RI-19 (I4402):  8/7/05
 
•	Visual/Contact Approach Procedures
* 1000/3 Vis, 1 mi clear of clouds contact.  Contact must be requested.  Contact: Proceed to apt by visual contact w/ gnd.  Vis: Procced visually on glidepath, config NLT 1 mi from rwy.  Back yourself up, don’t be like the SWA guy who landed a 737 at Cabiness.  Stay clear of clouds, VFR clearances do not apply.  ATC will authorize when operationally beneficial.  No missed segment, tower will instruct at controlled fields, expected to land ASAP at uncontrolled fields.
Conducted on IFR flight plan.  Proceed visually to airport by having either the airport or the preceding aircraft in sight.  Must be authorized by ATC.  Always back it up with available navaids.  To fly visual approach: [1] Reported weather must be 1000 - 3 or greater [2] Authorized by ATC [3] Must be able to proceed visually clear of clouds [4] Must keep safe approach interval and adequate wake turbulence separation.  Don't cancel IFR clearance.  Airspeed and configuration is at pilot's discretion.  Complete the Landing Checklist no later than one mile from the runway.  Clearance for visual approach DOESN'T clear me for overhead/VFR traffic pattern!  Doesn't have a missed approach segment.  At tower controlled airports, if have to go-around, tower will issue a clearance.  At uncontrolled airports, expected to remain clear of clouds and land as soon as possible.
 
•	STARs
* Used for traffic flow control/routing, not generally for TERPs.  'As published' means fly recommended altitudes.  If not, fly published altitudes.
Standard Terminal Arrival (STAR).  Civil STARS are in the SIDs/STARs manual.  Military STARS are in the FLIP Terminal (high & low altitude).  Civilian STARS are published in the Terminal Procedures Publication (TPP).  Before departing an airfield, determine if a STAR is published or a Departure Procedure (DP) is available for obstacle clearance.  If I don't want to fly a STAR, notify ATC by writing "NO STAR" in the remarks section of my flight plan or (the less preferred way)by verbally stating it to ATC. 

•	Flight Control System
* Go-around button in CP stick+left power lever.  10 NH, disengage AP.
* Trim: Cable-Drum System, Elevator anti-servo, Ail: Left side, 15+-1.5 deg travel up/down.
* Map lights in yoke.  ENG INST light.
* Elevator electric trim takes precedence over manual trim.
* DON’T TOW with rudder lock in (NWS problems)
* Flap Motor: Dynamic Braking (2 sets of motor windings), limit switches (Right flap dominates.)  APPR:35%/15', DOWN:100%/43'

1)  Primary fligh controls: self explanatory.  Trim through manually actuated cable-drum system.  On control wheel:  Mic switch, AP/YD/ Trim Disconnect Switch.  Elevator trim Split-Thumb Switch, map ligh switch, pitch sync & CWS Switch, Go-around switch, 8 day clock.  Rudder pedals adjusted by switches on the bottom of them.  

2)  Secondary flight controls: trim, flaps.  Trim tabs, jackscrew actuator and cable drum system.  Elevator also uses electric.  Anti-servo action: makes control surface force required.  Co's switch takes priority.   15 deg aileron trim capable.    Wing flaps:  each has separate jacktooth actuator actuators driven through flexible shafts by single reversible electric motor on forward side of rear spar, dynamic braking system through the used of 2 sets of motor windings.  Approach: 15 deg, 35%, Down: 100%, 43%.  CBs:  Flap abnd Stab: indicator, control circuits.  Morot:  Wing Flap Motor) 

3)  Fligh controls lock: 2 pins and U-strap.  Ensures positive locking of rudder, aileron, engine controls.  DON’T Tow with Rudder lock on.

Primary flight control system: rudder, elevator, and aileron.  Manually operated by mechanical linkage using control wheel for ailerons and elevators and adjustable rudder/brake pedals for rudder.  Trim control through manually actuated cable-drum system.
Control Wheels: Pitch sync on pilot control wheel only.  Go-around switch on CP control wheel only.  Control wheel map lights power through ENG INST CB.
Rudder Pedals: Two positions - fore and aft.
Trim Tabs: Manually actuated and mechanically controlled by cable-drum and jackscrew actuator system.  Elevator trim tab is anti-servo (as elevators displace, trim tab moves in same direction, increases effective control surface area and increases force required to apply it).
Manual Elevator Trim Tab Control: Elevator tab deflection indicated by position arrow.
Electric Elevator Trim: Controlled by dual element thumb switches and trim disconnect switch on control wheel.  CP takes priority.  ELEC TRIM CB.  Operates only when both elements of thumb switch moved.  Electric trim can't be overridden by manual trim wheel.  Disconnect is a bi-level, momentary push-type switch button.  First depress disconnects autopilot and yaw damp.  Second level disconnects electric trim.  
Aileron Trim Control: Adjusts left aileron trim tab.  Relative only, not in degrees.  Full travel 15 +/-2 degrees up or down.
Flight Controls Lock: Don't tow with rudder lock installed; could result in serious damage to steering linkage.
Wing Flaps: All metal, slot-type, electrically operated, two sections for each wing.  Both sections operate as a single unit, actuated by a separate jackscrew actuator.  Driven through flexible shafts by a single, reversible electric motor mounted on fwd side of the rear spar.  Motor powered by right main bus.  WING FLAP MOTOR CB.  Motor uses dynamic braking, prevents over travel.  Flaps indicated in percent of travel.  
Wing Flap Selector Handle: 0% = UP.  35% = APPR.  100% = DOWN.  Limit switches, actuated by right inboard flap control flap travel.  FLAP & STAB CB.  Intermediate flap positions can't be selected.
Wing Flap Position Indicator: Show percent of travel from 0 to 100.  APPR = 15 degrees.  FULL DOWN = 43 degrees.  FLAP & STAB CB.
MALFUNCTION
On Ground Flight Control Failure: Check yaw damp & autopilot off; leave controls in jammed position; call for immediate inspection from maintenance.
Flap System Failure: If flaps inop, land in existing flap configuration.  If split flaps, return flaps to previously selected position.  Pull the wing flap CB to prevent inadvertent flap movement.
In pattern: Select Flaps - APPR.  [2] During "Flaps" call in Gear Down Landing Checklist, check position of flaps on flap indicator.  If indicator doesn't correspond to position of flap lever: [1] Visually check position of flaps on right and left.  [2a] If flaps selected APPR, indicator shows UP, but visually checked APPR - leave flap lever at APPR and pull WING FLAP CB.  [2b] If flaps selected APPR, indicator shows UP, and flaps visually checked UP - position flap lever UP, pull WING FLAP CB, and brief new speeds (110 on final, 105 over threshold).