?

Wifh all the generalcrs sr.ritched rroffr, can you fe*ther

an engine?

L3. trihat flight instruments will you have available if yor": lose
all generat,ors ?

1/+. l'ihat circuits ar"e provlded uith por.rer r+hen the instrument
lights pouer sr.ritch is ':"laced in EM{R H.lR position?

15. Describe tlie mai-n C02 supply and hor.r it is discharged.

16. l,Jhat is t,he puroose of the recl and yellor^t discharge discs?

17" l,Jhat is the undurnpable fuel renraining in DC-6 and DC-'68?

18. iihat is the tota] fuel capacit.r,' of the DC-5B-II?

At what pressure does the fuel pressure warning light come on?

Piston
Revised
FOR TP./.INING O}ILY 5/2e/62
I.,IAY NC)T BE CURFr\q Paee 39
 What are some of the condltj-ons for using the fueL boost
pump in the 1or,r positlon?

21--. l,lhat is the nini-mum fuel dispatch en DC-6 and pg-7 series with
no a-i.rplane -or creu char:ge?

22, Wh"it type of hydraulic system is used and what are its limits?

23. What is the capacity of the hydraulic reserrrojr?

2L, Where does the brake systern nornally obtain its hydraulic
pre ssure s?

)q

26, tJhat is the emergency air brake pressue for the DC-6 series?

tt. From. what fuel tank does the airfoil heater system obtain its
fuel?

Give the eonditions that nust be rnet before the airfoil

heaters can be gperated on the ground.

29. Give the operating t'ines for de-icing the props for. the shart
and },rng cyc1e.

Piston
Revised
FOR TFJ,INING ONLY s/zg/62
}iAY NOT BE CURN.EXN Page LO

I
.t
]t . Wnat is tne ila'ximun JlLT for' operatiot' i'i :'irfo" ne4ters"

J.l-. dliat rloes ti,e blue arc represent on tne airspeeu indicatori

12. i,jhat is ttre mininiulr. oxyBelr lressure for ttte walk-around

bott,l-e at 70o F?

?) /hat are tire operatinp' Iiuitiitions (Eitp, ir.ti,l, irl'iiil , BPI'{)

for the folloving cotrii- tions or: the Pi'j Cts-16?
'lakeoi't' - Lry DJ-t^' I';rkeoff wet - DC.6B
,lEI- power - IJC-68 iri.i:,TO power DC-6 6000 cri ti ca.L al- t .
Climb power - DC-6, D0-

';.

)/,. During runup, what tlie approxinate RPI'r and B)'iIiP at r'ieli
barometric pressure?

t5. ;Jirat are the ninimum and maximurn oil temperatures on tlle
Ct{-}b at },ILTO power?

maximr-ur ei1 pres

{i , ,,lliat ls tlie minimrirn .url quantity for dispateh'.

Pis.t on
Revised
i'Ui1 Ill,,INIirG CNLY s/zg/az
i,iAY NOT BE OUNNBNT Page 41
LI},IITATIONS AND PERFORMANCE
(t<no, all airspeed Urnits for Beilr f'Iaps, Vmc, etc. )'

I. rJhat is the maxj-mum permlssible crossvind conponent?

2, Cive definitlon of V1.

3, Give the'normal- holding configuration for the DC-6 series

aircraft.

II':HRGEI'IC Y PR0CIiDURES
(Know e']1 Q6f6gory trArr and have gooci working knowledge of Category
rtgtt .
)

I ilhy should you wait until engine rotatlon is stopped before

dischargine CO2?

l. r,^Ihat is the minimun permissible airspeed I'or discharging

C02 into an underfloor area?

). for

i, rihy ls the gear up/flaps up method for emergeticy descent

recommended?

5. Glve t,he procetlure for use oI'the emergerlcy air brake systen.

Revised
},O! TRATNING ONLY s/zq/62
MAY IIOT BE CURRMiT Page LZ
 6, when shourd thc fuel crossfeeds be rroFFrr when fighting an
undelfloor fire?
7 Oan the takeoff warnlng horn be sirenced. if the warning is
caused by a propeller governor?

what indication do you obtain from the tachometer when the

engi-ne ls windnilling backwards?

Piston
Revised
FOR Tfu.INING ONLT 5/2e/62
TUTYNOT BE CURRENT Page lrJ
 )

\-
,t

FIRST OFFICEB

STAIIDA8D OPERATING PBOCEDIJRES

FTTGET I,IANU$L_SECTI9S 23

The foJ-lowing procedures are set forth

aspects of tbe Flrst 0fflcer dutles on
kept ln mlnd that tbe tr'1ret Officer ls
prepared to assume command of the
may arlse. For roore@1ed. operation of the aircraft systems, consult
the aircraft fllght manual.
ggcIEIr FRgcEDtBg

PBE.STARTING .

1, Ground pover unit operatlng and.furnishing proper voltage.

2. Maln rad.io swltches - 0N. : ..

3. Inverter switches to upper inverter.

)+. Pressurizatlon panel set-upl
a, Set crulse altitude and start marker.

b. AdJust cabln rate hands.

c. l4anual pressure control door - open, or manual pressure

control, sviteh - nanuaf.
d. Emergeney pressure control dopr - closed.
:,
5. Radio panel check:
a. A11 swltches - OFF

b. transmitter sel-ectors to - interpnone.

YOR nav. recelvers to test frequency and eheck for proper
al.lgrment andtolerances, (See Operationr'l{auual) If
test facllity not avallable eheck on TVOB'or nearest F.AA
facllity.
d. Check TTs f6sglizer and, glide slope reception if posslble.
e. ADF receivers to 0M, MM, or NDB. Check relatlve positlon
of needles.
f. Rotate ADF needles to winglip and l-eave on antenna position.
g. Ltsten to ground control for operation of eonm.. recelvers.
 I

-2-

6. Select approprlate area charts and enroute maps

7. Review ternlnal 4:.

and enroute frequencies to be used.
.l

B. Beference llst of aIL stops - block"times and alJ-owabie taxl

tlmes (out & in).
9. AdJust seat and r:udder pedals.
STABII}iQ:ENqIIES: .

l-. Acknowledge start clearance for No. J englne through lnterpbone:

example, "Roger, Unlted 51O No, 3 clear."

2. Vlsually check area ati;acent

to No, J englne.'
3. Instruet Second Offlcer to "turn three" .
ll. Count I Utades aloud, watch for staek flres and any abnoruallties.
5. Bepeat for No. 4 engtne. :

6, Don headset - speaker off

7, Check r,rb. manifest and log book on board.
TAXTING:

1. Upoa recelving salute, caL] for taxl clearance - "United trainer

6tO, taxl clearance IFR Pueblo, north ramp.tr
2. Repeat back runway and altlmeter setting. "Roger, Unlted 510
runway 35, 29.92,"

3. C1ear all turns.

l+. Acknowledge and repggl all clearan:es, crosstng, holding, ctranging
frequencies.
'When Cap_taln's stde wlndow closed, pressurlze the aircraft by
,.
slovly!@'r/o's side window, not to exceed JOo'/mln.
6. Proceed. wltb statlc eheck (origrnatrlng or crew change trips oaly).

7 . Observe and set flight lnstruments.

 -3-
RgN-uP

1. Check temps, and pressures for mlnilolms.

c. Execute run-up if instructed by Captain.

_: _.3.. At burn-out poner, select and check ffO's alternator sw:itcb.

8. Cbeck for proper voltage

b. Instrunent varnlng Ilgbt out.
c. No flag on attitude gyro,
]+- Be ready to copy alrways cfearance.

PRE-TAKEOFF

I. Nornally person making takeoff w111 respond to cbeck list.

2. If Captaln responds to check list;
'.: alternator swltch normal,
a. Advise
b. Controls - eheck for aileron,
,:.. ..;. .

ce f/O's gfros and altlmeters - checked

Whenever controls are unlocked, yoke fo::rnrard, ailerons and
rud.ders neutra-l-.
t,
If Captainrs takeoff:
a. Request T.O. clearance when directed, i.e. "Unlted trainer 50
ready for T.O. runway l!."
1^
Acknowledge and repea! cl-earance.

Ct Cheek for co-vrls closlng onright.

d.. If erosswind exists, allerons.lnto wind.
€r Ca1l out V speeds.

l
 .l

5. It F/O making T.O.:

a. Rolllng into posltion, calL for f/n to, ',Complete the check
listt' .
!-
Cbeck for, "Cowl6 closing rigbt".,

d. n/n wfff handle tfo, s throtttes

e. contrors neutral- unl-ess crosswind exists tben al.l-eron into
wlnd.
f. Start yoke back at V, - Ilft off at Vr.
c. Call out, "Gear up". (Simuttaneous hand slgnal)
h. Fo]Iow appropriate T.O. and cllub prof11e.
,I 'i- ' l'
-'
CLI]Vts

l-. Handle radios as dlrected.

',1., L l.
Z Report "off" tlme to company. "united 6Jo, off DEI,I ,37, , Selcal,
Alpha Bravo Delta Li-ma."
3. Monltor fllgbt and navLgatlonal lnstruments and procedures.
4. Monltor preseurlzation.
CRUISE
i..

l. Handle ATC and company conmunlcations.

'1i, ;

2, Monitor pressurlzatlon.
3. Keep constant watch for trafflc.
l+. Clear all turns.
5, If Captaia flying, bandle check lists wlth Second Off,icer.

6", Before descent, set start marker to destination'eLevation.

PRX.-LAND]}{G

I. Tune and identlfy radios as instructed.

2. Handle check lists.
 tr

- PRE-J"AIIDING (Cont. )

3. When on approach: .

&. CalI out attltude (USf,) IOOOI above ground.

b. Altltudes, alrspeeds, and rate of deseent fron 500t on
d.own, ln 10Or lncrements. AIL altitudes M.S.L.

LANDING

l When nose wheel grounded, Captaiu w1]1 handle directional control

aad reverslag of the atrcraft.
Z. f/O wfff handle control column, holding fote lrt$ forward and
aileron lnto irind to keep wlnge le;seL or manage controls as
direeted by Ceptaln.
3. Monltor radiog and svitch to ground control when lnstructed.
l+. Aeknowledge and repeat a1l clearanees.
5, Report on tlue to eo4:anXr and request gate as"elgnxaent. "Unlted
6tO tanded DEN '2Ot - Bequest gate aes5.gnnent."
6, Clear al]. turns.
7. Depressurlze airplane by openlng f/O sliillng wtndow slolrly.

ENGINE SHIJTDOI,'IN

l. CaII- out wben rigbt engtnesr propellers bave stopped turning.

2. AI1 radio swltches on Captaln's and f/O's controf panels - OFF.
3. Clean up eoekplt.
l+. Deplane.
 '\

't .i

, r.
,i!"
 ADF APPROACH

ADFtracklnghasbeengreatlysimpllfierlwithtireirrstailatlonofthe
applicatlon of "Radlal" (a L1ne of posiLion "from" the
ADI' Rl,lI. Tl're

statlon)rhinklngcanbeuseclirrJd)Ftralnlngalrlroughradials,as
make-up of the ADF'
such, do not exist in tl're physlcal
,,azimuthil thinklng (the Process of mental positioning
The use of
rrplctttr€rf
the use of the /\DF RlfI to present u
as related to the facillLy) an<l

the effort required for an ADF approach'

of the approach wiLl greatly reduce
fneADFmustbeproperlyLuned,asindlcated
ADF/RMI of
in the fltght manual, and the 'rTall Endil
the ADI'/RIII needle w111 then indtcate
a

ttgronrrr th€
picture of your positlon
RADIO fa,:111ty. Reference to example '1 lndicates
FACILITY
your position is on the 1400 "radial"
and on a heading of 3600' Ttre center
AIRCRAFT
POSITI0N of the lustrument is the facllity to
.!too
r^lhictr You are Luried '
EXAMPLE I

Ailreferencewillberel.atedtother'Lai1||oftheneedleaSthlsis
ilfrom" lhe statlon' Tracking to the
position ln lerms of rarlia's
Xg€
a.L:uj]11 to 3200 is required
and the picture
station, in example 1, indicates

would therr become:

MAY NOT BE CI]IIREN'I

Page 1 e lt 166

I 40o
 Referenceshouldalwaysbemadetothe|ttail|rofthenees.ile.Pllots to
a ftxed azimuth often use & cornbinat{on of referri'ng'
who learned ADF wlth
frtrnr
to the Etatlon and ',tall,t whetl f lyl.np,
the llpointerl| when f lytng inbound
at:temPt should be made
to change to 'rradtal-s"
the statlon to the fieLd' No

if ADI' tracking ls thoroughly understood'

TgE ADT APPA'OACII,

lhe Po ssibilltyofexecutinganactualADFapproach,lnalrllneoperatlon'
when an II,S is out
ls raPtdlY disaPPeartng buE is still- occaslonalty necessary
#RUNWAY ofservlceortheVtlFnavl.gationalfacilirles
being utilized'
are not aliggred with the runt'ay
ADF ts also helpful
A thorough understandlng of
forintercepttngandflyingllsapproaches.
The approach ls started from
the procedure

turn (posLtlon 1), exasrple 2' wlth

the deslred
visuall-zed on the ADF/
"radlatt' of L80o being
toward the 1800
RKI lndicator' As you progress
I
V
radial the amount of
r'leadil required fot' the

become apparent depending

on your
turn-in wlLl
WIND FAC ITY and the
rate of progress or needte movement
distance you are from the faclllty'
Normally

I 3600
a 60 to 80 lead will be adequate
unless a

V
crosswind is Present '

lurn to the finaL ADF track should

be
The
rrplanfl€dr to arrive on the 1800 radial an9 on

Ho1dinl1 a
a heading of 3600 (posltion 2) '
heading of 3600 wiLl lndicate
the presence of
the desired
a crossrvind by a displacement from
1800 radial' (Positlon 3) '

EXAMPLE 2 e lL 166
Page 2
 RUNWAY Eyery attempt shoulC be rsade lr: det*rnrtne th.e

wlnd and correct back to track during the above

)
I
I
t
portion of the approach
I
I
I A good rule for wlnd correctLon ts to double
I I
I I
I WIND Ehe urount of drift and malce thls correction

into the wlnd. An example wouLd be a wind

frmr the rtght resulting ln a devtatlon to the

1900 radlal, example 3" lAts ?,rould requlr:e a

headlng change to the rlght of 20o to a headtng

r90 r
of 0200. As the 1800 radial ls re-esrabtri.stted,
EXAMPLE 3 approxtmateLy haLf the correctlon can be taken
out and the talL of the needle should be monltored to determine if thls cor-
rection ls adequate.

Timtng frmr the faciLity to the fleld ls the most often forgotten item
of an ADF hpproach. Ttre time should be based on the estlnat-ed ground speed.

The altitude dtfference betrreen the inltlaL approach altltude and the mlnlmum
approach altttude wtLL irullcate the total altltude to be lost and rhle ls
then related to the tlme to arrLve at an approxtmate average rate of descent
required for the approach. A rate somewhat in excess of this shouLd be used

to arrLve at a rrbreak outrt polnt short of the rumray whlch w1.11. permit vlsual
runway alignment. In most cases thls should not exceed 1000r/minute
.As the station l$ approached, positlon 4 of exasrple 2, the needle will
begin to fluctuaEe and the heading determined to maintain the 3600 radial
should be held untll after positive station passage. Positlve station passage
is indicated by the needle passlng through the wing tip positlon. The statjon
to the fieldrttlme" should now be started and the airplane configuration,
appropriate for the approach, be established. A pltch attitude should be

assumed which will produce the vertical velocity determined for the descent.

Page 3 e 11166
r\*-

\--'..

\_
 resumed after the
Posl.t'ion 5,
stab ly 30 secondti aftor $tstlon passege'

examp le
top of
I
Vleualization of the runway aE the
I
publlshed
the ADF/B}[I and orientaeed on the
360 w1L1" assiet {n rrialnEainirg the
I 'tradfal'n
I
desl-red t,rack (exmPl"e c+)
I '
I
I ttiu *fnfu.us, altitude must be mal-ntalned
g-plllL,, until' vlsual' contact ls estabLlshed or

ptred.
shou l"d be
The missed approach procedure

revlewed prlor to starttng th€ approach

asitwilldtfferfromanlLSmlsgedapproaehprocedureorlentatedonthel
s ame rurfi'Iay .

e l7 /66
Page 4
 .'i
t
 OR TION AND PTION fi

over the yealis the methods ancl proce<lures used to orlent and fl"y an
alrcraft to a desired radi.o statlon have changed as our aLrcraft in-
strumentatlon has changed. Our prese:nt ground radlo transmlttere and
airborne receivers glve us constant, accurate informatlon of our poel-
tlon, negatlng the need for "process of e1lminatlon" type orlentatlone
used a feru years ago.

Probably the best apProaeh to any orJ.entatlon problem ls for the pilot
to utLllze a mental picture o,f a compass rose with the radio trans-
mttter ln the center. rmaglne the compasg rose (or compass card) as
a wheel wJ.th 350 spokes (or radlals) going out from the center. Any
time we tune a recelver to a statlon we wlll_ be on one of the 360
racllals. For lnstance. the 90o radlal goes tso* the radlo trans-
mltter, ln an easterly direction, so if wu ai. eust of the statlon
on the 90o radial we are 90o f.rom the radio statton.
Radlals are from, and are so numbered. rt then follows, whenever we
are on a specific radiaL, flylng inbotrnd to the statl,on, we will ar-
ways be flying the rectproqal of the numbered radlal.

I{hen using RI"[I needles it is ea.sler to,get the plcturer!of atrcreft

posltlon lf you will lmagine yourself as belng on the butt end of ehe
RI'fr needle. wtth the RIuIr needles tuned Eo a radlo frequency, lre can
read the compass card at the butt qqd of the needle; ttts wiit grve
us contLnuous tnformatGi-li-T6-ffrEl-ircraft poslrion, (rhe radlal
you are on, or are crossLng at any given momeirt) "

A few pllots work wi lh re c lproca ls ( adding or subrracting 1B0o).

However, because of the s funp1icI ryi n worklng wlt-h r:adlals and cons-
tantLy thinklng ln r erus of yorlr pos ltlon froq the station, fewer
mlstakes r'rl 11 be mad e usi. ng thls met hod. Think ln ternn of belng
d_qgrees from the sta t ion, ona adia 1. When the r,rircraft ls turned
lnbound , then r\re s tar t to thlirk Ln terms of lnbound headlngs.

A tlme-dlstance-out problem can be sotved using three slmple steps.

After you have identifleci the: statioir, ask yourself Lhree questlons:
1. Where anr I?

2. I,ihere do I ruant' Lo go?

3. [Jhat heading do tr f 11. ro get there?

Answering these questlons in orde,r makes'any orlentation very slmple.
For clarif Lcation, letrg take four dlfferent exampres; f il1 j.rr the
numbers and see trow lt works.

I
 I

E$AI.{PI,E I

tru
.t"'
A I RCRAFT posr1'toN
(0600R)

HEADI NG
()
tg5

OR
o?5

TI ME
CHECK
*0850 R

44

ST ATION
O95 O RAD,AL

2.
 E)OI'{PLE II
In thls example we have ldentlfted the DEN OMNI and flnd tde are on the
0150 radlal, headlng 0650. Cleat:ance J-s rrTo lntercept and fly to the
DEN OMNI on V-207; report lnbound on V-207 wlth an estlmate of tlme
over the OMNI .rl

We are only 15o from the desired radlal (3600), we are headtng 0650 and
the 3600 radlal ls west of us. We have three choices here:
1. can continue east untll we are east of the 0200
We radtal then turn
around, fly 2700 and take our ti,'ne chec.k as in Example I.
2, Or, we can turn ltrredlately to 2700 and uslng-any 10o on elEher slde
of V-207 overshoot sllghtly and come_back to (36qo) V-2O7i of, tf the
tlme check ls taker, fro, 3-600 to 350o^plan a 27Ou turn to the rlght
and follow V-207 trrbound (headi-ng 1800) .

3, l rrorth*"steri.y head.lng; in this case cross the -

Assume we have
alrway, take * tir"="t;;;"i;;;tig tt-,. alrway and at the end of a 10o
change, start a 2760 turn to the rlght and thle wlLL put the alrcraft
back on V-207.

cAsE - | CASE - 2 CASE -3

v,*207 v-207 v-e07
? 3( go 3 R3 0o

otoo R 0200 R 3 oo5(, R \

ME I
I CK \ TI ME
CHECK
TI ME
CHEC
I
\
I

\ l \ I
\ l I I
I

"3
 E{AIIPLE II:I - 0ver 70o ?rocedure
If you locate your poslLton as more than 90o to a deslred radlal,
turn to the headlrrg of the rarilal. As you pass aiream of the statton,
take a tlme checlc ancl f]-y clutbouncl two mllutes, then turir 90o toward
polnt,
the radtal. If you are 20o or more from the radiai- at thls a

second time checi. be made, then turn tnbound in the norrnaL mannet'
"u,
040() R
0500 R
330s R
FLY a Mlti. oN
0600
TH IS HEADtN0 (0600 ) TI R
PAST WIN6 TIP
POSI TION

POSITION
THAr'{ 90
DESIRED HirlDlAL (

T.f lrclu are hetr+r:en 70o and 900 Lo a cleslred radlal,lt wonrt be possl-
ble to get a r,rlngtip lirne chcck. Agaln you can parallel ttrc radial
out 2 mtnutes, but i-n t:hl-s c3se a Lj.me check wrruld be mandatory as
you f ly on I 90o lntcrcclr[iorr of- the radtal '

35$oR 040t, R
3300 R FLY 2 MIN. ON TTIIS
HEA0tNo (Q6oo) 0500 R
FI1OM STANTTN$
PO.SI rCIN

o ooR

POSIT ION iS MORE

THAT.I OO ANO LE$S
1'rtAN 900 FROEI TI"IE
DESIRED fr ADIAL (060C')

4:
 EXAMPI# rV i ''
:

In thte example we^have tuned and ldenttfied the Radlo Stett*n and
gur *treerance
flnd ourselves fOOt--ir"r-at* t'a.alon, headtng 1450.
ls 'rTo lntercePt the cloe-est rad{al on wtrlch an accurate ttme check
canbeobtained,andffioundtotheatatlo.n,g1veApptoach.
ControL, altitu[e, tlme eetimate to the statlon, and the radlal (course)
belng flown.tl
la1

STARTIf{G
POStTION

--\.\ ,ooo R

Itoo
'?

\o orf

I
\.* *
ll
c
 ADF INSTI{UMENI'AT]-ON

The use of the ADF needle (;,rnd/or neeclles) utlllzes the same
philosophiers as outllnec1 fut our cl Isctrss lon of orlent-atioir and
interception Procedttres .

Instrumentatlon ls usuaLly presented as two (2) ADr needles ln

fr:ont of tl.re rotatlng azLmuLh card of a remote indicatlng compass.
ADf
I,/henever an ADF .""ui'r"t is properly tuned the respective(rad{al)
needle w111 show the alrcr;rft posttion frorn the statlon ,

on the butt end of tlre need].e. Course to be florun {:o Lhe stselon
is read from the polnter end r:f the needte'
The follollng example wi-11 lLlustrate:
regardl":",ofothe':tr-
If our position is l-l+0o frorn the statlon, will reacl I4o
craft lreadlng, tlre butt errd of tlre needlethe course -the
;;i;;"; wlll indlcate the r:eciprocal' or to ttte sta-
afo.t - 120o.

(OOOO)
AIRCRAFT HEADING NORTH

couRSE TO THE
STATION 32OO

RADIO
STAT I ON

AIRCRAFT POSITION
l4qo uPJ3!

140()

b.
 \-

E
Therelatlv6headlngpolnterslmpllfleathe.taekofftytngfltxend
bracketlng a coufse or rad1aL. ii-lt enetgized by
the s*'iieraftra
Lhe magmatlc headtng
fluxgate of gyrosyn compass Eystem and lncticatee
eelectecl 'and appearLng tn the
i
of the alrcraft wlth respect toReiaLlve
"our"*
Headlng polnter rotatea clockwtee
course selector wlndow. The v*hen lt 1s tgrn'
v*ren the alrcraft ls turnlng rtght and counteiclockwlse.
ing left
The followlng 1Llustratlon will show how the Relatlve Headlng Potnter
helpsflytoandbracketacour"u,u"welj.aslndlcatecrabangl.ewhen
there ls a crosswind'

Your heading is 150

to left ol course to.
correct lor cross
wind frorn the leIt.

You are hcrc, -

e
You are on cotlrse.

Yorr are here. -----

You are hcaded along
course,
Your cortrse ls ltere
and you are on it. d.

I You are hcaded toward - !

the course
I
You are herc'
Your selected cottrse
is still to Your left. t
c, I
I
,
Your ls 10o
,
and you are llying I
parallel to the sele cted
course.
You are here.

Your selccted course is t). I

he rc. I
I

You are here.

Your headlng ls 40o to
the rlght of the se lected 0y,
course; le, 50",
/#

Flying a Course with the Omni-Mag

I
 0, i,jI

As the neme Om&1 l:nplleo, the Vltr Omnt Di.rectloncl Rnngo tr*nsrn5.ts nr:vlgatlohnl
l.nfonnatl"on Ln ell dl.recttons, theoretlcell"y prov3.cllug nri lnf;tnJ.t€ nuraber of
eourses to or.from the statloe, any one of rfilch mCIy bs sCIleeted by the pl3"ot"
Fron a practi-ca3. vlewpof,nt, lls ilsre than 360 coursos arv usod aperatlonaily,
,.Ttth the resul.t*nt r:ompll,cati"ons"
_.Bilrce more would entall fractl,ons of a degree
A pll.ot to or fro:n a rtet[onn mnke 51ood a mtreekn
rnay be cl"eared to fi.y & "course't
of 6 &j1.{*} tn or frrrna n s*r:tlon. A IIADIAI"
sa nany ctregrees to or fror,le or to f3.;,
Js dcfined rs e line <rr,posLtlon tdentiftad t.n t,err.s of the mo.gnot5-e be*.rtng from
the station, the term IllD{&& Ls usod o grcrr-t dea,tr" 1n regtrrCs bo eleelr'u.rrees to cH:
from a Vm - 0rNI statlon and Is usect tr.r some oxi;ent on f,xru freqtreuey ste.tLons t-Lso.
Ihe baslc Lnetrrurentation ueed ulth the VOR !.s the Gmn* L{tg.

The Omni ivlag" i.s an fus*,nmoht whLeb e$$r$:$.noe a FLlgh* Peth DcvLatton inrilentor,
Ouia{. Courso Sel.eetor, and Belatlve hendtng poLnter. Ti:e rs}ati"ve hettlf.ng pctnter
adds sone inf,ormttoh, uak{ng i.t easier to deternrine the dl"rcctlon f* f}y^ **:u
aruive at,, and bracket the deslred rlourssn

FEATTIRTS ffi $IE OiINI I{AG"

:.* fi*'i.}: *he FIDI and, the Crl:l.de S}o;.rra noodJ.es stny pos"porxstct*ar et alJ ttrnes.

2o l{o soelprocal courso selo,:tqr i-s provided.

3" Tho to*f:rom lrdleatlons apperr in a r,llndosn llhon the tc"-from J.ud$.cator fls un-
eaerglzed or ln the n"{d-posltlan betneen to cnd froml the mlndcv i.e hlankn:
/r, The re;Iati"va heading pclnter'tEl energlzod by tho aireraftls fluxgr:to conxpe$s
system and lndlcetos the mcgnst!-c treadtng o.f tho alreraft, rslatlve to the
ccurse seleeteci u

,?hen ths aircraft i.s t,":rnlng rj"g[t, t]re relatlve heatling pointer rotates elockntsr*
:nd counter e}oekvtse when the aircrat't ts turnlng J.eft" Ihen'the relet!.ve hee.dlr:g
;:r$.nten $.o stralght up, tl?e alreraftle mognotle headtng ls the sane as tho eourse
selected, and:rhen stratrght doirn, the alrcraftrs heading Ls the reol.procal of the
ootrrse s€lected. In cthar vord6, the lpJ.otive headlng potl&sr tndtsates tho dtr-
ectlon h6tng florm ld"th refierence to.the selec'berl collrs€. To obtatn narun}
(f.qf to the neodle) nensS.ng sith'the lttil$, ;';.tg,, always set the eourse to agxee
r-rl$h dl,:rrogtl"on of f,}j.ght,, {.e,, riren fly{ng wost on 2?O tiegreos course, set
.- ftrrl 'hg. to 270 degroes, not 90 degroeo.

Tho rolatL,re hoedlng pointer rtrsy be ussd shl"l.e uork!.ng 1IS, pr:-avIdi.ng the deslrad
oourfle i.s so]"ec&od"

1,
Rev" 8/217oJ_
 \l
\

{,t

{
 A flag alarm, assoel,ated i'rlth the vertlcal needle of the lhstrr.$1rent, i.rdfeates
nhen adoquate slgnal.c are not belng received by tho recelver ei:d hdicatc.r u&lts
to prorlde normal VOR lndlcations, Ttrlg lnstrirnentatlein rmy be wed 'Uo eltber
estsbllsh the alr'eraftts.posltlon, or to fty a spsalfla course to or fron tho VOB
statl.on. (see ftgure #1),
To estab.tl-sh alr-craftts posltton:
l. Set the frequoney seleotor to ttre froquency 6f the des!.rod VOR ald cbeok
' the statl.on ldenttftcatton olgnals to -mke certnin thr.rt tho destred VOR
stati"Sn ts belng reoelrlcrtl,
2o T.rrn the course selootor rraL1"l the vertlcal noedle is oentsred. Tho
el'rcraftls posltlon may now be deternLned try not'Ing tho {ntll.cotlons of the
, v€rtleaL need}e ard t;trd TC - trB0H $.rytloat&oa of, .bhe Omnl ;,bg. (seo fi.gwe tr )

f,o fly to or frorn a VOR statton:

1. T-o fly- to. or ftom a VOR str.tlon on a np€clflc course qhich doee not l|e
tlhrough {ihe alroraftte pooltlon, reqrrties that the pelot unrst ftrst get to
the &slred cotisse. Thls Gaa be done by ustDg rrrlee, or by vleuailzing
the a3.reraftrs posltloa end locatlon of tbe e6rrrse to te fi.orm" It ls
reeomnsad,od that the pilot visualize hls posltloa , the looa"tlou of thq
desjred ostrrse to be $3.mm r aDd the headlng to fly to lntercopt the oourse"
tho norml i.ateroeptloa angle ta 90 deg,p boneverr-gooc! Jtxtgrueirt stoutA
sometinog p1.e'lralln

the posttLon of the alrcraft ls rvlthln 7O deg. of the desirod rtcours€'r r

E
oktr c,r trraril.a1|t, the pOlot caa tnke up a herdlng uhi"eh ilo'ald lnter-
:-_ tt et a 90 deg. angle.
the ai.rcraftrs posltlon ts more trhan ?0 deg. from the deslred posltlon.
plJ.ot rrust fly o\rer the. stction or pos.t the .otatlon, thls ls usually
by flylne a heading oblctr le the rec!.procal of the dosirod ln-
. eourse ubtlt at least 2 mfnutes pes0 the station, an:l then taldng
a headlng to lntercep+., the oourse al a 9O deg. ang1e.
)

rf tn" alrcraftre poeitic;a ls bbtrrcen ?0 deg, and 90 dog. from the deelred
qorrss ard an attenpt ls nade to. lnterc9pt Ii at a-% aii. ungl€, the reeul:b
6u1'd be tha'c the p13"ot nouj!.d pdrbably f,6 unable to tXe do"r, f},e course be-
eduse of Belng too cSos€ to the stirttin.
,

tf tte alreraftts poeltlon ls rtthXD 1l deg. of the deeired posttion, u il""rt

uugle of-lntereeptton m,y be wedat $he Ctotrs dj.eosetLon 'lrrf,ercepttou
an€lee of less than !O dog. are not, recor.menildo

Pc'
Hev. 8/zt/61

t
 \_

-*

{$
i'.
l
 UNITTD AIR LINES
DEI{VUR, CoICInADo

TO All Fllght Offlcors fR0M OFB\,rF - D. R. Petty

Pllotg
Fllght frrglneera DATE Janrrary 8, 1958
FHght Navlgatoro
All Dlspatchors BULI.ETIN NO. 2.58

cc OPBTK - J. G, hown (6) - SUBJECT TLIGHT PR0CEDIIRE$ - Explanatlon

oFuw -* c. M. Ctrrlstoneo,n of Long Rango Fllght and Crutso
OFtsDC J" R. Cunninehem (2) Control Procnduros
OPBTK - C. A. Frlborg
sFovE - J. A. llerllhy
oPtsIry'- J. M. Hodgson
OPIyIK - D. W. Layms.n (15)
CYSED - T. L,ee, Jr.
SITOED . D. L. McDanj"ol
SFllfr - W, C, Mant*ar (2)
OPBTK - N. T. Meager (5)
OPBFN - C. F. Skannal (/1.)
OTtsFO - I. E. Somrnermeyer (3)
OPBI,I,I - U. W. Welse
OPBDI

Wo are all famlllar with the faeL that weathor varlatlons enrouto can causo
maJor rango prob).omo for our Icng Range I'llghtn,
A cl-sar unrleratandtng as to hou wlnd, altttude, and power sotttngs can affect
alrcraft range w111 enabl"e us to operate each fll"ght for maxlmln effectivonesis.
A set of graphs showlng afrcraft performenco are prosented here vith an
explanatfu:ri of what can be dotormlned frorn tho graph and hor.r the lnformatlon
can bs app)lod to Fllght Plannlng and Crutse Control.

It can bo eeon wlth tho ald of these graphs hov trtpo whlch at flret nnry appesr
to roqulro a firel stop can bo oporated non-stop as sohoduled.
In t,ho lntorest of publlc relatlons lt le most declrable to f1y a schecluled
n,rn*rlop trlp wlthout e fuel stop, lf Lt cau be done nlthout affootlng tha
eaf*Ly of tho fIlght. Passongers readlly accopt tho longer fltght times
cnusod by weathor, lf they are lnformed of lt, because thoy reallze lt lc
boyond our controL. Tho same pessongers conslder lt a fallure to properly
pJ"an tho fllght wbon an unseheduled ftrel stop 1o madg.

The follorrfug graphs aro aLl for the DC-f.

 *7.*
,i"{,UUL}

3,0000

ITOTAT,
a 8000 t- ---. -,.1 f- ----. _- F-,- - -j I

qn
p{ I ASITE
\
I
atl
60oo
.{ G.W. 1 00,00c
cd
Alt" - s. L,
F] 4000
"4
E-1
C)
f{
2000
INDUC m

o
100 Lffi 22CI 260 300

FIq, L Equlralent Alrrpood - Kta.

(gAS J"e lndlcated alropood correct*d for lnatnrmant, orror")
I'{s*fq*}.:-D[gg_.y9, ESS - Thls flgure deplcto of two parto.
Drag bolng made up

a) faf-qg11,e-or-$oiln dElrs. Thls le ueually glven tn terms of oqulvalent \

flat pLate &re&. Thln drag does not contrlbute to llft; thorefore,
lt varfss as tho Bquara of alrspood ln an l.nereasS-ng functl"on.
b) Igdsggd-g5gg. Thls drag tCI tbo panal"ty patd for gettlng Ilft. It
clacreases wlth lncreaeo ln aI-rspoed. Technl"cally, lt Lnereases &s
tha square of the l^tft eoeffl.olent,"
Yotnl drag Ls tho mrn of parasLtr and lndueod drag" Whero the tuo curvea lnter*
seet, paraslbe ls oqual to lnduced drag or tho total drag 1s oqual to two tirnoa
ttie tnducod or paraslta drag at that apaed, Thls poLnt ie also tho polnt of
mlnlnnrm drag for tho cornpleto alrplano. The npood assoclated r.{.th thle potnt, le
tho apcod for mqxlrmtrn llft ovor drag ratl"o (rnr*.x V;Zp), Hhen pl"otted agalnst EA$,
thJ"n spccd ls the samo for a1l. altltudee for the shiie grosc urelght" Slnco thera
ls only ona angla of atteek for eaeh trAS, lt Le constent ang),o of attack.
Thls ma'xlmm V1.7r, alrspeed has the dlsadrantage of, betng at tho bottom of tho
$reg curvo and-hiy varlatlon from thls a5-rspeerd resulte ln tncreaaad drag. l^Itth
ftxod power bolng uacd an increasc ln the a$"rspeod would uoualtrg rezult frtrnr a
loss of aLtltudc. Most of tho lost altitude eoul"d bc necovered by tradlng tho
lncnoased airspeed, but not all- of the altl.tuda could be regalnod ulthout
addttlonal power. ff alrspeed ls lost bel"ow the maxlmuur V1,/n alrnpoad as a
reffiLt of turbulonco, manouverlng, or attompttng to regaln-oi lncrease altltudo;
tho tncreascd drag wor,rld nequire addl.tlonal power to recovor tho alropood.
Due to thle dleadvantago an arbltrary alrspoed 110$ of maxlnurn Yt/O was usod ln
compnrtlng the LRC (frng Range Cruise) tables" Thls alr*rpooS prodldea the margln
necesser;r for reeovery of our" ehosen alropeed, uhen tt varlee as oxplaLned above,
ulthout changlng power and at a very eltght pena}ty ln fuel consumptloa"
{Sec Flg, ? pg" }0.) Moro on ttrle la.ter"
 -3-

2t$o

2000 ,1
1600
IOTA
r',
H
!. y'm iSITE
E 1200
F"l
a ).W. Lt I0rooo
d
o
Ed Alt. . S.[.
€:t
800 \
rA
El
H
H /+oo
lNDUO. ,u

0
100 140 220 2& 3oo
NOIE: Thrust Horsepoue:r E Engino BlIp x Propellen Efficl-ency

f1**? Equlvalcnt &Lrapccd - fits.

rleFrg,? &3H.,gl*Sgf$fpo!r?r,Bg$J.rpd ya, EAs. rf the drag tn pounde

11 Flg' 1ls-nmr1tlpltcd br irp€;A--tffi and dtvldea by"3i5r"utric[ ts
llro*nunber
tho of ft.-lbs. per horoepower, the result ls horsopo*r, In thla
93t", lt te lltryp!.b,grpepoil?I fggulqe!!. As ehom la the saphr tho ahapo of
tho curve l"ooke very mrch lllio-tIe Arag curvcs ahown fn fig.'l. Notlco tha
epeed uhcrc the two curnet lntorsect ls tho Barno a6 on tho drag curve,
Houever, tho Lou polnt of the ntota} thnrst-horgcpol.rur rcqulnoin currrc shifta
to the Left.
?he vory sharp drag Incrsaec balow 120 Kte. lndlcates transition to the nback
sldc of tho power survon. tseLow thlr polat lncroasing our anglc of attack
inereaees drag ou!-of all proportlon to ttttr snd thr[st required, In thtr
oondttlon wtth firll powor on, reduclng anglo-of attack and ftrfug agaJr Bomt
altltudo ls tho only uay of Lnereasin[ atrspoed.

rc
 *4-

2N0

2000

,y
ffi
6
tq
I"'l
(o
L600

1200
r
^^Qo(

byl
{

0d
(j

t{
(o
800
o.l{. [00r00 )
H Oe6r Up
E-r
/r00 oo Fl tt)6

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tr'tg. I Equlvelent Atrcpccd - Sto.

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2000

1600
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0
100 ]./.0 180 2?O 26A 300

flq. 4 Tnre Airspced - I(ta.

u-
 -5-

[!s.ures- & /. - The tota]. thrust-horsopower requlred errve at sea levol from
3..
Flgtrre 2 ts repJ.ottod on thls graph and superlrnposed on lt aloag vlth the
thruet horeepouer requlred curve at the Beme groes welght at 20r00O feet
altltude. The tuo clrves are shown 1n Flgure 3. Notl.ee the curve shlfts
sllghtly up at 20r00O foet meantng that sllghtLy more horsepovrer Ls requlred
for the aane [&$ at altltude for the same grosa welght beeause for the same
f.AS the truo alrepeed ls hlgher at hlgher altltude. If thls ls plotted
agal"net tr;Eg alrspeed such as shor.rn ln Figure d at hlgh a}tltudo, lesg horee-
frower ls requlred for the same tnro alrspeod slnce the denslty of alr ls less
and the dynamlc preosure Is less. At 1ow atropeed uhere the alrpl-ane La
operated at hlgh angLe of attack and hence hlgh llft coefflclent, the lnduced
drag hae a profound effect resultlng ln hlgher horaepover requlred. Graphs 3
ancl /+ deplct alrspeed for crulse operatlon. fhe ltft devoloped to malntaln
altltude ls a fuactlon of ltft coefflclont and aLrspeod, and we can have a
hlgh 1lft coefflctent and slow alrspeed, or a 1ol, llft coefflclent and a hlgh
alrspeed. Thus for ar4p partlsular thrust two spoeds are avallable and wlll
vary ulth the airplane attltudo. Care ln malntalning the lowest angle of
attack that w111 p:'oduce the 1lft to hold altltude w111 glvo tho bost alrspoeds.
As you c&n seo In Flgure l+ the highor altltudes produce much better true
alrspood for the eame thrust. The hlgher you f1y tho more alrspoed J-mproves
provldod you do not exceed the crltlcal" englne altltude.

I
 -6*
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/+0o

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$J{, 5. Fqulvalcnt Airspood - Kta"

[im:fe._[ - Thls graph compares tho shapa of tho thrust horsepowor roqulrod
11:r clean conflguratlon to ons whors noro paraslto drag ls addsd by exbendtng
lnnrling goar and ulng fIaps. Slnce paraslto drag p,rodorulnaten, tho latter
cluryo shlfts sharply upward, requlrlng mors horsepolror for tho samo speod.

Duo to tho fact that paraotto drag lncrsases a6 the Bqu&ro of ths alrspoed
tho tr.ro surves start qulte closo to ono anothor but dlvergo very rapldly.
You can seo hero tho groat advantago of prompt gear and fl.ap rotractlon.
 l

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Ftaure 6 - Thlo graph brtngCI out tho sallent, polnto ln tho thrunt horoopouer
vs. EAS curvo rrlbh reopect to alrrpeed. ?he botton of the eurvo repreeontt
the mlnlmr:m power requtred J.n order to stay ln ths al-r. Where rango ls not a
coneldoratlon, thls polnt 1s the speed for maxjmun endrrance. If a otralght
ltne 1o drawn fron ths origln untl.l" tt tangonts to tho tturrst horsepower
roqulred curvo, the alropeed at tha polnt of tangoncy lB the alrspeod for
plqglgta.ma+fur-nrrtr-IgBgg at zero wlnd. The speed equal to 110$ of tho naximum
rango opoed [s arbltrariJ.y ehosen to be the optfuuum speod usod ln constructlon
of the four englno Iong Rango #rrrlse Control chart. Aa noted In the graphr
lf a tangent ls drawn to ths cunye frcnn the I"10S Vl./n-crosses
speod polnt untll lt
crossos the baso J-lne, the polnt where thls tangsnfl the baso llne J.s
approxtrnately 50 !:nots. Thls means that wtth a headvlnd conponont of
approxlmatelf 50 lcnote the 110$ Vlzo spoed polnt ls tho absolutc maxfurun rengo
speod fon that uJ.nrl" More on thls'In the subsequout curvss.

ls the ultlmato ln maxl.num range oporatlon rdth head rdnds

110$ V1.7r, epood
up to 5b"knote, but for rdncls over 50 knots oomblnatlons of polror rnrst bo
used. Theee comblnatlons ero MCP (Maxtlrnrm CruLso Por.ren) + 1800 BllP;
MCP + 1700 BHP; MCp + 1600 BHp; MCp + 1500 BHp ln addLtlon to the comblnatlon
of MCP + LRC. Keep lu mlnd that the power comblnatlon that sa?es tho most fuol
and orLends the range the moat, lanrt nocessarlly tho best comblnatlon to uso.
Tho cc,nbtnatlon that sxtends the rango Bo you can reach your destlnatton wtth
tho fastast tlmo [g-!bg -bqs! .g,gblppt*S. The powor oomblnatlon that ohould bo
used can onJ.y bo datermlnod by. trlaL comprtatlons usl"ng tho varlorE cornblnatiolrs.
The cruise tabl-os ln the Db6/7 Fllght Manual, Crulee Control Sectlon, would bo
ueed for thla determlnatlon. SfO Engtneorlng has dctermlned that very IlttLo
l.a to bo galnod by lnltlatlng the reduced powor prograo unttl the groor wotgbt
la doum to 981000# for tha DC-?.
 *s"

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 *L0-

4{qgl:e. ? - Ftgure 6 gave ps typlcer thnrEt borsepovor roquirod for one

reprosontattvo grosg welght. $fnce grogE weight does not remaln constant
dus to fuoL eonsunptlon, It i.s neco$sary to use a famlly of curves ohowlng
a nunber of bracketa of gross welght. Thls ls ehom on Flgure ?- It uiLl
be nr:ted that slnco the t,hrust horeopowor ourv6 shlfta upward and to the rlghfr
wlth lncreasLng gtoss uelght so finrst tho naxtrmunn rangCI epeed arut lI0$ maxtdm
rango apoad. Llnes are drewn through theso speed polnts as llnee of maxlruun
rango epoods and l.lnee of 1i.0S max{mtm rauge speods. The shaded area to tbo
loft of tho llno of maxlm,rm rangs apoods ls not used for the folLow!.ng reasoner
a) It uould mean flytng at hlgb angla of attack and hlgb ltft coefflclent
wlth the attendant high lnduccd drag.
b) Hanclllng characterl"atlcs, r*hlch are tho frrnctlon of apoed rnargtn
above stalltr-ng epeodn may ba impalred, or at least ari not as-
satlafactory for autopllot operatlon.
c) ft voutd mean flylng at olov spoed ulth ths attendnnt tncreasee ln
dlrect flylng coet $lth no galn (actual!"y loss) ln ml1cs por purnd
of fuel eonsumod.
Any_constan! Power crulae le shown on the graphs by a horlzontal Llno (nuch
as 1800 BHP).
To take tho maxlwn advantago of LRC, froquent pgwer changco Er6 noq6egaf,f,r
I{owover, to be praotloal" powor changea for eaeh-6OOO# of [urnout aro uscd in
tho IRC tables.
 *3i*

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8I"S..,.,8 Equfral*nt A$"rmpeod - Ktr.

&gfS-S - Tho curYas daptcted $"n F5.gur* ? erm nep)"ot,tert krere substttutlng
tho horsopower ssaLs by miJ.as Frer pffilnd *,f zuel conflrmrcdr T111s fa
"ertle&:I"
callod the n$peclflo fiange v$r $pcodn eurvss p63.. 6v*rg horoepouor roquLrod
f9t_t 8fvol opoed, a polrer aotti.ng J.s eelem"&.md {r.re., m,!EF enct MAp} thet wffild
y1o1d tho l.or.rest opoclflc f,uel" coneunnptS.on thlrs r,ptirnJ"atn6 the fuol ftr or.r fon
tho power. Thc fuol consrmptlon- ln pounds per horar *.s eompnted, and dlv5"dlng
thls rnrmbcr by m5.3.ae_por hour, *he apecS.f$.e-rang* or mi.l"es"per pountl numben ts
obtalnod. Thla ls plotted agetnst ep*ed. ax tlef;reu The peit oi' tba surre ts
thorefore the polnt of maxi"nmrm mdLen pe:: pmmd erf, fueJ"* *he *$.roposd assocLated
wlth thls peak of ths cunvo te by doftndt*.on bhe m*lxl.mun rengs sposd at aero
wlnd,

A llno ls theu dlam sonnestJ"ng thg peakm of 'hh* fanoLLy of elx,ves"

at the peak ts ttrs sams opeed as thet sklown *-rr FTgure ? fo" maximum The spood
Vr./n Epoed"
A llno Ls nor.r d.rarrn to eonnect the spe*d for Lt)$ above the speed at tfr'e"peiiU ,i
the curvo. It ul"l} bc noted thc aroa between &he two Ltnea jpeak and 10ii
the peaki 1o falrly flat" Thts moann *hat hy ee}"ection of an"ai.rspo-A iOf"uo*i --
above the peak epoed, the aaeri.ficc $"s smal"]. fln pounds per m5.J"o in exehange for
tbo greater benef,ltr der{,ved from uslng a slightiy Mghlr aS"repeod"
 *12-

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14.ft 22A 300

Hg*,, ? Equl"velent Alropood - I(te.

E!Elfg.*?
for selected }ns 8{ven grCIss u'alght, the speclf,lo rauge curvs oan bo plottod
: {orvslues of, hoadwlnd compononts. Th.e spoctfla range for aoro head*
r.rtncl ls_replottod ou Fllguro g. Addittonal curves in l"nqromen[s of l0 knotn
hoadwlnd.are aleo plotted and the li"ne Jotning tho peako of these curves te
also drawn. Obrlously, the mlles per pounrl ts touei for hlgher headr*lnd
componente. More lmporbant fs the faot tbat the peako for [lgher headwlnd
components shift- to- th* rlght lndleatiag that to tbtaln the uuixfunurn n1lo per
porqrd, s1lght1y h$"gher spopd should be usod" Thla su.pports the
eanller ln FJ"gur* tl where ths l$.na d.r'a.',rfr roru the base- llue at afact
glven
pokf
to a hoadr.rlnd compone rt, tang*mfis to t[:e blrrtrst horsepouor reqg1rod curve equal"
hlgher aLrspeed". Itr:rtherm$rsr lf tho npeed st the pu*t of tha lufi-es per po:nd. at a
curve for sero rrlnd Is eel.octed f*r raaxlmrm sp*ed, Lt would result tn'flyint---
on tho back sfdo of, the mf3-e per ground curvo nU,en-confronted wlth a heaadni,
hor+over sIlght,- Sl.nce one of th* pr3"mu roessn& for the need of Long nango eiut"*
proceduro ls th* dJ.roat rr*,ryuj_t, *fl ht6h heradw"t_ndsu the use of I10S V;n sfioeA- ---
s.pp$ers to be logtca)."
 *l_3*
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97rom Lb

.08 80 88 t04 112 L20

Fle, 10 0ross Welght * 1000 l"bs.

Ftgrro 10 - ThlE graph shotrs the speclfic range (mlIeo per porrnd) at varlous
gr$$s uelghts employlng dlfferent crutae eontrol programo frour I8C to maxlnnrn
cru.Lse power. The lRC program glves tha maxtnum mlles per pound. 0n any of tho
constant power programs, thore la alvays one groas wolght at whlch that progran
glveo a spoclflo rango as good as the LRC program. Thls ls repreoented by the
intorsoctlon of the conetant por.rer program curve ulth the I,BC program curve.
At othor gross uelghts, houever, lt ls aot as efflclent. ft vllt be noted as
grosl3 welght docroases, all of tho constant polrer progrem speclftc rangos depart
fsrther away from the LRC or optfimrm polnt. Thls lllustrates the need to reducs
power lf range ls a conelderatlon wlth deeroase Ln gross welght duo to fueI
consumptlon. Froquent pourer cbanges ul"th docroas*s ln gross welght rr111
approxtmato mors closely the optlmrn condltlon; however, there are practtcal-
llmlte outside of whlcb no slgnlflcant galn can be obtalned by maklng too many
po1iler changes. Furthernoro, Lt 1s pooslble that the fltgirt t,lno nay S"ongthen to
such an oxtont that direct operatlng cost of ltems other than fuel cost rnay
result ln total cost greater than that galned from reduction of fuol.
 *1lr-

The forego5-ng descr*bed, how a$-rspoeds are selected for the LBC tab1es shown
'In
tho ftt-ght minunL. Wren tha ts"anafer was madrl, tho EAS was changed to IAS
rrhlch ti tfre dial readlng whi.*h 'bhe fllght cttw ean use diroetly. It v:i"Lt be
noted tn tho LRC table thab fmr bho same gross welgh&, the IA$ shswn ln tho
parenthesl.s are the same throrrgh aLl. altitrrdes, except at,hlgh,altltude bho
irurnber may vary I to ? knolls to *ecorrnt for compreos'iblllty effect ln tho
aj.rsireed indlcating systernn Beferrtng to the constant, power end"ss babLes in
tna nc-6/T Flieht }{anual-p page 23*2?p there trppears a statement prefactng the
ta51e rogardi.ng the hearry trl"aek l"tne and thls statement reads as followsl:
tt0peratl"on to the left, and beLsw the heavy line reeult.s in an
indicabed al"rspeed less than the long range aS"rs;reed"rr
T5e l.ong range atrspeed. ref*rre* "ho tn the ,sLatement ls the al"rspeed 1106 above
the rnaxj:num rErnge alrspeed at aero wlnd covered oarlior in the series of graphm"
Tt means that l-f a headwind nbove 5O tcrots is encountered, the airspeed to tho
l-eft and beLow tho bl-aek l-$nel would x'*srr"l-t in flr'lng on the track sido of the
ml1cs per pound. or spcc*fie r"ange ourre. Th*refcrre, operation ln tkls area i-s
di.scr:urageh ur:less operat*on probl"ems such as tnrratn clearanee, et,c. nay -foree
a aonrprorise hy operating l*ss efftciently' fn alr m1"les per porrnd of fuel
consunod, to trade for altftude.
lrior:na1]y thorrlong Rangc F)-i-ghtmtr are tr'light Hlanned and_operated uslrry Maxl,mun
Cruis6, potner all the way. Altornat'e power sotti"ngs erf 1800 B$P, 1?00 BI{P,
1600 BHp, 1500 BllF, arxl LRC only come into the plcture wtren needod t'o prevent
a firol ubop. Usual-ly She docisLon t'o u$er &n alter"natqr po$er settlng ulll occur
enroube whrln ttro winclo, altituclss avalLable, oI' enroute condl.ti.ons (turbulencei *
ic:lng - detouring, Etc*) make 1t impossihle or doubtful that you can make your
ctcstj.nation uriing M0P s,Ll "the uay wi"th the ftre} you have on board. Cal-culatlons
*ornparing the fuel noeded for the vaz'j-ous alternate power set'L'in6;s agalns'l:' tlit':
fpei available wJ.LI clet enntne lf the trip can be mad$ non*$topr Occas*.ond"ly
clurtng fltght, p}arur-1ry4, celcuLatl"onm w"i)-l prov€ that the fllghb carulot be msdCI
rorn-siop usi-ng MCP al"I the way. fhen a combinatJ"on MCP and an aLternate cruisa
power setting may be poselhle to plan the f}$-ght 4on-sbop.

Your ctu:I*e of altltude will have a marked eff,ect on flighL ttmq and ran8s6
Tlro folltn;,i.iig faetors ahould be considered in every altitude sel"ection.

ttsual.l.y t,iro lilghest a}'{i}i"tude *ha'b etcmsnrt' excerld the hi-gh hl..owor" cxltlca1 eng].no
afi:itu,Jo wi..}I glve thp b*st TAS" An exeeption"bo thtu le a IIC-? weigliin6 r::v*r
1l5r0$t}l" It nil"L obt,al"n $'hs fastest TAS at the l*w bluwer crf'bi-cal. r:ngitur
albl.tucle unbtl the gro*s w*5-girt drops bolow 115rCI0$,f" {See Dtagnam LNr Fefle
Zz*1B in thc DC*61? F3"tgixt, Manua}*) Ti'ri.s J"s f$"ne f,or TAS, but grourxl speed
gets us'i;o our ctesti-nfi,i{}r}, $* i}re wl"mls *r".i al.lso m maior congtrl*ratl-r:n in
selocti-rg your *)-titue].e* Jll,so the'u*rnpcrairr.r* af the a:ir at ou:: aX,tftudc has a
distlnct beari.ng on $uy *1"'b*tud*: eh*:Le** ifi changes bhe p*tnt where vrs reaeh our
critir:al" engine aJ"tttr.:d* " Thl-ii *s mor.€ pronouilo*d on the IIC*? but also appl$.es
to the DC*5. The DS*? er"ittcal. mrqin* ;*.Ltf"Lude e!^rang*n at ttl* rate of 2S0 fee*
per degree cen'bi.grac"le J-n [:$"g]r blatr*x", A "]"*s* f,n*:rxame nouLd ]otrer the critt*al-
ingina altj-tudo 2000 "fcl*b. T.f, }ro!i wn?s fly ng at Z]r{}fifl1 feet, tn air of st,andant
teriporature arrl f,Iew in o *n ainu"qcs r:f i.$*{l mb*v'e ntard*rrd, yeun TA$ w,ruid
 *t"5*
}
,*r*p ah*olrt 1"5 lrnot,,** Xf you wsn* ;1r$0m fne.h umd*r. the same eoncll"tlons. the*
*ef,
r:i,srl l-m teintrreratu"no raorri-d nt:t *h,*.nge yoru, ?A#. tr"{or.rever* rcr att ih;-;il;
t",era E#00 *'eot boL*ur th* r-.r:!"*L*m.1 engino al-tj,.trids il"
ti:p't wer: aval"l"&bl"*. ThI"q hringa ou* the potnt that whcln $rou loostng a knots'iaS
"6r*tho Ldeal
;ro'L.avai-llbl*, hmt;osi, h.*vo tlie eholmo or Aooo feet, above or boJ"ou,altj"turl.e talre
J.e
ttlCI--
43"1;J-tuc1.e bolow. TA$ ctr<:ps off
thn:":r beJ-o*'r. In- the Z$rCIso foot- ,m'*ch eklerpar above the erttj.eal ongl"na altltude
*xa:,rpls *lrnoe, g*$ng ftCIOs feet above uould reclucs
t'A$ 1$ Kts. 0otug tr)00 fe*t hel-ew vould retiuce-TA$-4 kta.
ActuaJ.ly arly altftude
d*um t,o l"?sCI$s feet u*r.eld g$x.* *r better TA$ then fr000 foet
abovo.
Th* Lrfi*6 J.s J.sildrs ert&LcaL i.n thtr respe*t ep &he *r{ttaal" onglne altttude
*n}-y 10C) * per #.mEr*e* e*ntfl6racto, tuxt ft to better to be undei rather changes
f,hB *nl.t,**al[. emglne a]"tj.tude for tne s&m6 ro&sorir
than over

Ano"Lher fact*x' to eonstder Ln choosl.ng your atr"tttude iE that fuel flow remalns
relai:lv*3y eonsf,mmt uLth lnr}reased al"tttuaa for- a *onetant power sottlng r.rhil,6
TA$ l:]rsre&8es* Au ,long as tho wlnds are favoraul"a ine
hi"gli *"1t*"trlders,
fi;.ilil" u"es wlth the
effect of ulnd sn range varte*r r,ilth tho wlnd_eomponent, A/c gross wei6ht,
T]:re
tl-me" lail:ene frhm wi^nci *omponent ts a tallvlnd-{t cloesnrt
alrid
unless t't' {e l"{:ss then pJ"annorln Then ve ean conetrri,er lt the preeent any problerra
Lame as a headwl_nd
erf p,-reat*r veLn*ity thnn pl"anned. constder an East*h"estr,
frtght that pl"anned f,or un average headwlnd Coast to Coast Dc*?
conponont of ?0 lanoto, but encountei;s
i"rlnds of 50 hotp,- rt,n.fLlght,ttme unuld ue ex[en**d
nc'rrrrerJ-1"y wouldntt trave the fuol on bosrd
ahout 1:05 hours. A trip
to reach
a)-1 tho rnuy. Ttr* cr*ptaln han the qhotco oi ,"r,tn6
itst de$tlnatton uelng MCp
c*nrlilnat,l"on power
a fuoL atop or using a
operat!.*n,
fh* foll.cwLng fuformatron shmr*-[d he]p you prck the beat nomhr.nation.
LBC wtl"I- glve you the naxlnnrm renge i.ncrsaee for
r*Lnd eonponento up to 50 knotm,
Aborrs.50 knots you &ro on tho baef, slde otr ihe ruer pounai-p."-rue
ti*ratlr'rlnd compmnents in oxcess of ?o kno{s n}ternete curve. 1;tth
extencl renge because tho sJ-owpr npeedn c&use tke wJ"nd
;*ri;; ;;;";, do rittro to
effeci
&ouncsd" Tho f\reL gavod tende to bo consrmed bp. the extended to ue more pro-
iryrog tl"mo.
Lrith th{s ln mind. you shou).d evaLuate the f*}.}.*wJ.eigr
f"' How nruchtho wlnd has tncreased over urhat you had p).anned
2- Hor'r tho ,^rind hao boen affectrn[ tn*l rHght. tr-- --r for.
Long
3, The dlst*n*o remsLnlng to desttnat$.iln,
4., The stren6th of the r.rtnd eoupsment,,
I{'ow you determlae urhere you r.rtl"l be, when
the. gross r+alght is doua to tho uolght
uhere you should ewj.tch to your alternate em:til* polrer.
from thl"s polnt to d*ptlnation you cor*mrte tho sulL Baaed on the dlstanco
*rutse Fshrer you hav* deerded r*tt u" bes$, ir-tu* "u"a"[ o*rni tu* alternato
zuer on [ouia r, enough,
1* ycur best altornate pQwor. rf thero ls aonsJ.deneble n *r thnt
probctbly uso e hlgher al"ternate polrsr and irnproy* your u*t you can
a]-t,erns.te cr*j.se powers n111 extend.yor.rr
" of tho
tr-mo. rf none
destrnrnti.on, er:nf,Lnuo at MCp and Eet up the"ur.'gu-ri
i;; -;#""""r?*"
-- ---- J ,o*
fr,.'o3. etop"

re
 -L6-
A tr.tp FLleht Elennod ln aecordance rLth Ma:drnrm Cnrlse Power (UCp) nray
reqrrlre a fueL otop when adverse rlnds eonoiderably greater than planned
for arne eneountered. Most fltghts, though., rrj.ll be able to reach thelr
destinatton Don-stop by changing to an aLternate power oporatlon enrouto.
In overy case where the ttip can be planned and,/or flown non-stop wlthout
affecting lts aafety, the compary ard customers deslre that tt be oporated
non-BtOPr

Awarrnoss throughout tho fllgtrt, of temperatune and nlnt changeo, ehouLd be

practJ.cod so adJustmonte of the fltgtrt altitude can be conaldered to tako
advantage of, or reduce the effect that these changes rrlll haw on the
fJ:tghtst perfotmanco.

1,0 i?, I

D. R. Petty

\
 ]

a
 UNItIID trIR LINE"'}, II{C.
Denver, Colorado

To: Al-1 P11ots Fbom: OPBVF - D. R. Petty

A11 Flight Engineers
A11 flIight Navigators Date: November 3.J., 1959

cc: lriDl,JF0 - Capt. W. ft. Allernang (20)

OPBTO - 1/i. A. Bentson
sForc - Capt. t. T. Broeren (eo) Subject: SCHEDULE RULES;
OPBTK -.T. G. Brown (20) Flight Officers -
OPBVF - C. M, Christenson Effective August l, 1959
DENFO - Capt. F. Mr Crisnon (20) (Revision)
OPBVF -i,tr. E. Dunkle
IDL}-O - Capt. i,{. H. f"y (eo)
SEAFO - Capt. 1,,1. GrOen (eO)
LAXFO - Gant. W. E. Larned (20)
EXOEF - C. iri. Mason (3)
OPHlF - L. E. Mason
EIJIRtr}I - Cant. H. G. Iaayes (tO)
BOSFM - Capt. H. M. Mun:roe (10)
SFOVE - id. E. Rhoades
0PBFI,I - C. F. Skannal (7)
0PBF0 - 1. E. Sommermeyer
0PBFO - N. F. Timper

The flLight Officer S€hedtrle Rules dated August l, 1959, are hereby
revised by a change in the provisions of Part ttCrrrParagraph I-D-I'
and Part fiCril Paragraph I-E-12-c.
Attached for your lnformation are revised Dages 3 and.5 of Part't0rr
of the Schedule Rules vhich incorporate these ehanges, It ls recommended
that you discard the former pages ] and 5 of PartrrCrrrdated August 1,
1959, and substitute the attached revised pages J and 5 in thelr plaee.

.'{ z.{-
. f . I
I
I

att.

J
\
 Part trCtt - Scheduling -- 3

\
5. .A,ssigned crew members who have lost their outbound, trips and can
1ega11y connect their return trip shall deadhead to 1ega1ly connect
their return trip, unless they have the aoproval- of a Flight Manager
to drop the return trip, or unless they are refused perrnisslon by a
Fllght Manager to deadhead to avoid a double deadhead, or unless they
can pick up an open outbound trLp under the priority established in
Paragraph E-2 below.

D. Assie4ne4t to 9peEJrips
-+ 1 An open trip is considered to be stilI open at the home domicile or
at an outer terminal until six hours before scheduled departure,
after which it is an assigned trip. l.Ihen there ls an ooen trin of
flve hours flight tlme or more seheduled to depart between the hours
of 2100 and 060O local tirne, incluslve, the crew rnrhom lt aooears '"1111
be assigned the trio will be alerted eight hours prior to scheduled
departure.
2. lbtps removed from a Elight Offlcerfs schedule by the Comoany after
lt has been print,ed, as a result of an error or the necessity for
eoverage by another donlcile, sha3.1 be repl-aced as soon as possible
by the Comoany with an equivalent open trin, insofar as equinment,
pay, and working conditions are concerned.l further, every effort will
be made to assign an open trip irhich Lri1l fly on the day or days on
whi.ch the trip was lost, or as near thereto as possible. The trln,
when assigned under these circumstances will then no longer be an
open trip.

3. hihen an assigned crew member is nrojected for over 85 hours at any

time durlng the month, he may, with the approval of the Flight '
Irlanager, trade an assigned round-trip for an open one-1/ay trlp,
open round-trip, or trips, in order to bring his projected time for
the rnonth belou 85 hours, provided that the open trip for which he
is tradlng has a flight time of two or more hours less than hls
assigned round-trlp; and further - an assigned cre,u member
may, ulth the approval of the P1ight Manager, trerde longer trips r*ith
other assi-gned crer,r members scheduled for shorter tri-os ln order to
keep from belng scheduled over 85 hours during the month.

/*, Flight Officers desiring open flylng ui11 be llsted in a book

provided for that purpose at each domieile and r^ti11 provlde the
following addltional- i"nforrnatlon: amount of ttnre desired, the days
aval1able for open trips, the type of equipment, the d.ireetion of
flylng, and the prlority for assi.g"nmen';. A Flight 0fficer will
immedlately remove hls ne'ne from the onen flying book at any time he
no longer desires open flyrng. ll, Star Reserve First Pilot or Copilot
and Flight Engineer assigned to a schedule for a portlon of a month
shalI be eligible for open flying while assigned to a schedule and
shall have a projected monthly flight time eomputed by totaling his
projected time nhile assigned to the schedule and dividing by the
number of days so asslgned. This figure multiplied by the number
of days in the month, if the result is under 85 hours, r.rill
establlsh his 1or"r time nrojection for coupetition under Paragraph
E-5 or lI-7 belor*, whi-chever is arrplicable.

11-r0-59
 ':! l

ki
 Pi,rt rr0rt
- Sehcdullng -- 5

7, Reserve Fj-rst Pilots assigned in sehed.ule who are projeeted low

for the period assigned, or who have lost scheduled fright time
for any involuntary reason, when practical r^rithout disruptlng
their or,nr sqhedules,
8. Visiting reserve crew members when it will avoid a dorrble deadhead.

9 Flight 0fficers who have voluntarily dronoed trips for personal

reasons with the approval of the local Fught Manager. The indi-
vidual used in this category should be the one which will disrupt
the assigned schedule the least.
10. Home reserve creu members.

11. Visiting reserve crew members.

12. 0pen trips not covered, aceording to the preeeding preferences sha1l
be covered as fo11or*s:
O.. If the open trip occurs because of lack of eouinment qualifi.-
eai::ns it r.d1l be offered. to at l.e:tst tr,,"o rll€n flying that c,,ay
in lesser equi-proent in order of senicrit;i, provided it can be
done r^rithout adversely affecting other assigned creri, members.

b. Flight Officers proJected over 8O hours but under 85 hours and

uho have indicated a d.esire i-,o f1y, provid.ed it coes not inter-
rupt thei: assigned schedules.
Assigned to any Flight Officer, in the ord.er of seniority, uho
has volunteered. and ts qualified and available, provicled it will
not create any knoun rrjuni-or manningtr i,rithin the next twenty-four
hours. F1lght Offieers volunteeri-ng under this provision will
do so with the understanrling that they will accerrt any open trip
assi-gned to them regardless of the length or quaiity tr sucir
open trip.

d. FJ.ight Officers who have been lnvolved in transitlon tralning

and have lndieated a desire to make up the time 1ost. The
indlvidual used in this category should be the one which w111
dlsrupt the assigned schedule the 1east.
o. Assigned to the junior home Star Reserve First Pl1ot available.
f. Assigned to the junior home F1ight Offieer ava11able and quall-
fied uho is not scheduled wlthin eight hours of the scheduled
departure tlme of the trip to be covered.
F. Eebg4gle {g!errup!.!esg
1 The Flight Manager - schedules or his designated representati-ve
should anttcipate creu schedule interruptions as early as possible
F and initiate such actlon as may be necessary to rnaintain cier^rs in
their assi-gned schedules when possible or to restore cretrs to their
assigned schedules as soon as possible.
.ihen there are schedule interruptions and Flight officers are
assigned to trips under the provisions of paragraph 2 below,
11-10-59
 /
\) 5-
/
l9
tc""
 it

TO A11 Flight Officers FR0M OPBW - I'1. R. Petty

I J-LU UT
Elight Engineers IIATE FebruarY 12, 7')5)
Flight Navigators
BULIEf,III N0. 6-59 (Faurth Edition)
A11 Dispatehers SuPereedes No. 1-5F
daled JanuarY 5, 1958
CC OPBTK -G. A. A1lred (20)
OPBTI( _J. G. Brown SUPJECT: TFAINING - Standard Pilot
OPBW -. C. M. Chrlstenson Instn:ment
OPBDC - J. R. Cunningham (2) PrafieieneY Check
SOFVE -J. A. Herlihy
OPBW -J. I.{. Hodgson
OPBTK - r). t,rl. Layman (15)
6YSED - T. Lee, Jr.
SFOED - lJ, L. McDaniel
SFOEG ,-. W. C. r4entzar (2)
EXOFO iJ. E. Moore
OPBTK _ 1nI. J. Samusls (tt)
OPBFTT - c. F. Skannal (30)
OPBFO - r. E. Sommermeyer (3)
OPBLM -E. h, . t,r6iSS
OPBDI
IDTFO (10) nElrFo (10) LAxFO (10)
sF0r0 (ro) ssAro (to) l4D1^tFo (10)
!]^iEFM (2,) nosFu iz-i

GENERA,T,

The fpllowing tleseription of maneuvers is herein outlined to eonvey to the

erer,r what iS'expeeted of them and establish the basis fcr Judging the
Captaint s perf orma-nee.

This Instrunent Profieiency Check has been revised to conform to amended

Civil Air ]"tanual /,0 and to ereat,e a procedure which w111, except for loca1
variation l-n faeilities, be starutrerd throug'hout United Air Lines.
ltlLreneve.r pogsible the will eonsist of the Captal-n, First
crernr eornplement
0ffiCei, (f':lght Engineer 1n the simulatorr) and Cheek Pilot. It is desir-
able that, the First Officer occ,-lpy the eo-pilotts seat during normal opera-
tion. 1^}her,'re adviqable, thls seat may be oceupied by the Check ?ilot during
take-offs and landings. (A minirnum of three crew members including the
Ctreek Pl1dt will be requi:'ed on all Instmment Proficiency Cheeks conducted
in the.aircraft i.n aecordanee vith the Flight Operatlons Regulations 25-L,
paragraph 4?, page 10.)

The entire fIlght should be eonducted under favorable conditions of weather,

r^rind, ri]nways, obstruetions, with fu11 eonsideration of local- anti-noise
p.rogramsr, established preferential runways and traffie patterns. I,'Ieather
minimums sha11 be at least equal to or better than those listed as regular
station mihimr:ms. Whichever outboard engine is throttle<l following take-
off is optional and r,iill d.epend on the iunr"lay being used so as not to cause
a possibie yaw tovard buildlngs, parked aircraft or sueh, ft is considered
that the above items will at tiroes neeessitate , in the good judgnent of
the cheek pilot, the deletion of eertain phase S of this proficieney check.
nt the Ca a1n
L
on L extent
the il tand ti roced
o, his c

Standard operating proeedures will be followed as outlined in AP'TC Regulations,

the Flight Operations }'{anual, and the ai:'plane flight manuals, with the excep-
tion that the frOhallenge and Responserr need not be used durlng air work.
Ies*rg9ng1.!I_9{_}be_!sg!sgn wiU_be congidere4_il tbg-pJrSe!:Sg-91-!bpge
pgoceCIures.

fn aeccrdance with CAM 40 it is eneouraged that radio navigational problems,

such as orientations and certaln instrument approaehes, be accomplishecl in
a synthetj-c trainer. l,ihenever possible, this should be done prior to a
flight and as an integral part of the cheek. These items are part of the
proficiency check and it is not complete without them.
Iiroceclure Charts for the station involved will be readily avail-able and may
b,e used by the Captain if he so desires.
This flight check has been designed io provide a nominal amount of training
in iterns consj-dered desirable by the Check Pl1ot.

IEESEIIU9I*ALYANEUYIIE
1. SI}{UI,ATOR TRAIII]}.IG

Each Captain wi1l" obtainat least one hrur of synthetic trainer time a

within the eligibility period for the fnstrument Proflciency Check.

During this training he shal1 satisfact,orily demonstrate his ability to
perform tl"e following:
(1) IF orientation using the manual 3-oop and beam bracketing.

(z) ADF approach

(3 ) i,r approach
(l') Crnni orientation
(5) PAR and ASR practice.
A record of the satisfactory completion of this training will be made
a pe,rmanent part of the Cheek record.
2. I!T:I.!]GTI
A visual inspection lrill be made of the airplane in aceordanee with
the equipment manual.
'1
 -3-

3. IUS3$IEULIASE:IEI
An instrument take-off will nornaally be made. It is recommended that,
with the brakes on, the throttles be advanced to a manifold pressure
sufficient to lndicate proper functioning of the engines. Upon re-
leasing the brakes, the throttles will be moved ln a firm, continuous
forward motion to take-off pouer.
The take-off will be made at V2. After beeoming airborne and wheels
retraeted, the Check Pilot will throttle an outboard engine, taking a-
reduce pouer to zera thrust. The Captain should
fu1l three seeonds toItEngine
irnmedi-ately execute Failure on Take-off rr, exeept that engine
feathering will be sinulated. Climb-out at V2.
An engine will be throttled f ollor,ring ta}e-off oqly when made over
unpopulated areas.
tu, llIlts
After the fLaps have been retracted at 500t, the Captain will- establish
normal climb po.'.rer on all er,rgines. Climbing turns to the right and to
the left i,rill be made at 3Qo-bank at the followjng airspeed: (kts)
p.8-? ug:58 !!:9 ct-:&
1?o ]55 LLO tLo

5, AXSEQAcI{_ro_sl4,Lls_

The Captain will to a stal1 at approxinately 20'f HG and

do an approach
elimb RPM, ge*r down and approach flaps, and recover with the least
loss of aititude eonsistent with safety with the immediate applicatlon
of cligrb pgwgri gear will be retraeted during the recovery.
Another gpgggg! to a staIl vrtll then be made at reduced power (about
15" HG)rlA. maneuveting flaps and in a 20o bank to the right.
"p
A third approasb to a stal1 will be made in the clean configuration
-*) (g"r" at reduced power (about 15't HG)
"pl?ffiup)
6, r,gNrMul sJ,EEp IUENS
1h
Minimum speed turns will then be aeeomplished as follows:
A. Ue3ggefins-g9n{igggelg} (gear up, flaps 20o) 15o bank, 1800
---+ change in direction at 110% vs (in stabilized conditions.)

B. CJgpg--gg4liguqaligl (gear up, flaps up), 15o bank, 1800 ehange

in directi"n-ffIfof V; (in stau:-tized conditions).
7. RAPID DESCEI\TT A".D PULL.OUT

This maneuver wj-11 simulate letting down to a field surrounded by obstruc-

tions or making a rapid descent from one thousand foot level to another
while in a holding pattern. This should be done at the following speeds:
U
 -L-
P!:l pc:68 pg:6 gy_1&
t/+5 ]35 130 130

From leve1 flight in the maneuvering configurati.on, descent wirl he

made with reduced polrer, gear down, approach flap at approximately
1000/Min. upon reacning minimum or asiignea altituder-a return to
maneuvering flap and power should be made for one minute. At this time
the captgin will order Meto power, gear up, flaps up and execute a zoo
bank 180- (30" bank in simulator) climbing turn to the right.

B. vAIElyrEg -_ENglliE/g_gg
After a climb has been completed to a higher altitude I,TET0 power will
be maintalned. Just as cz'uising speed is attained, the Ctreck pilot will
s1ow1y throttle one er:gi-ne (2-engine equipment) or two engines (/r-engine
equipment) on one side,
It should be clearly understood. that this segnent of the air urork is
pu::ely a demonstretion of the captainr s ability to fly the alrpl_ane
with the loss of 5o/,, of his power unlts. Therefore, no
procedures should be executed. The cowl flaps shouid. be"me"g"rr"y
cl_oied and
the po'"rer reduced to approximately 1?r' MAP and 1500 RFM on the throttled
engines. A constant heading and artitude will be maintained..
the, ca1 taln has demonstrated his abllity to f1y stra.ight and 1eve1,
*ll":
20" bank turns will be made to the right and to the Left maintaining
constant altitude' After sa'cisfactory completion of this maneuver he
will, set the alrplane up in eruise.
Il,I,be-IUeb!-SiSC!-g-9IlJ. These maneuvers will be accomplished
with tire engine(s) featheier1 and upon completion of engine.-o1rt ,"rr"uvers,
unfeather in accordance with the ttunfeathering proced.ures., !

o
SIEqP-!ETg
b?rlloof t*5o lo the right for approximatery 3600 change of direc-
ilu"pand
ticn 30- to the left for a mininum of 1g0c in direction.
I8-lbg r]ieb! Sfgglg!-o: /n5o bank turns may be used in both directions.
10. rEaBEllr&-IE4TEEEIIq_&_ETEEAIU-ry_$qCplgEEs

After completing the air work, the flight wi1] be eleared to hold at a
radio fa.cility convenient to a low_approach by way of a ranEre 1eg, a vOB
radial or an ADF track. Further clearancus ,iU contain a iinec. approach
and an TLS, whenever possible.

At any tine between the first clearance and the 1ow a pproach the emergency
procedures will be demonstrated. This will be acconrplished when the
Cheek Piiot informs the Captain that a simulate c1 fire exists in one of
the outbcard engines.
il
ONil 1 ]r li .u.re listed
L+
\ 1r. t).lr except FIHELTALL SnUT.OF}. PULL
and C0, oT CB DISCHARGE t the ItTII'-E PrRr,-'rrTtr items
 r

to be cornpleted arid checked by refeming to the coordinator script.

In order to prevent the feathered englne fron becoming undesirably cooled,
the Check Pilot may dispense with the execution of these clean-up items.
The feathered en.glne w111 be unfeathered in accordance with the airplane
flight man.ua1. The Check Pllot will then take over the operation of this
engine and the low approach and priIl-out will be made with one engine at
redueed pouer, approxinately 17r' IulA.P and 1500 RPM.

IL!be-E-f1eh!-SipUla!-Ar, propellor feathering and emergency procedures

will- be accomplished in aceordance uith established emergency proced.ures.
11. AIIEQACH*f8olE,aUrog

The low approach with one engine throttled will be executed in aeeordance
with the clearances given and r,rill conform to the procedure outlined in
the Flieht Operations Manual. Upon having descended on the ILS to 2001
A.G., or when stopped by the Check Pilot, the Captain will execute a
standard nissed approach. After the flaps have been raised at 500t A.G.
the throttled engine will be returned to normal operations.
ig-lbg-Illeb!-sieglglor, the engine will be left feathered until after
landing is completed.
L2, ISAINIIq
Any time reuraining betrnreen this maneuver and the final 1ow approach will
' be devoted to add.itional training. It is desirable that some of this
time be utllized for additional TLS approaehes, or if deeraed more impor-
tant, training may be given in other phases of the Captainr s pilot
teehnique.
13, E$ALlqLAIEruAgE O

After this training has been completed, the flight w111 be cleared for
an instrument approach using the radlo facility providing the second
lowest LIX landing minimuros at the station. When the flight has proceeded
on the approach to the tfcircling minimumsil for the particular airplane
being used, the Check Pllot will take down the hood. He will then
throttle one engine and instruct the Captain to land on a closs-wind
runway wlch neclssitates circling the field for at least 90o, consistent
with traffic, field conditions and Iocal traffie patterns.
lL. E]'{IRGEIICY LI}TDING

A clrcling minimum approaeh will be made. Comlng into the base 1eg, a
second engine on one side (4-engine equipment) r,rill be throttled to not
less than zero thrust on the reduced power englnes and the landing made
utilizing 50'fr of the airplaners power units"
t5. fll{UIALaLffEC[
The follouing items will be accomplished in the airplane when a simulator
is used for the Proficiency Check:
(1) Take-off with slmulated engine failure.
i
 6-
(2) An instrument approach on radio facility which has the lor+est
mi"nimums.
(3) Circling approach and landing utilizj.ne 5o/, of available power.

16 .QEAL IIAY]I4'TIgU
An exarnination will be given the CRII[rl after the flight cheek. It
oral
will cover questions on emergency proeeduresl knowledge of the airplane;
engine por"i settings, airpline placard speeds, critical engine failure
spEed, control systlmi, full and lubrication systems, propeller and
rop"rihurg", op"r.tioni, hydraulic systems, electric syetems, anti-ieing,
nelting u-r,a ,*rtilating, "rrd pt"ssurization system (if pressurizecl); and
the Flight Operations Manual.
This examination will be limited to $ hour. Inasmueh as the CRS is be-
ing checked, a complete and graded report, on phases applicable to First
Oflicers, includin! the oral examination, r.ri11 be nade and r,rill be placed
in the fi-le of the individual. Topics of general interest nay be discussed
afterwards, if desired.
TECHNT
.STT

A. The C n will ee t nt while conducti the

as on eer sre 1r6 DeX-
r area. use c o
+ u om Crew the help he needs to effi-
ciently f1y the airplane.
This will nake it necessary for him to give complete lnstructions as to
the use of radios, frequeneies, station ldentificatlons, power settings,
and also issue comrnands for the crew to carry out a certain function
such as, ITAPPRDACH DESffiNT SET-UPII, rreomplete clean-up items on Emer-
gency Proeeduresrrr etc. The use of the terms lflTO power and CLTIts powetr
,"e Lrrcor1raged as such nomenclature is well established in the airplane
flight manuals.
B CAM 40 states that, additional training may be given during the Cheek to
standa-:Ci ze a parlicular item. This is interpreterl to mean that a Check
pj-lot rnay inteirupt the flight long enough to recheck the maneuver to
insqre satisfaetory performance. The extent of t,Lris add.itional training
sha11 depend on the applicantts flight proficiency demonstrated ln
other phases of the eheek which, in the opinion of the Cheek Pilot,
would waruant such additional training.
Enphasis will- be placed on the utilize.tion of .e11, radio fa.cil-i-ties that
a::e avai-]-able, checles on existing wea"bher, fa:nillarity t^rith minimums
(application of sliding sca1e, tail wind and cross wind ccmponents, )
metbods of entering and ti-mi-ng holding patterns.
D.
or
gglEgl.-li cE q* ng_gltj!"$g"
E The Cap'bain should review ancl be faniliar with the Proficiency Cheek
procedire and tolerances prior to repo;'ting for a Proficieney Check.
Standard tolerances in smooth air for the following maneuvers will be:
 ]. l'inimum speeC turns 1lus or minus 50r
2. Steep tr:rns -p1us or rninus lior
). All altitudes held - plus or minus lOot
+. Air speeds - plus or minus 5 kts.
5. Direetion when speclf{ed - within plus or minus lCo
F. Standard proficiency on an ILS approach will be based on the premise that
the airplane is r^re11 lined up as to attitude and direction at 150r A.G.
G. The Captain will repeat baek pl] ARTC elearancesr
H. The Captain is not required to wear a headset during air work.
l. Maneuvering eonfigur"ation will mean SegI-lEr maneuvering flaps.
Approach configuration i^r111 mean ESBI-49I3, approach flaps,
J, l{ormal perf ormanee speeds (t<ts )
dr? ,/ a\
D!:7 !C-98 DCJ
Normal Clinb r70 1rE
J-) ) .\ l/uo ;
I
I
Maneuvering or hoicling l/"5 1aE
1j l-30 130
't o/:
Apprcaeh 120 I 110 110
) it

V positior:inp aireraf"u prior to iristr',:nrent tal"e-off the Captain should

olhen
lse suffleient forwzr.rd ro11 (5nt to 100t) to insure an aecurate directlonal
lirre-'rp with the runlray.
L. Due tn the fact that most UAL Instr',ment Pr'oficienc), Checks are given in
areas of hea",ry traffie, the lmport,anee of e.onstant vigilanee for other
aireraft by the Cheek liIot, and particularly the First Officer, cannot
he over enrphasized.
M. lre-planning and setting up the airplane ahead of a situatj-on a},rays makes
fcr a better e.nd easler eheek. Ernergeney pu11-outs, engine failures, and
other emergencies require the utrnost coordination and concentration of
all ereu members. Cross cheekinF of each others aetlons is essential.
It has been observe.l that too frequently, erew nembers are more eoncerned
r.rith reporting a missed approach, or an erhergene), than with the faet
that the airplane is p::cperly under way or the emergency properly hanc11ed,
N. Engines will not be feathered belor,r 2000r A.G.

t"

l{, R. Petty l.((rt--

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