L29 LOA Training and Checklists

Aero Vodochody
L29 LOA
Training Program
July 3, 2000
CONTENTS
CONTENTS .................................................................................................................................. 2
AIRCRAFT SYSTEM COMPONENTS .................................................................................... 6
Fuel System...................................................................................................................................................................................... 6
Hydraulic System........................................................................................................................................................................... 9
Controls & Indicators..................................................................................................................................................................9
Hydraulic Dump Valve...............................................................................................................................................................9
Accumulator Fill Valve ..............................................................................................................................................................9
Emergency Hand Valves............................................................................................................................................................9
Pressure Gauges...........................................................................................................................................................................9
Pneumatic System........................................................................................................................................................................11
Electrical System..........................................................................................................................................................................13
Controls & Indicators................................................................................................................................................................13
Flight Controls .............................................................................................................................................................................16
Rudders .......................................................................................................................................................................................16
Ailerons.......................................................................................................................................................................................16
Elevators .....................................................................................................................................................................................16
Horizontal Stabilizer..................................................................................................................................................................16
Flaps.............................................................................................................................................................................................16
Speed Brakes ..............................................................................................................................................................................16
Landing Gear..............................................................................................................................................................................16
PLANNING & PERFORMANCE .............................................................................................17

Use of Performance Charts.......................................................................................................................................................17
Fuel Requirements ......................................................................................................................................................................17
Runway Requirements & Limitations ...................................................................................................................................17
OPERATING LIMITATIONS....................................................................................................18
General ...........................................................................................................................................................................................18
Engine .............................................................................................................................................................................................18
Hydraulics .....................................................................................................................................................................................19
Landing Gear & Brakes ............................................................................................................................................................19
Fuel System....................................................................................................................................................................................19
Aero Vodochody L29 LOA Training Program
Flight Controls .............................................................................................................................................................................19

Pressurization ...............................................................................................................................................................................19
Oxygen System.............................................................................................................................................................................19
Pneumatics ....................................................................................................................................................................................20
LIMITATION TEST ....................................................................................................................21

LIMITATIONS TEST ANSWERS............................................................................................22
MEMORY ITEMS .......................................................................................................................23
Engine Fire During Start Or On Ground.............................................................................................................................23
Hot Start.........................................................................................................................................................................................23
Brake System Failure .................................................................................................................................................................23
Blown Tire During Takeoff Roll .............................................................................................................................................23
Engine Failure / Fire During Takeoff....................................................................................................................................23
Partial Power Loss During Flight Below 500 AGL...........................................................................................................24
Elimination Of Smoke Or Fumes /Electrical Fire ..............................................................................................................24
Pressurization Failure. Above 10,000...................................................................................................................................24
HIGH ALTITUDE OPERATIONS............................................................................................25

Cabin Pressurization & Heating .............................................................................................................................................25
Physiological Considerations....................................................................................................................................................25
Hypoxia .......................................................................................................................................................................................25
Altitude & Blood Oxygen Saturation.....................................................................................................................................26
Hyperventilation ........................................................................................................................................................................27
STANDARD FLIGHT MANEUVERS & CONFIGURATIONS............................................28

Starting ...........................................................................................................................................................................................28
Taxi ..................................................................................................................................................................................................28
Takeoff............................................................................................................................................................................................29
Takeoff Engine Failure ..............................................................................................................................................................30
Aborted Takeoff...........................................................................................................................................................................30
Abort Procedure ..........................................................................................................................................................................30

Climb...............................................................................................................................................................................................31
Cruise..............................................................................................................................................................................................31
Descent............................................................................................................................................................................................31
VFR Traffic Pattern & Landing..............................................................................................................................................32
Touch & Go Landings................................................................................................................................................................33
Short Field Landing ....................................................................................................................................................................33
Abnormal Flap Operations Including Zero Flap Landings ............................................................................................33
Go Around Or Rejected Landings / Missed Approach.....................................................................................................33
Forced Landing ............................................................................................................................................................................34
Steep Turns ...................................................................................................................................................................................35
Slow Flight Or Flight At Critically Slow Airspeed.............................................................................................................35
Stalls................................................................................................................................................................................................36
Approach to landing stall .........................................................................................................................................................36
Recovery .....................................................................................................................................................................................36
Departure Stall............................................................................................................................................................................37
Recovery .....................................................................................................................................................................................37
Rapid Descent & Recovery.......................................................................................................................................................37
Aerobatics......................................................................................................................................................................................38
APPENDIX..................................................................................................................................40
Normal Checklist.........................................................................................................................................................................40
EXTERIOR PREFLIGHT........................................................................................................................................................40
COCKPIT....................................................................................................................................................................................40
NOSE SECTION .......................................................................................................................................................................40
NOSE WUEEL WELL.............................................................................................................................................................40
RIGHT WING............................................................................................................................................................................40
AFT FUSELAGE - RIGHT SIDE..........................................................................................................................................40
TAIL SECTION.........................................................................................................................................................................40
AFT FUSELAGE - LEFT SIDE.............................................................................................................................................40
LEFT WING...............................................................................................................................................................................40
FLUID & PRESSURE CHECK..............................................................................................................................................40
BEFORE STARTING ENGINE.............................................................................................................................................41
ENGINE START .......................................................................................................................................................................41
AFTER ENGINE START........................................................................................................................................................41
BEFORE TAXI..........................................................................................................................................................................41
BEFORE TAKEOFF................................................................................................................................................................41
TAKEOFF...................................................................................................................................................................................41
AFTER TAKEOFF...................................................................................................................................................................41
CLIMB.........................................................................................................................................................................................42
CRUISE.......................................................................................................................................................................................42
DESCENT...................................................................................................................................................................................42
BEFORE LANDING................................................................................................................................................................42
AFTER TOUCHDOWN..........................................................................................................................................................42
TOUCH & GO ...........................................................................................................................................................................42
GO AROUND............................................................................................................................................................................42
AFTER LANDING...................................................................................................................................................................42
ENGINE SHUTDOWN............................................................................................................................................................42
Emergency Checklist..................................................................................................................................................................43
GROUND ABANDONMENT PROCEDURE....................................................................................................................43
BRAKE SYSTEM FAILURE.................................................................................................................................................43
ABORTED TAKEOFF.............................................................................................................................................................43
BLOWN TIRE DURING TAKEOFF....................................................................................................................................43
GEAR RETRACTION FAILURE.........................................................................................................................................43
FLAPS RETRACTION FAILURE........................................................................................................................................43
NORMAL AIRSTART.............................................................................................................................................................43
HOT AIRSTART.......................................................................................................................................................................44
NOTE...........................................................................................................................................................................................44
ENGINE FAILURE DURING FLIGHT...............................................................................................................................44
ENGINE FIRE DURING FLIGHT........................................................................................................................................44
PARTIAL POWER LOSS .......................................................................................................................................................44
HYDRAULIC SYSTEM FAILURE......................................................................................................................................45
ELECTRICAL SYSTEM FAILURE.....................................................................................................................................45
GENERATOR FAILURE........................................................................................................................................................45
SMOKE/FUMES OR ELECTRICAL FIRE.........................................................................................................................45
FLIGHT CONTROL SYSTEM FAILURE..........................................................................................................................45
PITOT STATIC SYSTEM FAILURE...................................................................................................................................45
EMERGENCY DESCENT......................................................................................................................................................46
EMERGENCY FLAP EXTENSION.....................................................................................................................................46
NO FLAP/SPLIT FLAP LANDING......................................................................................................................................46
EMERGENCY GEAR EXTENSION....................................................................................................................................46
BELLY LANDING...................................................................................................................................................................46
Flight Training Schedule...........................................................................................................................................................47
FIight 1 ........................................................................................................................................................................................47
Flight 2.........................................................................................................................................................................................47
Flight 3.........................................................................................................................................................................................48
Flight 4.........................................................................................................................................................................................48
Flight 5.........................................................................................................................................................................................49
Flight 6.........................................................................................................................................................................................49
Flight 7.........................................................................................................................................................................................50
Flight 8.........................................................................................................................................................................................50
AIRCRAFT SYSTEM COMPONENTS

Fuel System
The fuel system of the L-29 is comprised of 3 fuel tanks, low-pressure pump (LP), inverted fuel reservoir,
Fire Cock, fuel control unit and the throttle.
There are 2 External tanks, one under each wing. Wing tank capacity is 150 liters [39.6 gal.] each for a
total of 300 liters [79.25 gal.]. The external tanks are pressurized and fuel is transferred to the main tank
by engine bleed air. When the fuselage tank reaches approximately 900 liters [237.75 gal.] or occasionally
800 liters [211.3 gal.], a float valve in the rear portion of the fuselage tank opens allowing fuel from the
wings to transfer. When the wing tanks are empty, or there is insufficient air pressure to pressurize the
wing tanks, the EXT TANK light on the C&W panel will illuminate. The Ext Tanks switch must be on
for the light to operate.
The fuselage tank capacity is 1,030 liters [272.1 gal.] of which 1,000 liters [264.17 gal.] are useable. The
tank is divided into 2 sections, front and rear. The fuel transmitter is located in the front half and the float
valve is located in the rear.
Total fuel capacity is 1,330 liters [351.35 gal.]. 1,300 liters [343.42 gal.] are useable. All wing tank fuel is
useable.
In the rear half of the fuselage tank, there is an inverted fight reservoir. All fuel to the engine is fed
through this reservoir. This insures that fuel is available in all flight attitudes.
An electric, low-pressure fuel pump, energized by the ENG switch, insures a steady supply of fuel to the
engine. The fuel is sucked from the tank by the LP pump through the fire cock, through the LP pump,
then a fuel filter, a pressure transmitter, then into the engine HP fuel control system. A red warning light
on the C&W panel will illuminate when the LP pump becomes inoperative. The sensor to turn on this
light is located in the fuel filter. It senses a fuel pressure differential across the filter.
The Fire Cock is a pneumatically operated valve that shuts fuel off at the tank when the handle is pulled
to the closed position. This is usually done in case of uncontrollable fire.
There is a 200L light on the C&W panel that illuminates when fuel in the main tank reaches 200L. (This
is approximately 20 minutes of fuel remaining)
The fuel gauge located in the cockpit indicates the quantity of fuel in the fuselage tank only. Fuel quantity
can be displayed in either the front or rear cockpit. (Not both)
Aircraft refueling is accomplished by gravity refueling. The wing tanks are filled at the front of the tank
under each wing and the fuselage tank is filled through a filler valve located behind the rear canopy. From
the LP fuel system, the fuel is pumped to the HP fuel control unit. A basic description of the system
should simplify our understanding of how it all works.
When the ENG switch is turned on, the LP pump starts to pump fuel to the HP system. When the engine
starts to turn, the HP pump starts to pump, as RPM increases pump pressure increases, which increases
fuel flow. The Auto Start unit will limit fuel so as to control RPM. It will allow excess fuel to bypass the
fuel control unit. At a predetermined RPM, fuel pressure is great enough to bypass the Auto Start unit via
valve movement and allows the engine to accelerate to and maintain an. idle RPM of between 35% and
39% on the ground via the idle valve. At this point, the pilot now has control of the fuel control unit via
the throttle through the acceleration valve. The acceleration valve allows the engine to accelerate
smoothly on the ground or in the air. As the aircraft accelerates and climbs, the idle valve is bypassed and
the minimum pressure valve assumes control to insure sufficient pressure corrected for altitude and
pressure differences. Depending on throttle position, the fuel pressure valve will distribute fuel to the
main and aux burner cans or just the aux burner cans. There is a barometric pressure control valve that
senses altitude, airspeed, intake pressure and fuel pump pressure, compares all of these pressures and then
adjusts the fuel pump and associated valves to provide the required fuel to maintain this balance. The
RPM limiter will control RPM by monitoring the fuel pressure. When max fuel pressure is exceeded, it
will allow fuel to bypass in order to control RPM.
Should there be a malfunction in the fuel control unit, there is an Isolation Valve, controlled by a switch
on the left console in each cockpit. When selected on, the barometric control unit and the automatic
acceleration device are bypassed. The pilot will now control fuel flow to the engine directly by movement
of the throttle. When the Isolation Valve switch is turned on, a yellow caution light on the C&W panel
will illuminate.
Figure 1 Fuel System
Hydraulic System
The main hydraulic circuit consists of a tank, engine-driven pump, servicing receptacle and three control
valves.
The three operating circuits; landing gear, flaps and speed brakes, are controlled by their respective
control valves. These circuits are without pressure until actuated. In other words normal hydraulic
pressure indicated on the gauge is 0 until you operate one of these systems.
The emergency hydraulic circuit consists of two accumulators; fill valve and two emergency extension
hand valves. The accumulators allow for one emergency extension of the gear and flaps. The system does
NOT allow for retraction of the gear and flaps.
The emergency hydraulic accumulators are refilled using normal hydraulic pressure via the Accumulator
Fill Valve.
Controls & Indicators
Hydraulic Dump Valve
Used to dump hydraulic pressure from the emergency hydraulic circuit after emergency extension of gear
and flaps.
Accumulator Fill Valve
Used to fill the emergency hydraulic accumulators.
Emergency Hand Valves
Used to open the emergency lines from the accumulators for emergency gear and flap extension.
Pressure Gauges
Hydraulic pressure gauge located in front & rear cockpit. Accumulator gauge located in front & rear
cockpit.
Gear doors remain open when the gear is down. Two buttons control gear operation. One button for up
and one for down. When either cockpit selects a button, the other cockpit is locked out from using the
gear buttons. The nose gear is a full castering type that retracts forward into the nose section. In the up,
position the nose gear is hydraulically locked. In the down position it is locked mechanically. (Opposite
the main gear) There are three mechanical gear indicator pins. These barber pole painted pins are located
one on each wing and one on top of the nose in front of the windshield. When the gear is down and
locked the pins stick up approximately 2. There are three green lights for gear down and three red lights
for gear up. There is also a red warning light on the C&W panel. When flaps are in the landing position,
30 degrees, and the gear is up, the DOWN THE U/C light comes on. Also a warning horn will sound.
Located on each landing gear leg is a white gear position light. When the gear is down and locked, the
white light will be on. These three lights allow ground personnel to verify that the gear is down and
locked.
Figure 2 Hydraulic System
10
Pneumatic System
The pneumatic power supply system consists of a main and an emergency circuit. A third independent
circuit is installed for the rear cockpit canopy seal.
Two 4-liter bottles power the main pneumatic circuit. The systems operated by this circuit are; main
wheel brakes, sealing of the front canopy, jettisoning of the canopies and the fire cock.
The emergency pneumatic circuit is powered by two 1.5 liter bottles and is used for emergency braking
and canopy jettison.
The independent pneumatic circuit is powered by one 1.3 liter bottle and used for sealing the rear canopy.
The main and emergency systems are filled in a single location in the nose of the aircraft. The
independent system is filled at a location behind the rear canopy.
The main circuit has two depressurization valves. One is located in the nose of the aircraft (PNEU
DRAIN) and depressurizes the circuit and one in the front cockpit (PNEU FILL DEPRESS) depressurizes
the filler line.
The main circuit has two pressure gauges, one in each cockpit. These gauges are labeled PNEU PRESS.
The emergency circuit has two gauges; both are in the rear cockpit. One is labeled ENTIERG PNEU
PRESS/CANOPY JETT. The other is EMERG PNEU PRESS/BRAKES.
11
Figure 3 Pneumatic System
12
Electrical System
The DC power supply system consists of the following:
1. Generator
2. Generator regulators & controls
3. External power receptacle (EPU)
4. External power relay
5. Battery
6. Battery relay
7. Main power relay
The engine driven generator has an output of 27.5 VDC power. The generator controls consist of a
voltage fine-tuning adjustment, differential minimum relay, current relay and over voltage relay, which is
used to monitor the system. The location of the generator is on top of the engine.
The electrical system operates on a priority basis. The EPU, External Power, has system priority over the
generator and ships battery. When the battery switch, first switch, top row, is turned on and the EPU
plugged in, the EPU will be powering the electrical system. With the battery turned on and the EPU
removed, the battery is powering the entire aircraft electrical system. The Green EPU light next to the
throttle can verify EPU power. If its on, EPU is plugged in. After engine start, the generator will not
come on line if the EPU is plugged in. The generator fight will be flashing. Anytime the generator is offline, the light will flash. When the EPU is disconnected the generator will pick up the load and the
generator fight will go out. The green EPU light should also be extinguished. If the EPU is plugged when
the engine is running, the generator drops off and the Generator fight will flash.
Four static inverters provide the AC power required to power the attitude indicators, compass cards, ADF
and radar altimeter.
Controls & Indicators
Master Switch
Located in the rear cockpit and energizes the aircraft electrical system. In the off position, it will not allow
the battery, EPU or the generator to power the airplane.
Battery Switch
Located in the front cockpit, when the battery switch is turned on, the battery will supply power to the DC
system. Master switch must be on.
Generator Switch
Located in the front cockpit, when the generator switch is turned on, the generator is connected to the
main distribution bus. This happens at approximately 32% RPM.
Inverter Switch
Located in the front cockpit, the inverter switch is used to select the primary or the secondary (backup)
13
inverter. The two-position switch is labeled MAIN and STBY INV. The main and standby inverter switch
controls only the inverters that power the ADF, Radio altimeter. The inverter on off switch is located in
the front cockpit on the right forward switch panel. When this switch is turned to on, it will allow DC
power to flow to the 250 VA inverters that power the ADF and Radio Altimeter through the Inverter
Selector Switch. The inverters that power the attitude indicators and the compass cards are powered
anytime the SEC B (DAY) switch is on thus indicating that the secondary bus is powered.
Volt/AM meter
Located in both cockpits, the meter will indicate volts on a scale of 0-30 VDC. This will indicate the
condition of the battery or the output from the generator. The button on the meter gauge must be pushed
to check volts. In the ANT display, which is normally displayed, a normal indication with a fully charged
battery will be 0 A. In case of generator failure, the gauge will indicate the amount of load the battery is
carrying. This is indicated between 0 120 A. A fully charged battery can power the airplane systems for
20 minutes if the loads are reduced
-
EPU light
Located in the front cockpit, the fight will come on when the EPU is plugged into the airplane and the
battery & master switch are on.
14
Figure 4 Electrical System
15
Flight Controls
The flight controls of the L-29 are all conventional push-pull rods and cables. There is NO hydraulic
assist.
The ailerons and rudder have ground adjustable trim tabs. The elevator has a mechanical trim tab
controllable from either cockpit.
Rudders
The rudder is controlled via the rudder pedals. The rudders are controllable through 25 degrees. They are
used in flight and on the ground for directional control and braking. On the ground, application of rudder
in either direction when applying brake pressure, will distribute pneumatic pressure to the respective
brake. The rudder pedals can be adjusted to three positions.
Ailerons
Movement of the control stick actuates the ailerons. They are controllable through 15 degrees of up or
down movement.
Elevators
Movement of the control stick actuates the elevators. They are controllable through 32 degrees of up
movement and 18 degrees of movement down. The trim tab is controlled mechanically from either
cockpit by the trim handle.
Horizontal Stabilizer
When the flaps are lowered, the aircraft has a tendency to nose over slightly. To compensate for this, the
stabilizer is electrically linked to the flaps so as the flaps are selected the stabilizer will move downward
to compensate for the nose over tendency. As flaps are retracted the stabilizer will move in the opposite
direction. A red light on the instrument panel in each cockpit will illuminate whenever the stabilizer is
moving.
Flaps
The flaps are electrically controlled and hydraulically operated. They are of the slotted fowler type. The
flaps on each wing are mechanically interconnected. The flaps on the left wing are not connected to the
flaps on the right wing. Three push buttons and three lights in each cockpit allow for flap selection. 0, 15,
& 30 degrees are the flap settings. The lights illuminate when the flaps are in the selected position.
Speed Brakes
The speed brakes are either fully extended or fully retracted. The push button on the front cockpit control
stick must be held to extend the speed brakes. When the button is released, the speed brakes will retract.
An important feature of speed brake use is that it will allow you to keep a higher RPM power setting
during the approach. On each throttle there is a speed brake thumb switch.
Landing Gear
The aircraft has tricycle, hydraulically operated gear. The main gear retracts into the wings. As the gear is
retracted, brakes are applied automatically to the main wheels only. This can be seen on the brake
pressure gauge. The nose wheel will continue to, spin. You may feel a vibration or a real shaking if the
nose tire is a little unbalanced or out of round. The main gear is hydraulically locked in the down position
and mechanically locked up.
16
PLANNING & PERFORMANCE

Use of Performance Charts
Flight planning for any extended cross country flight in the L-29, will be done using the flight planning
charts and tables in the L-29 pilot operating hand book. These tables and charts include planning
information concerning taxi fuel, takeoff/climb time and fuel requirements, cruise charts for speed & fuel
and finally descent and landing charts which include the runway requirements.
The correct way to approach any flight planning, regardless of the length, is to always consult the flight
planning charts and the weight & balance for your aircraft. Weight and balance for the L29 is very simple.
You can carry full internal and external fuel plus two pilots each weighting 200 pounds and still be within
the allowable gross weight and center of gravity limits. This does NOT guarantee that you can get off the
runway. Only that you are within weight & balance limitations.
As a quick reference guide to daily flying of your aircraft, the following information has been taken from
two sources;
1. The flight planning charts in the L-29 manual,
2. Pilot experience from operating the aircraft.
Fuel Requirements
From engine start until Gear up: 100 L./ 26 gal.
Climb, cruise, decent, landing: 100 L/10 min. 26-gal/10 min.
Cross-country fuel burn below: 13,000 1 gal/mile (92% power)
Cross country fuel burn above: 13,000 1.25/mile (92% power)
Runway Requirements & Limitations

Full tanks, 95 degrees, paved runway, 2 pilots
Takeoff 4,000 runway length
Landing 4,000 runway length
A 4,000 runway gives the pilot approximately 1,000 runway remaining at lift off.
The airplane is routinely operated in and out of shorter fields. 3,000 runway length is plenty for takeoff
and landing if you are below 700 L of fuel.
These figures are for quick reference planning only. They are for operations at field elevations under
1,500. Always check density altitude and the aircraft performance charts.
17
OPERATING LIMITATIONS
The following section contains the operating limitations for the L29 Delfin. The information was
extracted from the approved pilot-operating manual.
It is illegal to exceed any manufacturers limitation. Exceeding any limitation may cause harm to you and
your aircraft.
Know them and use them.
General
Max Speed Sea level
Max mach
w/ EXT tanks
Maneuvering Speed
Best Glide
Holding
Service Ceiling
Acceleration Limitations
With EXT tanks
Max Crosswind (Demonstrated)
Max Time Inverted
Taxiway required for 180 deg. turn
CG Limitations
Extending gear moves CG aft
Max Gross Weight (Overload)
Takeoff weight (with one pilot and internal fuel)
Max landing weight
443 Kts.
.75
.70
189 Kts.
135 Kts.
162 Kts.
39,800 ft.
+8g -4g
+7.5.g -3.5g
23 Kts.
15 sec.
24 ft. min.
20.5-25.5%
.7-1.1%
7,828 Lbs.
7,078 Lbs.
7,243 Lbs.
Engine
Idle
Acceleration
Start: GPU
Start: Battery
Takeoff
Climb
Continuous
RPM %
35+4
102
100 (6 min.)
97 (30 min.)
94
Oil Pressure
Oil Temp (4 min. warm-up time)
Oil Capacity
Oil Consumption Max Rate
Starter Limitations
After 1 attempt, 2 min. cooling.
After 3 attempts, 30 minute cooling.
Air start Max Altitude
Max EGT
550 C
730 C
700 C
750 C
700 C
700 C
700 C
2.5 Max. 1.8 Min.

110 Max. 20 Min.
3.6 qts.
.6 qts/hr
26,300 ft.
18
Hydraulics
Tank quantity
Quantity in system
Accumulator quantity
Max hydraulic pressure
1.77 gal.
4.23 gal.
.70 gal.
100 Kg/cm2 .
Landing Gear & Brakes

Gear speed for extension & retraction
Max braking speed:
Fuel qty remaining
1300 L
1000 L
700 L
400 L
Brake applications and cooling
6 min after each landing
30 min after 6 landings
157 Kts.
Max Speed
76 Kts.
78 Kts.
81 Kts.
86 Kts.
Fuel System
Max Fuselage Capacity
Useable
Ext tanks
Fuel Pressure
1,030 L
1,000 L
300L
79 Kg/cm2 Max
Flight Controls
Flap operating speed
Flap auto retract
Speed Brake auto extend
Electrical
Battery (min for start)
Emergency battery time (if down loaded)
146 Kts.
157 11 Kts.
.70 M
24 volts
20 min.
Pressurization
Pressurization begins at
Safety relief valve opens at
6,500 ft.
.259 Kg/cm2
With engine running on ground, it is prohibited to move cabin pressurizer/heating lever full
forward. Hot air could damage the canopy.
Oxygen System
Normal System Pressure
HP
LP
Fill Pressure
30-150 Kg/cm2
5-7 Kg/cm2 .
2,100 psi
19
Pneumatics
Main Pressure System
Min
Max
Normal
Fill Pressure
Emergency Pressure System
Min
Max
Normal
50 Kg/cm2
150 Kg/cm2
50-150 Kg/cm2
2,100 psi
20 Kg/cm2
50 Kg/cm2
20-50 Kg/cm2
20
LIMITATION TEST
1. Max EGT for start on ships battery? _____________________________________
2. Max EGT for start on GPU battery? _____________________________________
3. Service ceiling? ____________________________________________________
4. Max speed? (Vmo) _________________________________________________
5. Max mach? (Mmo) _________________________________________________
6. Minimum oil pressure? ______________________________________________
7. Minimum oil temp? _________________________________________________
8. Maximum oil temp? _________________________________________________
9. Maximum fuel pressure?_____________________________________________
10. Minimum fuel pressure?_____________________________________________
11. Maximum time for 100% RPM? _______________________________________
12. Maximum time for 97% RPM? ________________________________________
13. Maximum EGT? __________________________________________________
14. Maximum continuous EGT? __________________________________________
15. Minimum RPM at idle? _____________________________________________
16. Maximum EGT at Idle? _____________________________________________
17. Fuel quantity total? ________________________________________________
18. Wing tank quantity? ________________________________________________
19. 700L of fuel is good for approx. how long? _______________________________
20. Maximum positive g loading w/ext. tanks?______________________________
21. Normal hydraulic pressure on gauge? ___________________________________
22. Normal pneumatic pressure on gauge? __________________________________
23. Normal accumulator pressure? ________________________________________
24. Brake cooling requirements? _________________________________________
25. Gear extension speed? ______________________________________________
26. Flap extension speed? ______________________________________________
27. Auto flap retraction speed? ___________________________________________
28. What restriction is there regarding brake use for landing weight? _______________
29. Maneuvering speed? _______________________________________________
30. Best glide speed? ________________________________________________
31. Maximum Inverted flight-time? _______________________________________
32. Maximum demonstrated crosswind? ____________________________________
33. Starter limitations? ________________________________________________
34. Minimum battery volts for start?_______________________________________
35. Emergency battery time? ____________________________________________
36. Maximum gross weight?_____________________________________________
37. Approximate range with full tanks?_____________________________________
38. Approximate endurance with full tanks? _________________________________
39. The sea level average weight I/O ground roll? _____________________________
40. The sea level average landing roll? _____________________________________
41. Max true sea level speed? ____________________________________________
42. Max true speed at 16,400 ft? __________________________________________
43. What is the landing configuration stall speed? _____________________________
44. What is the clean stall speed? _________________________________________
21
LIMITATIONS TEST ANSWERS

1. Max EGT for start on ships battery? ________________________________750 C
2. Max EGT for start on GPU battery? ________________________________700 C
3. Service ceiling? _____________________________________________39,800 ft.
4. Max speed? (Vmo) __________________________________________ 443 Kts.
5. Max mach? (Mmo) ____________________________________________.75/.70
6. Minimum oil pressure? ______________________________________ .5 Kg/cm2
7. Minimum oil temp? ____________________________________________ 20 C
8. Maximum oil temp ____________________________________________110 C
9. Maximum fuel pressure? ____________________________________ .79 Kg/cm2
10. Minimum fuel pressure?_____________________________________ 12 Kg/cm2
11. Maximum time for 100% RPM? __________________________________ 6 min.
12. Maximum time for 97% RPM? __________________________________ 30 min.
13. Maximum EGT? _____________________________________________700 C
14. Maximum continuous EGT? _____________________________________700 C
15. Minimum RPM at idle? _________________________________________ 35%
16. Maximum EGI at Idle?_________________________________________550 C
17. Fuel quantity total? __________________________________________ 1,330 L
18. Wing tank quantity? ___________________________________________ 300 L
19. 700L of fuel is good for how long? ________________________ (approx) 70 min.
20. Maximum positive g loading w/ext. tanks?___________________________7.5g
21. Normal hydraulic pressure on gauge? ____________________________0 Kg/cm2
22. Normal pneumatic pressure on gauge? ______________________ 50-150 Kg/cm2
23. Normal accumulator pressure? _____________________________ 50-80 Kg/cm2
24. Brake cooling requirements? ____6 min. after each landing, after 6 landings, 30 min.
25. Gear extension speed? _______________________________________ 157 Kts.
26. Flap extension speed? _______________________________________ 146 Kts.
27. Auto flap retraction speed? _________________________________157 11 Kts.
28. What restriction is there regarding brake use for landing weight? _________ Discuss
29. Maneuvering speed? ________________________________________ 189 Kts.
30. Best glide speed? ___________________________________________ 135 Kts.
31. Maximum Inverted flight-time? __________________________________ 15 sec
32. Maximum demonstrated crosswind? ______________________________ 23 Kts.
33. Starter limitations?_________________________ 3 trys 2 off between then 30 off
34. Minimum battery volts for start?___________________________________ 24 V
35.Emergency battery time?_______________________________________ 20 min.
36. Maximum gross weight?_____________________________________ 7,828 Lbs.
37. Approximate range with full tanks?______________________________500 miles
38. Approximate endurance with full tanks? ______________________________2:20
39. The sea level average weight I/O ground roll? _______________________ 1,950 ft
40. The sea level average landing roll? _______________________________ 1,790 ft
41. Max true sea level speed? _____________________________________ 330 Kts.
42. Max true speed at 16,400 ft? ___________________________________ 340 Kts.
43. What is the landing config. stall speed? ____________________________ 79 Kts.
44. What is the clean stall speed? ___________________________________ 90 Kts.
22
MEMORY ITEMS
Engine Fire During Start Or On Ground
1. Throttle IDLE
2. Fuel Shutoff Lever CLOSED
3. ENG Switch OFF
If Fire Persists
1. Fire Cock SHUT
2. Fire Ext Button PUSH
3. Abandon Aircraft
Hot Start
1. Throttle IDLE
2. Fuel Shutoff Lever CLOSED
Brake System Failure

1. Emergency Brake Lever PULL
Blown Tire During Takeoff Roll

1. Abort PERFORM
If aircraft has stopped
1. Engine Shutdown PERFORM
If takeoff is continued
1. Landing gear LEAVE DOWN
2. Flaps LEAVE DOWN
3. Airspeed 146 Kts. Max
Engine Failure / Fire During Takeoff

If stopping:
1. Throttle IDLE
2. Optimum Braking APPLY
3. Fuel Shutoff CLOSE
4. Fire Cock SHUT
5. Fire Ext Button PUSH IF REQD
6. All Electrical Switches OFF
7. Abandon Aircraft
If continuing:
8. Throttle MAX
9. ISO Valve Switch ON
10. Fire Ext Button PUSH IF REQD
11. Land ASAP
23
If insufficient thrust:
12. Forced Landing PERFORM
Partial Power Loss During Flight Below 500 AGL

1. ISO Valve Switch ON
2. Throttle SET RPM SMOOTHLY
3. Land ASAP
Elimination Of Smoke Or Fumes /Electrical Fire

1. O2 Demand Lever 100%
2. O2 Emergency LeverEMERGENCY
3. Distress DECLARE
4. Emergency DescentPERFORM
5. Cabin Pressure/Heating OFF
6. Ram Air Shutoff Lever CLOSE
Pressurization Failure. Above 10,000

1. Ram Air Shutoff Lever CLOSE
2. Cabin Pressure/Heating CHECK ON
24
HIGH ALTITUDE OPERATIONS

Cabin Pressurization & Heating
The cabin is air conditioned and pressurized by air from the engine compressor. Part of this air is used for
windshield deicing (outside) and for the anti-g suit system.
Hot, compressed air is led to an electrically controlled distribution valve. This valve leads the air either
directly to the cabin or, depending on the temperature selected by the pilot, via a cooling unit, to the
cabin. Both, the hot air and the cooled air utilize a common manifold.
Air supply to the cabin is controlled by the CABIN PRESSURIZER/HEATING lever located at the right
console in each cockpit. Upon opening the air supply to the cabin, sealing of the front canopy will occur,
if the canopy is closed and locked. A temperature control switch labeled CAB HEAT located on the right
console in the front cockpit has the positions AUTO/WARM/COLD and is used to control cockpit
temperature. A thermostat will, according to the temperature selected, electrically open or close the
distribution valve, when automatic temperature control is selected. Temperature control ranges from 16
C to 26 C. The selector is a knurled nut located left of the ejection seat at the rear wall of the front
cockpit labeled CAB TEMP PRESELECT.
The conditioned air is supplied to the pilots feet, the inside of the windshield and to the inside of the
canopies.
Pressurization of the cabin is controlled automatically by the Cabin Pressure Regulator. From 0 6,500 ft.
altitude the regulator valve is open and no pressurization occurs. From 6,500 26,000 ft. pressurization
occurs gradually. Above 26,000 ft. the cabin pressure is held at a constant differential of 0.226 kg/cm2
with ambient. A Cabin Altitude/Pressure indicator is located on the instrument panel in each cockpit.
Physiological Considerations
Hypoxia
Hypoxia is a deficiency in the amount of oxygen that reaches the bodys tissues. It affects the central
nervous system, brain, and other organs cannot function properly.
Factors that affect ones susceptibility to hypoxia are:
Smoking
Alcohol
Drugs including antihistamines, tranquilizers, sedatives, and analgesics
Anemia
Carbon Monoxide
Fatigue
Extreme Heat & Cold
Fever
And Anxiety
25
It is impossible to predict when or where Hypoxia will occur during a given flight or how it will manifest
itself, particularly if it occurs gradually. The symptoms of Hypoxia are as follows:
Increased sense of well-being (a feeling of euphoria) or belligerence
Rapid Breathing
Slow Reactions
Impaired thinking ability
Unusual fatigue
Dull headache
Warm or tingling sensations
Sweating
Loss of or reduced vision
Blue discoloration of the fingernails and lips
Note: The symptoms are slow but progressive, insidious in onset, and most marked at cabin altitudes
above 10,000 feet.
Performance can seriously deteriorate with 15 minutes at 15,000 feet. Night vision can be impaired
starting as low as 5,000 feet. Heavy smokers experience early symptoms of Hypoxia at lower altitudes.
Altitude & Blood Oxygen Saturation
Cabin Altitude
Sea Level
10,000 Feet
14,000 Feet
16,000 Feet
18,000 Feet
20,000 Feet
40,000 Feet
Oxygen Level Effects

95-98 %
90 % Could experience some symptoms of blood
oxygen starvation
84% Thought, memory and judgment are
substantially impaired. Peripheral vision may be
affected to a point where only central vision
remains (tunnel vision) and hands could begin to
shake
77 % You may not be able to control the aircraft
and could even lose consciousness
71 % Loss of consciousness could occur in about
15 to 30 min.
Time of useful consciousness: 10 minutes
Time of useful consciousness: 15 seconds
26
Note: Time of useful consciousness without oxygen:

Cabin Altitude
40,000 Feet
35,000 Feet
30,000 Feet
28,000 Feet
26,000 Feet
24,000 Feet
22,000 Feet
20,000 Feet
15,000 Feet
Time of Useful Consciousness

15 seconds
20 seconds
30 seconds
1 minute
2 minutes
3 minutes
6 minutes
10 minutes
Indefinite
Preventative measures:
Refrain from alcohol
Dont smoke prior to flight
Use only medications prescribed by a flight surgeon or aviation medical examiner
Carry and use supplemental oxygen on board when you fly above 10,000 feet during the day and above
5,000 feet during the night.
Hyperventilation
Cause: excessively rapid and deep breathing when a stressful situation is encountered in flight Effect: a
decrease of carbon dioxide in the blood Symptoms: similar to Hypoxia and include lightheadedness,
suffocation, drowsiness, disorientation and painful muscle spasms.
27
STANDARD FLIGHT MANEUVERS & CONFIGURATIONS

Starting
After completing the START CHECK, through the final items, apply the brakes or insure the aircraft is
chocked. Depress the starter button for three (3) seconds. You will hear the starter engage at half power.
After 3 seconds the igniter plugs are energized. Within 5 seconds, you will hear the starter get full power.
At that time advance the FUEL SHUTOFF LEVER full forward. The maximum EGT for starting with the
ships battery is 750c. Maximum EGT for start with a GPU is 700c. Regulate the EGT during start by
moving the FUEL SHUTOFF LEVER back and fourth. When EGT stabilizes the FUEL SHUTOFF
LEVER should be full forward. The movement of the Fuel control lever is very, very small.
After the start is complete, ensure that the -oil and fuel pressure are within limits and or rising. OR
pressure at idle is .5. Any value under that will require the engine to be shut down. The engine requires a
minimum of 4 minutes to warm up.
If any of the following exists during or after start, the engine must be shut down:
1. No sparking of igniters
2. No oil pressure indication
3. EGT exceeds maximum
4. No RPM rise
5. Idle RPM not reached within 60 seconds
6. Oil pressure below .5
Starter limitations allow for 3 start attempts to be made with a 2 minute cooling period between each
attempt. After the third attempt, a 30-minute cooling period is required.
To shut down the engine, allow the engine to stabilize at Idle, and then move the FUEL CONTROL
LEVER to the closed position. (Full aft)
It is critical that the pilot knows and listens for the sounds associated with the start sequence. The initial
engagement of the starter, the igniters and the second acceleration of the starter as 400 amps are applied.
If you dont hear any one of these sounds, abort the start. SOMETIMES the igniters come on late, after
the second starter acceleration. This is ok. Just dont add the fuel until you hear the igniters.
Taxi
Certain taxi techniques are peculiar to the L-29 aircraft because of the design of the brake system, and the
full castering nose gear.
To begin taxiing the aircraft, release the hand or parking/emergency brake. The airplane, in most cases
will begin to roll at idle power. Should you need to add power to start the aircraft moving, limit power to
45% RPM maximum. The pilot must be aware of ramp congestion and jet blast. Power in excess of 45%
RPM, should only be used with assurance that the area behind the aircraft is clear.
Visibility is excellent from the cockpit. However, wing tip clearance is difficult to judge. Taxi on the
centerline at all times.
Brakes are used for turning and stopping. Before turning, reduce speed to avoid excess side loads, push
28
full rudder in the direction of the intended turn, and slowly apply brake pressure. DO NOT continue to
squeeze the brake handle until you feel it start to grab. Apply a small amount of pressure and wait until
you feel the result. Then if you require more, apply it in the same small amount. The system is very
sensitive and takes a soft touch to master. After the turn is complete, release the brake pressure and center
the rudder pedals. The nose gear should straighten out. If it does not straighten out, apply rudder in the
opposite direction of the turn and apply a small amount of brake pressure. To stop the aircraft straight
ahead, keep rudders centered and apply brake pressure. A small amount of walking the rudders will
help in keeping straight.
The nose gear is controllable through 60 degrees of turn.
It is better to let her roll than to slow down to much during taxi. A little extra speed helps to dampen the
sensitive brakes. It also provides a little rudder control.
Do not ride the brakes. Intermittent brake usage will allow a cooling period between applications.
Takeoff
A normal takeoff begins with proper alignment on the runway centerline. Hold the brakes firmly. Set the
throttle smoothly to 80% RPM check engine instruments. Advance throttle to 100% and release the
brakes.
Directional control is maintained with differential braking until the rudder becomes effective at
approximately 22 Kts. Remember how sensitive the brakes are. Use them sparingly.
The control stick should be neutral at the beginning of the takeoff roll or a sufficient amount of aileron
into the wind.
At approximately 75 Kts., lift the nose wheel off the runway. This will require a nose pitch of
approximately 6 degrees. In this attitude, total drag is minimum and acceleration is maximized. At the
computed takeoff speed the aircraft will fly itself off the runway. Just apply enough back pressure to raise
the nose gear off the runway. To much back pressure will result in a nose high attitude and extend the
ground roll. The L-29 will fly off the runway at approximately 80 to 90 Kts.
Maintain runway heading. At 50 AGL, with a positive rate of climb indicated on the ALTIMETER,
retract the landing gear. Increase pitch to 10 degrees. At 108 Kts., select flaps up. Increase pitch to 12
degrees. This entire takeoff and clean up is done in a shallow climb. We are trying to let the aircraft
accelerate as quickly as possible while climbing to a safe altitude. As the flaps retract, the horizontal
stabilizer is moving. The nose will pitch-up when flaps come up. Let it. Just stop it at 12 degrees.
As the aircraft approaches a safe maneuvering altitude or pattern altitude, when clear of the pattern lower
the pitch to 6 degrees and accelerate to best climb speed or anything above 150 Kts. Then retard the
power to 97% RPM. Remember that 100% power is limited to 6 minutes. The best rate of climb speed
189 Kts./.35M. Do not make any turns below 500 feet AGL unless the departure or other factors require
you to do so.
The flaps will automatically retract at 156 Kts. 11 Kts.
If you are remaining in the pattern, after reaching pattern altitude, BEFORE you lower the nose, reduce
power to approximately 75%. At 12 degrees pitch with flaps up, you will be climbing at an airspeed of
120-130 Kts. By reducing power before lowering the nose, the airspeed will remain 120-130 Kts. If you
29
lower the nose first, the airspeed wifi immediately climb to 150 Kts. or more. The problem is, the Cessna
or Cherokee in front of you is only doing 85 Kts.
Takeoff Engine Failure

If the engine fails while still on the runway, perform the abort procedure. Maintain directional control
with the rudder and brakes. Retard the throttle to idle, and apply maximum braking until the aircraft
STOPS. Many times it will appear that you have sufficient runway remaining, dont be fooled. Use
MAXIMUM BRAKING UNTIL COMPLETELY STOPPED. While slowing, as workload permits and
depending on the reason for flame out, if the aircraft is on fire or is showing signs of a possible fire, close
the FUEL CONTROL LEVER and the FIRE COCK SWITCH.
If the aircraft is airborne when the engine fails, fly straight ahead. DO NOT attempt to turn back to the
runway. Small corrections and turns are possible, but you will not make the runway. Time permitting,
apply full throttle, & open the ISOLATION VALVE. If it was a fuel control problem, this is the only way
to get fuel to the engine. If engine will not relight leave gear down to absorb some of the impact. Try to
secure the engine before landing. DO NOT change aircraft configuration. FLY THE AIRPLANE!
If ditching into water, it is recommended to leave the gear up.
Aborted Takeoff
An aborted takeoff is an emergency procedure. If it is treated as anything less, you run the risk of hurting
yourself and the aircraft.
There are only a few good reasons for initiating a high-speed abort.
1.) Engine failure or fire while still on the ground. 2.) Structural failure, including tire failure. 3.) Cockpit
fire or smoke. Any other indications such as warning lights, would not warrant a high-speed abort.
A high-speed abort requires an immediate response. When the decision is made to discontinue the takeoff,
maximum braking must be applied. The brakes must be applied IMMEDIATELY. Anything less than
FULL brakes may result in the aircraft running off the end of the runway. Use max braking until
STOPPED. Remember, you are doing close to 100 Kts. and weigh close to 7,000 pounds. Light braking
will NOT be sufficient to stop you.
Abort Procedure
1. Throttle Idle
2. Maximum Braking Apply
3. Maintain Directional Control
4. Speed Brakes Extend
5. Advise the Tower
6. Taxi Clear of Runway
7. Observe Brake cooling Requirements
Once you decide to abort- DO IT You CANNOT change your mind!
The time to consider an abort is before the takeoff roll is started. You must decide what circumstances
will require an abort and wider which circumstances you will continue the takeoff.
Items to consider:
30
Runway Condition. Wet? Dry? Slippery?

Nature of Malfunction
Speed
Braking Effectiveness. Hot brakes mean less effectiveness
Climb
To obtain the maximum rate of climb, it is necessary to use 100% RPM initially and reduce the power to
97% RPM after 6 minutes.
Maintain 97% for a maximum of 30 minutes. The initial climb speed is 189 Kts. After 30 minutes, reduce
power to the max continuous-94% RPM. As you climb above 10,000, the airspeed will start to decrease.
At 17,000 you will be indicating approximately 160 - 170 Kts.
Passing 18,000 feet, remember to reset your altimeter to 29.92.
OPS NOTE
The Pilot Operating Handbook says to climb at 189 Kts. until .35 mach, which occurs at around 11,000.
The problem is that the first indication on the mach meter is .5 mach.
Cruise
When level at the desired altitude, allow the aircraft to accelerate to the recommended speed as outlined
in the manual, then after reaching this speed, reduce the power to approximately 92% RPM or max
continuous 94% RPM.
The normal cruise schedule is defined as;
250 Kts. below 10,000 feet.
OR
A variable speed schedule based on nautical miles per 100 pounds of fuel.
OR
Chart lAS that yields Mach.70 max.
OPS NOTE
When leveling off at cruise altitude, allow the aircraft to accelerate to at least 200 Kts. or more. Then
throttle back to 92%. 200 Kts. is a typical cruise speed.
Flight plan 1 gallon per mile. At altitudes above 10,000, you can get about 1.25 miles per gallon. (25%
increase)
FARs; 250 Kts. is maximum speed below 10,000 200 Kts. is maximum speed in the traffic pattern
Descent
A normal descent is flown at cruise power. Just lower the nose and allow the airplane to accelerate. If you
are close to the airport, then you can pull the throttle to idle if desired and slow as necessary.
A high speed, high rate of descent can be executed by pulling throttle back to idle, extending speed brakes
31
and accelerating to the max airspeed.

Passing through 18,000 reset altimeters.
Observe airspeed of 250 Kts. when below 10,000 feet.
VFR Traffic Pattern & Landing

When below 10,000 feet and within 10 miles of the airport, reduce airspeed and adjust rate of descent so
as to enter the traffic pattern at 1,500 feet AGL at an airspeed at or below 130 Kts.
Caution in the traffic pattern should be exercised as most VFR, light airplane traffic will be lower and
slower than you.
When downwind, at a point abeam the point of landing, select gear down and slow to 120 Kts. Select
flaps 15 and slow to 110 Kts. This will provide approximately 1.4 Vso. Turning from base to final and
when landing is assured, select landing flaps, 30 degrees, allow airspeed to slow to 95 to 100 Kts. This
speed will also provide greater than 1. 3 Vso protection.
Power to hold airspeed on final will be approximately 70-75% RPM. NEVER reduce power below 56%
RPM. Should the power be reduced below 56%, thus allowing the engine to UNSPOOL, it can take up
to 14 seconds to spool up should you need to add power. If you are high and fast, it is okay to pull the
throttle to idle.
The normal aiming point for landing when established on final is approximately 50 short of the runway.
As you start the round out at the bottom of your descent, bring the throttle to idle. DO NOT flare the jet. It
will look like you are going to drive the nose gear into the runway. You wont. Pick a fairly level attitude
and hold it until the airplane lands.
When approaching the runway threshold and landing is assured, reduce power to idle. Allow airspeed to
slow to 85 Kts. Normal touchdown will occur at approximately 76 Kts. After touchdown, hold the nose
wheel off the runway for as long as possible so as to take advantage of aerodynamic braking. When the
nose is lowered, apply normal braking and maintain directional control with rudder and brakes as
necessary. Speed brakes will allow you to maintain a higher power setting on final and will assist in
aerodynamic braking after landing.
AFTER clearing the runway, retract the flaps to 0, check brake pressure and depressurize the canopy.
When landing without flaps, no increase in the final approach speed is necessary. Fly a normal approach.
Minimum speed in the clean configuration is 120 Kts.
OPS NOTE
After landing it is a good idea to have your back seater depressurize and open their canopy. Fresh air will
make them feel better.
Final approach means on final. No turns greater than 15 degrees. If you are high, get the speed first, and
then descend.
32
Touch & Go Landings

After a normal landing, hold the nose wheel off the runway, normal 6-degree takeoff attitude. Select flaps
to 15, set trim to takeoff position and apply max power. After the aircraft lifts off perform the normal
takeoff clean up procedure.
If the landing touch down is to far down the runway for a safe takeoff, make a full stop. If a full stop
landing is made, and you intend to make another takeoff and landing, remember the brake cooling
requirements.
Short Field Landing

Because of its extremely slow approach speeds, the L-29 is an excellent short field aircraft.
Fly a normal approach. On final reduce airspeed to not below 1.2 Vso (approx. 90 Kts.). This speed is
such that if the throttle were reduced, the airplane lands. As soon as the aircraft is firmly on the ground,
lower the nose and apply maximum braking.
Abnormal Flap Operations Including Zero Flap Landings

The L-29 normal landing configuration is with flaps full, 30 degrees. However the aircraft can be landed
safely with 15 or 0 degrees of flaps. The differences that the pilot will notice is that the nose attitude will
be slightly higher than normal, and the airplane will not slow down as quickly.
After gear extension, maintain 110 Kts. while maneuvering to final. This speed will provide
approximately 1.3(Vso) stall protection. On final allow the airspeed to slow to 100 Kts. This will be the
speed until very short final. Approaching the runway threshold, on the desired glide path, slowly retard
the throttle to idle. If your speed was 100 Kts. and you were on the normal L-29 glide path, the airplane
will glide across the runway threshold at approximately 85-90 Kts. in a slight nose high attitude. As with
a normal -landing, only a very small amount or no flare is required. After touch down. immediately lower
the nose to the runway. When speed has slowed to braking speed apply brakes.
Considerations; Airspeed control is very important. This airplane glides-alot!
Altitude and glide path is critical. The L-29 is a clean airplane. It will not bleed off excess airspeed very
quickly. So if you are fast on final you will have trouble slowing to cross the runway at 90 Kts. This
results in floating down the runway or higher touch down speeds.
Speed Brakes; if you are high on final, the tendency is for the pilot to lower the nose. Because of the
requirement to maintain at least 56% power on final, lowering the nose will result in an increase in
airspeed. Speed brakes should be used to control the airspeed when the nose is lowered. When back on
glide path retract speed brakes. If you find that you are to low on final, add sufficient power (90%) to stop
the descent. You will fly into the glide path from underneath. As you start down again, reduce power to
maintain descent rate and speed. If you find yourself high and fast on final, the best procedure is to go
around. If you must land from this position, do not be afraid to bring the power back to idle. With excess
airspeed and altitude, you have many options.
If you maintain airspeed, this airplane will do everything right.
Go Around Or Rejected Landings / Missed Approach

Many go arounds are not initiated until the aircraft is very low and close to the runway. When ATC or
you as a pilot realize that a go around is required, it is important to stop the descent of the aircraft. You
33
must positively rotate the aircraft to a climb attitude and apply maximum power. A positive rotation to
approximately 10 degrees will stop the descent and start the aircraft climbing. Select flaps 15. Rotate the
airplane smoothly to 10 degrees. When a positive rate of climb is indicated on the ALTIMETER, select
the landing gear up. At a minimum of 150 feet AGL and 108 Kts., select flaps 0.
Procedure
1. Throttle Max power (mechanical stop)
2. Flaps 15
3. Positive climb Gear up
4. Airspeed 108
5. Flaps up at 150 AGL
OPS NOTE
It is more critical to gain altitude rather than accelerate to 108 Kts. for flap retraction.
Forced Landing
If the decision is made to attempt a forced landing, it is extremely important that the pilot devote
sufficient concentration to establish a satisfactory forced landing pattern. The Overhead pattern offers
the most accurate control of the touch down point and shall be utilized whenever possible. However the
pattern may be entered at any convenient point.
If the engine is developing any amount of thrust, it is better to leave it running unless there is a more
serious problem. If the engine is vibrating, popping or on fire then it should be shut down.
High key is a point on the opposite side of the runway from where down wind will be flown abeam the
end of the runway at an altitude between 4,000 & 6,500 feet AGL. The aircraft should be flying upwind
on runway heading. When abeam the departure end of the runway, start a turn across the runway to enter
down wind. During this turn, airspeed should be allowed to slow to the best glide speed of 135 Kts.
Maintain altitude while slowing. Maintaining airspeed will result in a rate of descent such that when you
roll out of the turn down wind, you will be at approximately 4,000 feet AGL. Lower the gear when you
are downwind. Abeam the approach end of the runway you will be at 3,500 this point is known as Low
Key. Distance from the runway at low key is 1 1/2 miles. Airspeed will be less than 135 Kts. The turn
from down wind to base to final is a continuous turn. Basically you turn from down wind to final. Your
altitude from base to final should be 2,000 AGL. At this point the decision must be made whether or not
you can make the runway. If a runway landing is assured, reduce airspeed to 110 Kts. and extend full
flaps (to simulate emergency flap extension due to engine quitting).
The touch down/aiming point is the first 1/3 of the runway. (Unlike the normal point, 50 feet short)
SFO- simulated flame out, is a way to practice this procedure. Utilizing idle power until the decision
height, 2,000AGL at which point power should be increased to 56% because of spool up time.
Continually reassess your position.
OPS NOTE
This airplane glides a long way. If you are 6,500 at high key, you will need to fly 2 - 3 miles beyond the
end of the runway before turning downwind.
Remember with engine failure, you must use the alternate gear and flap extension. You will have but one
34
flap selection, 30 degrees. Dont lower them until you know you have the runway made.
Steep Turns
For training purposes, steep turns are to be conducted at an airspeed of 189 Kts. Stabilize, and trim the
aircraft for the selected speed. Slowly roll into a 45-degree bank turn. As the bank angle passes 30
degrees, increase power slightly to maintain airspeed and apply a small amount of back pressure to
maintain altitude. Hold altitude, bank and airspeed constant.
As compared to a normal turn, the pitch inputs required will be larger, and varying the bank angle will
make pitch control more difficult. Excursions from the entry condition should be corrected by prompt but
smooth positive control inputs and/or thrust. If altitude loss becomes excessive, shallow the bank until
precise altitude/airspeed control is re-established. Precision is secondary to smooth and positive control.
Trim out stabilizer forces throughout the turn.
During the roll out airspeed will increase. As tile wings are rolled
level, reduce thrust to the level selected before the turn was started. Lead the roll out heading by 15 to 20
degrees.
The horizon (outside) is the primary indicator in performing steep turns.
The altimeter is accurate and should be used throughout the turn. Be alert for altimeter needle movement
and use prompt and smooth elevator input for corrections.
The VSI will show a load factor change as a change in vertical speed. Dont chase it.
OPS NOTE
If the turn is not going well, roll out and start over. If you climb or descend during the turn, correct back
to the right altitude. If you dont correct, the instructor will assume that you dont see that you are off
altitude or airspeed.
Slow Flight Or Flight At Critically Slow Airspeed

The objective in teaching slow flight is to recognize changes in the airplane flight characteristics at
critically slow airspeeds in various attitudes and configurations. To recognize imminent and full stalls and
accomplish prompt, positive and effective recoveries in all normally anticipated situations.
The airplane will be flown at such airspeeds that controllability is minimized to the point that if the angle
of attack were further increased by an increase in load factor or a decrease in airspeed, an immediate stall
would occur. The minimum airspeed in a clean configuration that we use in the L-29 is 120 Kts. This
airspeed is sufficient to provide stall protection while maneuvering the aircraft in the normal traffic
pattern and during traffic avoidance. For slow flight training, we will fly at 100 Kts. in the clean
configuration.
Clean Configuration; the most efficient way to slow the aircraft is at idle power. At idle, of course the
nose will tend to drop. Hold altitude. Trim the aircraft to reduce elevator pressure. Maintain coordinated
controls to maintain altitude and heading. As the airspeed approaches 100 Kts., advance the power
sufficiently to maintain altitude and airspeed. This will require approximately 80 to 90% RPM trim. The
maneuver should be accomplished in medium banked level, climbing and descending turns as well as
straight and level flight.
35
Pitch controls airspeed - Power controls altitude

The airplane is slow to react to power changes. Be patient.
Landing Configuration; Maintain altitude and airspeed at 100 Kts. As in our normal pattern operations,
lower the landing gear first. When 3 green and 3 barber poles appear, select flaps 15. The L-29 tends to
pitch over when flaps are lowered. Trim. Prior to selecting landing flaps, give the airplane a chance to
stabilize. As drag increases, the power requirement will increase. Apply sufficient power to maintain
altitude at 100 Kts. Select flaps 30.Trim. Perform the landing checklist. Allow the aircraft to slow to 90
Kts. This airspeed will allow a stall protection of 1.25(Vso). As in the clean configuration, medium bank
level, climbing and descending turns will be preformed.
Recovery from slow flight will be the same technique used in our stall and go around procedures; Max
power, flaps 15, positive rate, gear up. At this point, allow the airplane and the pilot to stabilize. We are
accelerating so you will have to lower the nose to maintain altitude. Trim. As flaps retract, the nose will
pitch up. Actually what is happening is that the tail is dropping. The pitching up of the nose will assist
in maintaining attitude and altitude. Select flaps 0. Nose will pitch up. Continually trim the aircraft. As
the airplane approaches the desired speed reduce to your normal cruise power setting and trim for straight
and level.
Acceptable Performance; Altitude 100 feet, Airspeed 10 Kts. Heading 10 degrees.
Stalls
The purpose in teaching and demonstrating stalls is not to show what the aircraft will do when it stalls,
rather it is to teach the signs and indications of a impending stall and to recover with a minimum loss of
altitude. Recovery is always initiated at the FIRST indication of a stall. When approaching a stall under 1
G conditions, prestall warning occurs in the form of light to moderate airframe buffeting and vibration
of lateral controls approximately 4 to 5 Kts. ahead of the stall. After passing the stall point, a nose and
wing drop will occur.
Approach to landing stall
1. Throttle 56% RPM
2. Airspeed 110 Kts
3. Flaps 15
4. Gear Down
5. Flaps 30
Hold altitude until the first indication of a stall.
Recovery
1. Throttle Max power (mechanical stop)
2. Back stick pressure Fly the nose to the horizon
3. Wings Correct to level
4. Flaps 15
5. Airspeed Accelerating
6. Rotate Climb attitude
8. Airspeed 108
9. Flaps up
36
The recovery in an aircraft with plenty of power and excellent low speed qualities is relatively simple.
When max power is applied and the nose is flown to the horizon the aircraft will start to fly. Then simply
rotate to a climb attitude to stop the descent.
Departure Stall
1. Throttle 56%
2. Airspeed 110 Kts
3. Flaps 15
4. Gear Down
Hold altitude until the first indication of a stall.
Recovery
1. Throttle Max power
2. Back stick pressure ...Fly the nose to the horizon
3. Wings Correct to level attitude
4. Airspeed Accelerating
5. Rotate Climb attitude
7. Flaps 108 Kts. flaps up
Rapid Descent & Recovery

This maneuver is designed to bring the aircraft down smoothly to a safe cabin altitude in minimum time
in case of an uncontrollable loss of cabin pressurization. The oxygen procedures may be omitted when
pressurization problems or contamination of cabin atmosphere are not present. The rate of descent
required depends on the rapidity with which the cabin pressure is lost and on the airplanes altitude at the
time of the problem. No simple rule can establish when a rapid descent is necessary in a given case.
As a guideline;
- if the cabin pressure indicator is indicating an uncontrollable climb, a rapid descent is necessary if the
airplane is above 20,000 feet.
- if the airplane is above 25,000 feet, a descent at near maximum practicable rate is required.
Between 25,000 & 30,000 feet, useful consciousness is lost in one to four minutes and death can occur in
eight to ten minutes without adequate cabin pressure or supplemental oxygen. An explosive
decompression can cut these times in half the severity increases rapidly above 30,000 feet.
CAUTION
DO NOT RUSH INTO A RAPID DESCENT. FIRST,
DETERMINE IF THE CABIN PRESSURE IS
UNCONTROLLABLE. ACCOMPLISH THE PROCEDURE
METHODICALLY.
BE SURE TO FLY THE AIRPLANE.
If the cabin is controllable, no rapid descent is required. If the cabin is uncontrollable, initiate a rapid
descent.
37
CAUTION
DETERMINE STRUCTURAL INTEGRITY OF THE AIRCRAFT PRIOR TO MAKING
SIGNIFICANT CHANGES IN SPEED OR CONFIGURATION. IF
INTEGRITY IS IN DOUBT, LIMIT SPEED AS MUCH AS
POSSIBLE, PREFERABLY AT OR BELOW THE SPEED
AT THE TIME OF THE PRESSURIZATION PROBLEM.
AVOID HIGH MANEUVERING LOADS. DO NOT
CHANGE THE AIRCRAFT CONFIGURATION IF
STRUCTURAL INTEGRITY IS IN DOUBT.
Procedure
1. Oxygen On 100% (if installed)
2. Throttle Idle
3. Speed brakes Extend
4. Pitch 25 degrees nose down
5. Deicing lever On
6. Cabin Heat sw Warm
7. Airspeed .70M / 443 Kts.
For a minimum loss of altitude during dive recovery, the following procedure is recommended.
CAUTION
DURING DIVE RECOVERY AT
HIGH SPEEDS NEAR THE LIMITING
AIRSPEEDS, STICK FORCES CAN BECOME
EXCESSIVE EVEN WITH THE ELEVATOR
TRIM TAB IN THE FULL UP POSITION.
Recovery
1. Throttle Idle
2. Speed brakes Extend
3. Wings Level
4. Back stick pressure Apply
Care must be taken that the G limitation is not exceeded. Refer to Altitude Loss During Dive
Recovery in the AOM.
Aerobatics
The following maneuvers may be performed with and without external tanks. The Maximum positive G
load for the L-29 is 8. The Maximum positive G load for the L-29 with external tanks is 7.5. The
Maximum negative G load for the L-29 is -4. The Maximum negative G load for the L-29 with
external tanks is -3.5.
38
MANEUVER
Loop
Immelmann
AileronRoll
Barrel Roll
Split S
Stalled Turn
Chandelle
Lazy 8
Clover Leaf
POWER
97%
97%
94%
94%
94%
94%
97%
94%
94%
SPEED
280/97
280/108
108 Min
250
119 Max
216/135
216
216/97
280/97
OPS NOTE
During over the top maneuvers, the airspeed will decrease rapidly, even to 0 indicated. Use the controls
with care.
39
APPENDIX
Normal Checklist
EXTERIOR PREFLIGHT
12. Radio Altimeter Antenna ...................CONDITION

13. Right Main Gear Down Light............CONDITION
14. External Tank........................................CONDITION
15. Pitot Boom.............................................CONDITION
16. Wing Tip, Position Light............................. CHECK
17. Aileron .......................CONDITION, MOVEMENT
18. Flaps...............................................CONDITION, UP
AFT FUSELAGE - RIGHT SIDE
COCKPIT
1. Control Lock..............................REMOVE & STOW
2. All Switches ............................................................ OFF
3. Circuit Breakers....................... CHECK ON (All Up)
4. Pneu. Pressure ................................................. CHECK
NOSE SECTION
1. O2 & Pneum. Access Door .........................CLOSED
2. Mech. Nose Gear Indicator ................................. OUT
3. Nose Compartment .............................................OPEN
4. PNEU PRESS Drain Valve .........................CLOSED
5. Battery Drain Line .............................. CONNECTED
6. Battery Cable........................................ CONNECTED
7. FIRE EXTINGUISHER SWITCH........................ON
8. Nose Compartment .......................................... CLOSE
NOSE WHEEL WELL
1. Nose Gear General Condition....................... CHECK
2. Tire...............................................................INFLATED
3. Taxi Light................................................CONDITION
4. Gear Down Light....................................CONDITION
5. Gear Doors Mech. Linkage ....................ENGAGED
6. Hoses & Cables ......................................CONDITION
7. Micro switch ...........................................CONDITION
8. Downlock....................................................ENGAGED
FORWARD FUSELAGE - RIGHT SIDE
1. Antennas..................................................CONDITION
2. Fuselage General Condition.......................... CHECK
RIGHT WING
1. Air Intake PLUG OUT....................CHECK CLEAR
2. Right Main Gear Mech. Indicator...................... OUT
3. Right Main Wheel Well........................CONDITION
4. Tire...............................................................INFLATED
5. Shock Absorbers ...................................... NO LEAKS
6. Gear Doors Mech. Linkage .....................ENGAGED
7. Hoses & Cables ......................................CONDITION
8. Uplocks (2)...........................................................OPEN
9. Microswitches (2)...................................CONDITION
10. Hyd. Drain (Flaps-Gear)....................... NO LEAKS
11. Voltage Regulator Access .........................CLOSED
1. All Doors ........................................................CLOSED

2. Speed Brake.........................CONDITION, CLOSED
3. Tail Skid...................................................CONDITION
TAIL SECTION
1. Stabilizers (Right Side).........................CONDITION
2. Elevator, Trim Tabs...............................CONDITION
3. Rudder.........................................FREE MOVEMENT
4. Position Light..........................................CONDITION
5. Tail Pipe.................... PLUG OUT, CHECK CLEAR
6. Thermocouples .......................................CONDITION
7. Turbine Blades .......................................CONDITION
8. Stabilizers (Left Side)............................CONDITION
AFT FUSELAGE - LEFT SIDE
1. All Doors ........................................................CLOSED
2. Speed Brake.........................CONDITION, CLOSED
3. Oil Filler Cap ..............................................SECURED
LEFT WING
1. Flaps & Mech. Ind.........................CONDITION, UP
2. Aileron .........................CONDITION, MOVEMENT
3. Wing Tip, Position Light ............................... CHECK
4. Pitot Boom...............................................CONDITION
5. Radio Altimeter Antenna......................CONDITION
6. External Tank..........................................CONDITION
7. Left Main Gear Down Light.................CONDITION
8. Left Main Wheel Well...........................CONDITION
9. Tire...............................................................INFLATED
10. Shock Absorbers ................................... NO LEAKS
11. Gear Doors Mech. Linkage ...................ENGAGED
12. Hoses & Cables ....................................CONDITION
13. Uplocks (2).........................................................OPEN
14. Microswitches (2).................................CONDITION
15.Landing Light .................................IN, CONDITION
16. Left Main Gear Mech. Indicator....................... OUT
17. Air Intake..................PLUG OUT,CBECK CLEAR
FLUID & PRESSURE CHECK
1. Hydraulic Fluid Level (RT SIDE) ................ CHECK
2. Fuel Level (LEFT SIDE) ............................... CHECK
3. Pneu. Pressure Gage Rear CP....................50 kg/cm2
40
CHECK OPERATION OF LIGHTS IF NIGHT

FLIGHT IS ANTICIPATED
AFTER ENTERING COCKPIT
1. CAB PRESS DUMP Valve.........................CLOSED
2. Fire Cock Lever...................................................OPEN
3. FUEL SHUTOFF Lever...............................CLOSED
4. Deicing Lever.......................................................... OFF
5. Isolation Valve........................................................ OFF
6. Flaps Buttons............................................... ALL OUT
7. Elevator Trim.................................CHECK TRAVEL
8. Taxi/Landing Light Switches............................... OFF
9. Landing Gear Buttons (2) ....................CHECK OUT
10. Emer. Gear Ext. Valve ...............................CLOSED
11. Emer. Flaps Ex. Valve ...............................CLOSED
12. AIICIBs ..................................................................ON
8. EGT/Fuel Pressure...............................SLIGHT RISE

9. Isolation Valve Switch .......................................... OFF
10. C+Wpanel....................................................... CHECK
11. Fire Warning Circuit..................................... CHECK
12. EGT ................................................................. CHECK
13. Fuel Press / Oil Press / Oil Temp ............... CHECK
14. Fuel Quantity................................................. CHECK
BEFORE TAXI
1. ATIS ......................................................................COPY
2. Altimeter.................................................................. SET
3. Flight Instruments ........................................... CHECK
4. Engine Instruments ......................................... CHECK
5. Transponder............................................................SBY
6. Canopy............................................................CLOSED
7. Hyd. / Pneu. Pressures ................................... CHECK
8. Taxi Clearance..............................................RECEIVE
BEFORE STARTING ENGINE
BEFORE TAKEOFF
1. Helmet........................................................................ON
2. Radio Cable ................................................ CONNECT
3. Control Stick & Rudder.......................MOVEMENT
4. BATT Switch............................................................ON
5. VOLT/AM Meter............................................ CHECK
6. ENG Switch ..............................................................ON
7. C+WPanel..............................................................TEST
8. Gear Indicator Lights ..........................................TEST
1. Trim......................................................................2AFT
2. Speed Brakes.....................................IN, LIGHT OUT
3. Flaps ...........................................................................15
4. Fuel Quantity ................................................... CHECK
6. Canopy........................................................... LOCKED
7. Harness ...............................................................TIGHT
8. C + WPanel...................................................... CHECK
9. Flight Controls ................................................. CHECK
10. Pressurization............................................AS REQD
11. Emergency Briefing.................................PERFORM
ENGINE START
1. Canopy............................................................CLOSED
2. GEN Light..................................................BLINKING
3. DO NOT START Light ....................................... OUT
4. Throttle................................................................... IDLE
5. GND START Button.....................................PUSH 3s
6. Igniters .............................LISTEN FOR SPARKING
7. FUEL SHUTOFF Lever.....................................OPEN
8. EGT..................................................................... <750C
9. Fuel/Oil Pressure..............................................RISING
10. Idle RPM...................................35-39% MAX in 60s
11. Fuel Pressure .....................................12 kg/cm2 Min.
12. Oil Pressure.......................................0.5 kg/cm2 Min.
13. Oil Temp ......................................................20C Min.
14. EGT Idle ...................................................550C Max.
AFTER ENGINE START
1. DAY Switch..............................................................ON
2. GEN Switch ..............................................................ON
3. GEN Light.............................................................. OUT
4. RADIO Switch .........................................................ON
5. Pressurization..............................................AS REQD
6. Isolation Valve Switch ............................................ON
7. RPM..............................................................1-3% RISE
TAKEOFF
1. Brakes................................................................. APPLY
2. Throttle..................................................................... 90%
4. Brakes............................................................RELEASE
5. Throttle...................................................................MAX
6. Rotate 6............................................. Nose up 75 Kts.
7. Liftoff ................................................................100 Kts.
8. Pitch Increase............................................10 Nose up
AFTER TAKEOFF
1. Gear.................................................................. UP@50ft
2. Flaps .............................................. UP@l5OfiJlO8Kts.
3. Throttle................................................97% @ 135 Kts.
4. Trim.......................................................................... SET
6. C + W Panel..................................................... CHECK
41
CLIMB
TOUCH & GO
1. Throttle..................................................................... 94%
2. Airspeed............................................................189 Kts.
4. C+Wpanel......................................................... CHECK
1. Nose Wheel................................................HOLD OFF

2. Throttle...................................................................MAX
3. Speed Brakes.............................................. CHECK IN
4. Flaps ...........................................................................15
5. Trim........................................................................2 All
6. Rotate .................................................................. 75 Kts.
CRUISE
1. Throttle............................................................... 85-90%
3. C+WPanel......................................................... CHECK
DESCENT
1. Throttle..................................................................... 65%
2. Airspeed............................................................162 Kts.
5. ATIS ................................................................. COPIED
6. Altimeter.................................................................. SET
7. Landing Clearance .......................................RECEIVE
BEFORE LANDING
2. C+WPanel......................................................... CHECK
3. Pneu. / Hyd. Pressures ..............CHECK LANDING
1. Landing Gear....................DOWN BELOW 157 Kts.
2. Landing Gear Lights........................................3 Green
3. Landing Gear Mech. Indicators ......................3 Poles
4. Flaps ..................................DOWN BELOW 146 Kts.
5. Flaps .................................CHECK LIGHTS & POLE
6. Airspeed 110 Kts............................................... FINAL
7. Throttle........................70-75% (NOT BELOW 56%)
AFTER TOUCHDOWN
1. Landing Gear....................DOWN BELOW 157 Kts.
2. Brakes...................................APPLY AS FOLLOWS:
Fuel
Remaining
1300 L.
1000 L.
700 L.
400 L.
GO AROUND
1. Throttle...................................................................MAX
2. Speed Brakes.............................................. CHECK IN
3. Flaps ...........................................................................15
4. Flap Indicators ................................................. CHECK
5. Landing Gear..............................................................UP
6. Landing Gear Indicators ................................ CHECK
7. Flaps ...........................................................0@108Kts.
8. Flap Indicators ................................................. CHECK
AFTER LANDING
1. Trim..............................................................NEUTRAL
2. Speed Brakes...............................................................IN
3. Flaps ............................................................................UP
4. Pneu. Pressure ................................................. CHECK
5. Transponder............................................................SBY
ENGINE SHUTDOWN
1. Throttle............................................................IDLE 30s
3. Engine Spool down ................ WAIT TIL STOPPED
4. DAY Switch............................................................ OFF
5. ENG Switch ............................................................ OFF
6. GEN Switch ............................................................ OFF
7. BATT Switch.......................................................... OFF
8. RADIO Switch ....................................................... OFF
9. Comm Radio ........................................................... OFF
10. Transponder.......................................................... OFF
11. Pressurization........................................................ OFF
Max Break
Speed (Kts)
76
78
81
86
42
Emergency Checklist
BLOWN TIRE DURING TAKEOFF

If Stopping:
GROUND ABANDONMENT PROCEDURE

1. Canopy....................................... OPEN MANUALLY
2. Lap Belt..........................................................UNLOCK
3. Harness ..........................................................UNLOCK
4. Aircraft .......................................................ABANDON
1. Abort.............................................................PERFORM
If aircraft has stopped:
1. Engine Shutdown .......................................PERFORM
ENGINE FIRE DURING START OR ON

GROUND
If Takeoff is continued:
1. Throttle................................................................... IDLE
3. ENG Switch ............................................................ OFF
1. Landing Gear......................................LEAVE DOWN

2. Flaps ....................................................LEAVE DOWN
3. Airspeed..................................................146 Kts. Max.
If Fire Persists:
GEAR RETRACTION FAILURE
1. FIRE COCK.........................................................SHUT
2. FIRE EXT Button...............................................PUSH
3. Ground Abandonment............................COMPLETE
BRAKE SYSTEM FAILURE
1. Airspeed ........................................................ <157 Kts.

2. GEAR DOWN Button .......................................PUSH
3. Gear Electrical Indicators .............................. CHECK
4. Gear Mechanical Indicators .......................... CHECK
5. Land.......................................................................ASAP
1. Emergency Brake Lever..................................... PULL
FLAPS RETRACTION FAILURE
ABORTED TAKEOFF
1. Airspeed........................................................ <146 Kts.

2. DAY Switch..............................................................ON
3. FLAPS C/B................................................CHECK ON
4. FLAPS 0 Button................................................PUSH
5. Flaps Electrical Indicators ............................. CHECK
6. Flaps Mechanical Indicator........................... CHECK
1. Throttle................................................................... IDLE
2. Optimum Braking............................................. APPLY
ENGINE FAILURE/FIRE DURING TAKEOFF
If unsuccessful:
If Stopping:
1. Throttle................................................................... IDLE
2. Optimum Braking............................................. APPLY
4. FIRE COCK.........................................................SHUT
5. FIRE EXT Button........................... PUSH IF REQD
6. All Electrical Switches.......................................... OFF
7. Abandon ...................................................COMPLETE
If Continuing:
1. Throttle...................................................................MAX
2. ISOLATION Valve Switch....................................ON
3. Landing Gear...............................................RETRACT
4. FIRE EXT Button........................... PUSH IF REQD
5. Land.......................................................................ASAP
If insufficient thrust:
1. FLAPS 15 Button..............................................PUSH
2. Flaps Electrical Indicators ............................. CHECK
3. Flaps Mechanical Indicator........................... CHECK
4. Land.......................................................................ASAP
NORMAL AIRSTART
1. Throttle................................................................... IDLE
3. All Non-essential electrical................................... OFF
4. Descent ......................................... BELOW 20,000 Ft.
5. Airspeed..................................................135 - 160 Kts.
6. RPM windmilling............................................. 10-15%
7. All necessary C/Bs .................................................ON
8. AIRSTART Button...........................PUSH & HOLD
9. FUEL SHUTOFF Lever.....................................OPEN
10. Engine RPM ........................................INCREASING
11. EGT ..............................................................700 Max.
12. AIRSTART Button.............................................. OFF
1. Forced Landing...........................................PERFORM
43
HOT AIRSTART
ENGINE FIRE DURING FLIGHT
1. Throttle................................................................... IDLE
2. AIRSTART Button...........................PUSH & HOLD
1. Fire Warning Circuit....................................... CHECK

If fire is not confirmed:
NOTE
1. Land.......................................................................ASAP
If the engine doesnt start within 40-45s, close the
FUEL SHUTOFF lever and set the two IGN
C/Bs to OFF.
CAUTION
A new starting attempt must not be made sooner than
30 to 40 seconds after the FUEL SHUTOFF lever has
been closed to assure draining of the tailpipe of
excess fuel.
If fire is confirmed:
1. Throttle................................................................... IDLE
3. FIRE COCK.........................................................SHUT
4. ENG Switch ............................................................ OFF
5. FIRE EXT Button.........................PUSH WARNING
It may take up to 30 seconds to put out an existing
fire.
WARNING
or
Restarting of the engine takes about 45 seconds after
the AIRSTART button has been pushed.
7. Bailout..........................................................PERFORM
MANUAL BAILOUT
PARTIAL POWER LOSS
1. CANOPY JETT Lever.......................................OPEN

2. Internal CANOPY LOCK...........................UNLOCK
3. Canopy...........................................................REMOVE
4. Lap belt .................................................... PULL OPEN
5. Bail out.................................................ACCOMPLISH
<500 AGL:
2. Throttle...........................................Set RPM Smoothly
500 < 13,000 AGL:
ENGINE FAILURE DURING FLIGHT

1. Throttle................................................................... IDLE
3. All non essential electricals .................................. OFF
4. Descent ......................................... BELOW 20,000 Ft.
5. Airspeed..................................................135 - 160 Kts.
1. Throttle................................................................... IDLE
3. Throttle...........................................Set RPM Smoothly
CAUTION
If flameout not due to mechanical failure:
If throttle is not moved with care flameout or

excessive EGT may result
1. Airstart .........................................................PERFORM
>13,000 AGL:
If flameout due to mechanical failure:
1. Throttle................................................................... IDLE
3. Throttle..................................... Set RPM Immediately
If not possible:
1. Bailout..........................................................PERFORM
CAUTION
If throttle is not adjusted immediately, flameout will
occur.
44
FUEL SYSTEM FAILURE LP FUEL PUMP

FAILURE
1. Throttle Movement ............................................SLOW
2. LP PUMP C/B CHECK..........................................ON
3. ENG............................................................CHECK ON
4. Land.......................................................................ASAP
FUEL SYSTEM FAILURE FUEL/OIL
PRESSURE LOW
SMOKE/FUMES OR ELECTRICAL FIRE

1. O2 Demand Lever.................................................100%
2. O2 Emer. Lever................................................EMERG
3. Distress ........................................................DECLARE
4. Emer. Descent ............................................PERFORM
5. CABIN PRESS/HEAT.......................................... OFF
6. RAM Air Shutoff Lever.....................................OPEN
WARNING
1. ENG Switch & C/Bs ..............................CHECK ON

2. Throttle Movement ............................................SLOW
3. RPM...................................... REDUCE BELOW 85%
4. Land.......................................................................ASAP
Depressurization may be followed by rapid canopy

icing.
HYDRAULIC SYSTEM FAILURE
1. Land.......................................................................ASAP
2. Front Canopy .......................... JETTISON IF REQD
1. ACCU FILL VALVE............................FILL (HOLD)

2. Speed Brakes...............................................ACTUATE
3. ACCU FILL VALVE..................................NORMAL
If smoke or fumes persist:
If electrical fire exists:

1. Elec. Failure Procedure .............................PERFORM
ELECTRICAL SYSTEM FAILURE

FLIGHT CONTROL SYSTEM FAILURE
2. All C/B Switches.................................................... OFF
3. BATT Switch............................................................ON
4. GEN Switch ..............................................................ON
6. Failing Equipment......................................IDENTIFY
1. Previous Flap Position........................................PUSH

2. Airspeed...........................................BELOW 108 Kts.
3. Land.......................................................................ASAP
PITOT STATIC SYSTEM FAILURE
If Unsuccessful:
1. Emer. Gear Extension ...............................PERFORM
2. Emer. Flap Extension ................................PERFORM
3. Land.......................................................................ASAP
1. Both PITOT HEAT Buttons .............................PUSH

2. Standby pitot boom (left)..............................SELECT
GENERATOR FAILURE
No/Low Cabin Pressure:

1. RAM AIR Shutoff Lever.............................CLOSED
2. CABIN PRESS/HEAT............................CHECK ON
1. GEN Switch ............................................................ OFF

2. All non essential elec............................................. OFF
3. GEN ............................................................................ON
5. Land.......................................................................ASAP
PRESSURIZATION SYSTEM FAILURE
NOTE
Rapid Pressure buildup will occur while activating
the cabin pressurizer in flight.
High Cabin Pressure:
1. CAB PRESS DUMP.............................OPEN (CCW)
CANOPY OPEN/LOST/BROKEN IN FLIGHT
1. Visor....................................................................DOWN
3. Land.......................................................................ASAP
4. Final Approach...................................... ADD 22 Kts.
45
STRUCTURAL DAMAGE IN FLIGHT

Structural Damage due to collision, etc.:
1. Airspeed......................................REDUCE SLOWLY
2. Minimum Control Speed ............................... CHECK
3. Land.......................................................................ASAP
4. Final Approach....................................... ADD 11 Kts.
FOD Damage:
1. Throttle...............................................DO NOT MOVE
3. EGT...............................................CHECK iN LIMITS
4. Land.......................................................................ASAP
CAUTION
If EGT exceeds limits, correct with slow throttle
movements. Engine shutdown might be necessary.
If violent engine symptoms are observed upon FOD
like roughness, overtemps, the pilot must perform a
forced landing.
LANDING WITH A BLOWN MAIN GEAR

TIRE
1. Normal Approach.......................................PERFORM
2. Land................................RUNWAY OPP BAD TIRE
3. Keep weight off bad tire
4. Throttle................................................................... IDLE
LANDING WITH NOSE GEAR RETRACTED
1. Runway .......................................... REQUEST FOAM
2. Shoulder Harness......................................... LOCKED
3. Fly Normal Approach
4. Throttle................................................................... IDLE
6. FIRE COCK Lever..............................................SHUT
7. Nose Gear..............................HOLD OFF RUNWAY
8. Aircraft Nose................................LOWER GENTLY
9. Brakes........................................SMOOTHLY APPLY
10. All Electrical Switches ....................................... OFF
11. Aircraft.....................................................ABANDON
EMERGENCY DESCENT
BELLY LANDING
1. Throttle................................................................... IDLE
2. Speed Brakes.......................................................... OUT
3. Pitch.................................................................. 25 Dive
4. DEICING Lever.......................................................ON
5. CAB HEAT switch..........................................WARM
6. Speed......................................... MAX ALLOWABLE
EMERGENCY FLAP EXTENSION
2. FLAPS ACT C/B CHECK.....................................ON
3. DAY Switch......................................................CYCLE
4. EMERG FLAPS EXT ...........................OPEN(CCW)
5. Flaps 30 Button................................PUSH & HOLD
6. Stabilizer........................................CHECK MOVING
7. Flaps Elec. Indicators ..................................... CHECK
8. Flaps Mech. Indicators ................................... CHECK
1. Runway .......................................... REQUEST FOAM

2. Shoulder Harness......................................... LOCKED
3. Excess Fuel..........................................................BURN
4. Fly Normal Approach
5. Throttle................................................................... IDLE
7. FIRE COCK Lever..............................................SHUT
9. Aircraft .......................................................ABANDON
NO FLAP/SPLIT FLAP LANDING

1. Final Approach....................................... ADD 16 Kts.
EMERGENCY GEAR EXTENSION
2. GEAR ACT C/B.......................................CHECK ON
3. DAY Switch......................................................CYCLE
4. EMER GEAR EXT...............................OPEN (CCW)
5. Landing Gear Elec. Ind.................................. CHECK
6. Landing Gear Mech. Ind................................ CHECK
46
Flight Training Schedule

FIight 1
Memory Items test
Exterior Preflight
Limitations
Systems Checks
Thoroughness
Interior Preflight
Checklist procedures
Engine Start
Limitations Taxiing / Traffic Awareness Run up
Checklist Procedures
Limitations
Takeoff
Normal
Aborted Takeoff
Engine Failure / Fire
Crosswind Climb
Checklist Procedures Cruise
Checklist Procedures Steep Turns
Stalls
Departure stall & recovery
Approach stall & recovery
Clean stall & recovery
Descent
Normal
Emergency
Flight 2
Memory Items test
Exterior Preflight
Limitations
Systems Checks interior Preflight
Engine Start
Limitations
Malfunctions Taxiing / Traffic Awareness Run up
Limitations
Takeoff
Normal
Aborted Takeoff
Crosswind
Climb
Cruise
Steep Turns
Stalls
Normal VFR Pattern
Short field landing
Emergency Evacuation
Aircraft securing Debrief
Landings
Normal
Forced
No Flap
Short Field
Go Around
Use of Speed Brakes
Aircraft securing
Debrief
47
Flight 3
Flight 4
Memory Items test

Exterior Preflight
Limitations
Systems Checks
Interior Preflight Engine Start
Limitations
Malfunctions Taxiing / Traffic Awareness
Run up
Limitations
Takeoff
Normal
Aborted Takeoff
Crosswind
Memory Items test

Exterior Preflight
Limitations
Systems Checks Interior Preflight
Engine Start
Limitations
Malfunctions
Taxiing / Traffic Awareness Run up
Limitations
Takeoff
Aborted Takeoff
Blown Tire during takeoff
Nonnal
Normal Cruise
Steep turns
Engine Failure after takeoff

Normal Cruise
Steep turns
Flight at critically slow airspeed
Stalls
Clean stall & recovery Rapid Descent & Recovery

Turns
Climbs
Descents
Stalls
Forced Landing Pattern

Simulated Flame Out Normal VFR Pattern
Rapid Descent & Recovery Forced Landing Pattern

Simulated Flame Out Normal VFR Pattern
Go Around
Go Around
Fire
Aircraft securing
Debrief
Blown Tire Aircraft securing
Debrief
48
Flight 5
Flight 6
Memory Items test

Exterior Preflight
Limitations
Engine Start
Limitations
Run up
Limitations
Takeoff
Aborted Takeoff
Blown Tire during takeoff
Normal
Memory Items test

Exterior Preflight
Limitations
Engine Start
Limitations
Run up
Limitations
Takeoff
Normal
High Altitude Operations
Oxygen
Physiology
Descent Planning G Awareness
Normal Cruise
Steep turns
Low speed emergency descent Forced Landing
Pattern
Simulated Flame Out
Hydraulics Abnormals
Gear
Flaps
Landings
Normal
No Flap Emergency Evacuation
Aircraft securing
Debrief
Hydraulics Abnormals
Gear
Flaps
Landings
Normal
Partial flaps
Aircraft securing
Debrief
49
Flight 7
Flight 8
Memory Items test
Memory Items test
Exterior Preflight
Limitations
Engine Start
Limitations
Run up
Limitations
Takeoff
Aborted Takeoff due to Fire
Engine Failure due to Fuel Elimination of Smoke
or Fire
Simulated Flame Out Go Around
Brake Failure on landing Emergency Evacuation
Fire
Exterior Preflight
Limitations
Engine Start
Limitations
Run up
Limitations
Takeoff
Aborted Takeoff due to Fire
Engine Failure
Normal Cruise
Cruise Abnormals
Aircraft securing
Debrief

Simulated Flame Out
Normal VFR Pattern
Go Around
Aircraft securing Debrief
Flight 9
Memory Items test
Exterior Preflight
Limitations
Engine Start
Limitations
Malfunctions Taxiing / Traffic Awareness Run up
Limitations Normal Takeoff
Normal Cruise
Turns
Climbs
Descents
Aerobatics
Normal VFR Pattern
Aircraft securing
Debrief
50

L29 LOA Training and Checklists

Diunggah oleh

Informasi Dokumen

Deskripsi Asli:

Hak Cipta

Format Tersedia

Bagikan dokumen Ini

Bagikan atau Tanam Dokumen

Opsi Berbagi

Apakah menurut Anda dokumen ini bermanfaat?

Apakah konten ini tidak pantas?

Hak Cipta:

Format Tersedia

L29 LOA Training and Checklists

Diunggah oleh

Hak Cipta:

Format Tersedia

Aero Vodochody

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

Aero Vodochody L29 LOA Training Program

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

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

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

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

Aero Vodochody L29 LOA Training Program

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

Aero Vodochody L29 LOA Training Program

Aero Vodochody L29 LOA Training Program

AIRCRAFT SYSTEM COMPONENTS

Aero Vodochody L29 LOA Training Program

Figure 1 Fuel System

Aero Vodochody L29 LOA Training Program

Aero Vodochody L29 LOA Training Program

Figure 2 Hydraulic System

Aero Vodochody L29 LOA Training Program

Aero Vodochody L29 LOA Training Program

Figure 3 Pneumatic System

Aero Vodochody L29 LOA Training Program

Aero Vodochody L29 LOA Training Program

Aero Vodochody L29 LOA Training Program

Figure 4 Electrical System

Aero Vodochody L29 LOA Training Program

Aero Vodochody L29 LOA Training Program

PLANNING & PERFORMANCE

Runway Requirements & Limitations

Aero Vodochody L29 LOA Training Program

Aero Vodochody L29 LOA Training Program

2.5 Max. 1.8 Min.

Landing Gear & Brakes

Aero Vodochody L29 LOA Training Program

Aero Vodochody L29 LOA Training Program

Aero Vodochody L29 LOA Training Program

LIMITATIONS TEST ANSWERS

Aero Vodochody L29 LOA Training Program

Brake System Failure

Blown Tire During Takeoff Roll

Engine Failure / Fire During Takeoff

Aero Vodochody L29 LOA Training Program

Partial Power Loss During Flight Below 500 AGL

Elimination Of Smoke Or Fumes /Electrical Fire

Pressurization Failure. Above 10,000

Aero Vodochody L29 LOA Training Program

HIGH ALTITUDE OPERATIONS

Aero Vodochody L29 LOA Training Program

Aero Vodochody L29 LOA Training Program

Oxygen Level Effects

Note: Time of useful consciousness without oxygen:

Time of Useful Consciousness

Aero Vodochody L29 LOA Training Program

STANDARD FLIGHT MANEUVERS & CONFIGURATIONS

Aero Vodochody L29 LOA Training Program

Aero Vodochody L29 LOA Training Program

Takeoff Engine Failure

Aero Vodochody L29 LOA Training Program

Runway Condition. Wet? Dry? Slippery?

Aero Vodochody L29 LOA Training Program

and accelerating to the max airspeed.

VFR Traffic Pattern & Landing

Aero Vodochody L29 LOA Training Program

Touch & Go Landings