Maneuvers) FW Maneuver Guide R-4

Flight Instructor Manual F-13/R-3

Single-Engine Procedures

GENERAL SAFETY PROCEDURES & POLICIES

For safety purposes these items must be followed strictly:

A maximum of one simulated system emergency is allowed below 2,000’ AGL. To simulate engine failure, pull the throttle control to idle. Do not pull the mixture control

to idle cutoff or turn the fuel shutoff valve off. During off-airport simulated engine failures, flight should not be continued below 500’

AGL. No descents below TPA with systems disabled are allowed. When taking off, maintain VY through 500’ AGL. Checklists must be used on each and every flight. In the event of landing gear malfunction during which the gear appears to be down but

no green “Gear Safe” light is illuminated, the PIC should contact HAI dispatch while airborne after troubleshooting using the appropriate checklist. If after contacting dispatch a decision is made to land, the pilot should come to a complete stop on the runway, shut down the airplane and contact HAI dispatch for a tow to maintenance. Pilots should not attempt to taxi to the ramp after landing. This should be treated as an emergency and the tower notified as appropriate.

Flight Instructor Manual C152-1/R-3

Cessna 152

SPECIFICATIONS

Lycoming O-235 108 BHP @ 2550 RPM Fuel capacity: 26 gal. total/24.5 usable Oil capacity: 6 qts. (dipstick) VSO – 35 KIAS VS – 40 KIAS VR – 50 KIAS VFE – 85 KIAS VNO – 111 KIAS VNE – 149 KIAS VX – 54 KIAS VY – 67 KIAS @ Sea level – 61 KIAS @ 10,000 feet VA – 104 KIAS @ 1,670 lbs. – 98 KIAS @ 1,500 lbs.

– 93 KIAS @ 1,350 lbs. VCC – 70 KIAS (cruise climb) VG – 60 KIAS (maximum glide)


NORMAL/CROSSWIND TAKE-OFF & CLIMB

Objective: Safely and smoothly transition the aircraft into the air and complete the climb checks

Perform line-up check. Check that final approach is clear to avoid runway incursions. Taxi onto the runway and align the nosewheel with the centerline. Perform HITTS checklist. Adjust ailerons as appropriate for wind conditions. Smoothly apply full power (4-5 seconds from idle to takeoff power). Check all engine instruments to ensure correct indications. Listen for engine

irregularities. As the takeoff roll begins, verify the airspeed is increasing and announce, “Airspeed

alive.” As airspeed increases, adjust rudder and ailerons as necessary to keep the aircraft

aligned on centerline. At VR (50 KIAS), pull back smoothly on the yoke until the nose lifts off the runway.

With significant surface wind, increase VR up to 5 KIAS to facilitate more positive control. The aircraft should be positively rotated and allowed to crab into the wind immediately after liftoff to maintain centerline.

Pitch for VY (67 KIAS) and trim aircraft. Coordinate using rudder and aileron. Maintain ground track over runway and

extended centerline. Make first turn 300’ below traffic pattern altitude. At 1000’ AGL transition to VCC (70 KIAS). Call for and perform climb checklist.


SHORT FIELD TAKE-OFF & CLIMB

Objective: To smoothly transition the aircraft into the air using the least amount of runway and clearing any obstacles present in the departure path

Perform line-up check. Check that final approach is clear to avoid runway incursions. At hold-short line set flaps to 10°. Taxi onto the runway and align the nosewheel with the centerline. Position the

airplane to utilize maximum available runway. Perform HITTS checklist. Adjust ailerons as appropriate for wind conditions. Apply and hold brakes. Smoothly apply full power (4-5 seconds from idle to takeoff power). Check all engine instruments to ensure correct indications. Listen for engine

irregularities. Release brakes. As the takeoff roll begins, verify the airspeed is increasing and announce, “Airspeed




Pitch for VX (54 KIAS) and trim aircraft. Coordinate using rudder and aileron. Maintain ground track over runway and

extended centerline. When clear of all obstacles and at least 50’ AGL, accelerate to VY (67 KIAS) and trim

aircraft. As airspeed increases, announce “Positive rate of climb” and retract flaps. Make first turn 300’ below traffic pattern altitude. At 1000’ AGL transition to VCC (70 KIAS). Call for and perform climb checklist.

Note: If practicing short-field takeoffs at a towered airport, request a short delay on the runway during the initial takeoff request. If traffic levels or controller workload do not permit a short delay, perform a normal takeoff roll and announce “Simulated braking” in lieu of an actual delay on the runway. At non-towered airports pilots are encouraged to consider local traffic levels when practicing short-field takeoffs and announce if a short delay on the runway will occur prior to beginning the takeoff roll.


SOFT FIELD TAKE-OFF & CLIMB

Objective: To smoothly transition the aircraft from non-paved runway surfaces into the air

Perform line-up check. h is clear to avoid runway incursions.

fer as much weight to ff

onto the runway and align the nosewheel with the centerline. Use minimum ing

iate for wind conditions. akeoff power).

r engine

roll begins, verify the airspeed is increasing and announce, “Airspeed

peed increases, adjust rudder and ailerons as necessary to keep the aircraft

inimum airspeed and level off in ground effect. With

begin climbout. runway and

acles and at least 50’ AGL, accelerate to V (67 KIAS) and trim

ed increases, announce “Positive rate of climb” and retract flaps.

ote: If practicing soft-field takeoffs at a towered airport, traffic levels or controller workload may

n

Check that final approac At hold-short line set flaps to 10°. Hold the yoke full aft to trans

the main landing gear as possible, and keep the yoke full aft until beginning the takeoroll.

Taxi braking and make a smooth transition from the taxi to the takeoff roll without allowairplane to come to a stop.

Perform HITTS checklist. Adjust ailerons as appropr Smoothly apply full power (4-5 seconds from idle to t Check all engine instruments to ensure correct indications. Listen fo

irregularities. As the takeoff

alive.” As airs

aligned on centerline. Adjust elevator pressure to keep the nosewheel just off the ground without striking the tail.

Allow the airplane to rotate at msignificant surface wind, increase VR up to 5 KIAS to facilitate more positive control. The aircraft should be positively rotated and allowed to crab into the wind immediately after liftoff to maintain centerline.

Accelerate in ground effect to VX (54 KIAS) and Coordinate using rudder and aileron. Maintain ground track over

extended centerline. When clear of all obst Y

aircraft. As airspe Make first turn 300’ below traffic pattern altitude. At 1000’ AGL transition to VCC (70 KIAS). Call for and perform climb checklist.

Nnot permit a smooth, non-stop transition from taxi to the takeoff roll. Under these circumstances comply with controller instructions, announce “Simulated non-stop takeoff roll” when in position othe runway and maintain back full back pressure on the yoke until beginning takeoff roll.


ENROUTE CLIMB

bjective: To reach the desired altitude using an airspeed calculated to provide better visibility

Pitch for V (70 KIAS) and trim aircraft.

eck for abnormalities. heck for traffic.

LEVEL-OFF FROM CLIMB

Objective: Transition from climb to level flight.

Perform standard callouts when approaching desired altitude. Announce 1000’ prior

% of vertical speed.

d cruise speed is reached.

n “Leaning Procedures”). per operation.

ction “Use of

rm cruise checklist.

Oand engine cooling.

CC

Coordinate aircraft with rudder. Monitor engine instruments to ch Execute gentle s-turns or short level-offs every 500’ to c Lean the mixture during climb (see section “Leaning Procedures”). Turn landing light off when clear of airport area unless otherwise recommended (see

section “Use of Aircraft Lights”).

to altitude, 500’ prior and in 100’ increments thereafter (e.g. “500 feet to go,” “100’ prior to altitude, beginning level-off”).

Lead level-off to desired altitude by 10 Set the pitch for a level attitude. Let airspeed increase until desire Set cruise power as per Pilot Operating Handbook. Trim aircraft for level flight. Lean the mixture (see sectio Check all engine instruments and systems to verify pro If still on, turn landing light off unless otherwise recommended (see se

Aircraft Lights”). Call for and perfo


SLOW FLIGHT

Objective: Demonstrate flight at various airspeeds and configurations. The student should be able to fly the aircraft at any given speed and configuration combination within the flight envelope of the aircraft.

Set altitude no lower than 2000’ AGL. Perform “Pre-Maneuver Checklist.” Pick outside visual reference point. Turn carburetor heat on. Reduce power to 1500 RPM. Maintain altitude by increasing pitch gradually as airspeed decreases. Below VFE (85 KIAS), add flaps in 10º increments until full flaps are extended. At target airspeed (50 KIAS unless specified), increase power to 2000 RPM. Trim aircraft and coordinate with rudder. Use pitch for airspeed control and power for

altitude control. Maintain airspeed 10 KIAS, heading 10º, altitude 100 feet. To recover, add full power, turn carburetor heat off and adjust pitch as necessary to

maintain altitude. Retract flaps in 10º increments until completely retracted. Once reaching cruise airspeed, reduce power to cruise setting as per Pilot’s Operating

Handbook. Call for and perform cruise checklist.


STEEP TURNS

Objective: To safely maneuver the aircraft through 360º of turn in each direction with a constant altitude, airspeed, angle of bank, and rollout on the same entry heading.

Set altitude no lower than 1500’ AGL. Perform “Pre-Maneuver Checklist.” Pick outside visual reference point. Set power at 2100 RPM or less as necessary to maintain VA. Announce heading, altitude and airspeed to be maintained during maneuver. Entry

airspeed should be below maneuvering speed and remain there for entire maneuver. Roll into turn with coordinated rudder and aileron. As airplane rolls past 30º of bank add approximately 200 RPM to maintain altitude. Trim aircraft and coordinate with rudder. Control bank angle with ailerons. Maintain airspeed 10 KIAS, altitude 100 feet, bank angle ± 5º (45º private, 50º

commercial). Begin rollout 20º prior to entry heading. During rollout, decrease pitch attitude to maintain altitude, reduce power to 2100 RPM.

Maintain entry heading ± 10º. Repeat maneuver in opposite direction. Call for and perform cruise checklist.


POWER-OFF STALLS

Objective: Demonstrate proper stall recovery tec rom approach-to-landing configuration.

Set altitude no lower than 2000’ AGL and plan recovery by 1500’ AGL.

on. M.

pitch gradually. Coordinate airplane with rudder and

S), add flaps in 10º increments until full flaps are extended. If a

ease

gradually to hold altitude while airspeed decreases.

oordinate aircraft with rudder.

for VX (54 KIAS). b.”

positive rate of climb each time, until

light and, once reaching cruise airspeed, reduce power to cruise setting

hnique f

Perform “Pre-Maneuver Checklist.” Pick outside visual reference point. Set mixture full rich. Turn carburetor heat Reduce power to 1500 RP Maintain altitude by increasing

keep wings level. Below VFE (85 KIA

turning stall is to be performed, enter a standard-rate turn until the stall break. At target airspeed (VR, 50 KIAS unless specified), initiate 500 fpm descent, decr

power to idle. Increase pitch When aircraft stalls, increase power to full. Pitch for level attitude, level the wings and c Turn carburetor heat off. Retract flaps 10º and pitch Establish and announce “Positive rate of clim Continue retracting flaps 10º at a time, confirming

fully retracted. Pitch for level f

as per Pilot’s Operating Handbook. Call for and perform cruise checklist.


POWER-ON STALLS

Objective: Demonstrate proper stall recovery technique from takeoff/departure conditions.

Set altitude no lower than 2000’ AGL and plan recovery by 1500’ AGL. Perform “Pre-Maneuver Checklist.” Pick outside visual reference point. Set mixture full rich. Turn carburetor heat on. Reduce power to 1500 RPM. Maintain altitude by increasing pitch gradually. If a turning stall is to be performed,

enter a standard-rate turn until the stall break. At target airspeed (VR, 50 KIAS unless specified), increase power to full. Turn carburetor heat off. Increase pitch promptly to approximately 20° nose-up. Maintain pitch attitude while

airspeed decreases. Coordinate airplane with rudder and keep wings level. When aircraft stalls, decrease pitch attitude, level the wings and coordinate aircraft

with rudder. Pitch for VX (54 KIAS). Establish and announce “Positive rate of climb.” Continue climb until at or above

initial altitude. Pitch for level flight and, once reaching cruise airspeed, reduce power to cruise setting



BASIC INSTRUMENT MANEUVERS

Objective: Control the aircraft solely by reference to the flight instruments, without outside visual reference.

Maintain control of aircraft by cross-checking flight instruments. Use the attitude indicator as the center of the scan and verify all other instruments against it. Ensure scan does not rest on one instrument for more than one second.

Maintain altitude 100’, heading 10º (in straight flight). Make all turns at standard rate using turn coordinator. Turns should be performed in both

directions. Climbs and descents shall be done using a constant airspeed or constant rate. With

constant airspeed, maintain airspeed 10 KIAS. With constant rate, maintain rate of climb or descent 200 fpm.

Stalls, slow flight and steep turns are performed using the VFR procedures while simulating instrument conditions using a view-limiting device. It is crucial for the safety pilot to ensure that the area is clear before performing any maneuvers, taking the controls to perform clearing turns if necessary (see section “Clearing Turns”).

UNUSUAL ATTITUDE RECOVERY

Objective: Return the airplane to straight-and-level flight from potentially hazardous unusual flight attitudes by reference to the flight instruments.

Unusual attitudes can be classified as either “nose high” or “nose low” and may involve turning or straight flight. In either scenario recovery should be initiate well before overstressing the aircraft or placing it into a potentially dangerous situation (i.e. spin in IMC):

o Nose-high recovery: Power full, pitch level, wings level. o Nose-low recovery: Power idle, wings level, pitch level.

Once airplane is in wings-level attitude, call out new target altitude, heading and airspeed. Call for and perform cruise checklist.


DESCENT

Objective: Transition the aircraft to a lower altitu eparation for traffic pattern entry and

Plan descent to reach desired altitude at predetermined location. If entering traffic pattern,

ilot’s Operating Handbook for desired rate of descent and

ture as necessary for descent (see section “Leaning Procedures”). Lights”).

form descent checklist.

de as in prlanding.

plan to reach traffic pattern altitude approximately 2 miles before entering the pattern. Review all airport information, including ATIS/AWOS/ASOS and sectional chart. Set radios to tower or CTAF. Set carburetor heat ON. Decrease power as per P

airspeed. Adjust mix Turn landing light on within 10 NM of airport area (see section “Use of Aircraft Trim aircraft. Call for and per


FORWARD SLIP

Objective: To increase descent rate and angle without increasing airspeed.

Decrease power to idle. Lower upwind wing into wind. Apply full rudder opposite to yoke deflection. Keep ground track aligned with the runway or reference point using aileron input. Maintain same pitch attitude in slip as in level flight to ensure appropriate approach

airspeed. Note that indicated airspeed will be lower than actual airspeed due to pitot tube errors encountered in the slip.

When desired altitude is reached, smoothly neutralize ailerons and rudder. Align longitudinal axis of airplane with runway centerline.

SIDE SLIP

Objective: To remain aligned with runway during crosswind approach and landing.

Set power as appropriate to maintain glideslope. Lower upwind wing into wind. Apply rudder opposite to yoke deflection as necessary to maintain centerline. Keep the longitudinal axis of the airplane aligned with the runway centerline using aileron

input. Maintain pitch attitude in slip below the horizon to ensure appropriate approach airspeed.

Note that indicated airspeed will be lower than actual airspeed due to pitot tube errors encountered in the slip.

When desired altitude is reached, smoothly neutralize ailerons and rudder while remaining aligned with runway centerline.

Note: Both forward slips and side slips may be performed with full flaps extended, although they are more efficient in the clean configuration.


RECTANGULAR PATTERN

Objective: Fly a rectangular pattern while maintaining equal-length opposite sides and a constant distance from visual reference point.

Perform “Pre-Maneuver Checklist.” Set altitude between 600’ and 1000’ AGL. Determine wind direction. Pick outside visual reference. Set mixture full rich. Set power at cruise power setting as per Pilot’s Operating Handbook. Plan to enter the rectangular pattern downwind and remain the same distance away

from the rectangle during the entire maneuver. Maintain altitude 100 feet. After completing one full rectangular pattern, call for and perform cruise checklist.

TURNS AROUND A POINT

Objective: Fly a circle around a selected ground reference point maintaining a constant radius.

Perform “Pre-Maneuver Checklist.” Set altitude between 600’ and 1000’ AGL. Determine wind direction. Pick outside visual reference point. Set mixture full rich. Set power at cruise power setting as per Pilot’s Operating Handbook. Plan to enter the turn downwind and remain the same distance away from the

reference point during the entire maneuver. During maneuver, adjust bank angle as necessary for wind to fly constant radius. Maintain altitude 100 feet. After completing one full circle, call for and perform cruise checklist.


S-TURNS

Objective: Fly semi-circle patterns across a straight-line ground reference point maintaining turns of equal radius in opposing directions.

Perform “Pre-Maneuver Checklist.” Set altitude between 600’ and 1000’ AGL. Determine wind direction. Pick outside visual reference line perpendicular to the wind. Set mixture full rich. Set power at cruise power setting as per Pilot’s Operating Handbook. Plan to enter the turn downwind, wings level, perpendicular to reference line. S-turns

should look like half of a turn around a point. During maneuver, adjust bank angle as necessary for wind to fly constant radius

around reference point on reference line. Airplane should always be wings-level and perpendicular to the reference line when

crossing it. Maintain altitude 100 feet. After completing at least one full S-turn, call for and perform cruise checklist.


ENGINE FAILURE IN CRUISE FLIGHT

Objective: Safely land the airplane in the event of an engine failure during cruise flight. Note: Items marked in bold are considered memory items and should be committed to memory. If time and altitude permit, the emergency checklist may be consulted for further reference. To simulate engine failures in cruise flight, pull the throttle control to idle. Never fail the engine by pulling the mixture to idle cutoff or turning the fuel selector valve to OFF. The following are procedures for simulating an engine failure in cruise flight; for expanded information consult the Pilot’s Operating Handbook.

To simulate an engine failure, reduce throttle to idle. Pitch airspeed for 60 KIAS (best glide). Apply carburetor heat Select best landing site and turn towards it. Determine wind direction and plan descent to land into the wind. Perform cockpit flow check to try to restart engine:

Fuel valve – On Mixture – Rich Throttle – In Carburetor heat – On Ignition switch – Both Master switch – On Primer – In & locked

If time and altitude permit, consult emergency checklist for further procedures, including engine restart. For training purposes, if simulating that the engine has not restarted at this point, continue with the following procedures.

(Verbalize only) Set transponder to 7700. (Verbalize only) Set radios to emergency frequency or local ATC facility. Communicate

emergency, location, nature of emergency and number on board. Perform verbal passenger briefing. Include in the briefing seatbelt and shoulder

harnesses, securing of sharp or loose objects and procedures for exiting the aircraft after landing.

(Verbalize only) Shut down engine as per emergency checklist. Plan go-around so airplane does not descend below 500’ AGL.


EMERGENCY DESCENT

Objective: Safely land the airplane in the event of an engine fire. Note: Items marked in bold are considered memory items and should be committed to memory. If time and altitude permit, the emergency checklist may be consulted for further reference. The following are procedures for simulating an engine fire in cruise flight; for expanded information consult the Pilot’s Operating Handbook.

Perform “Pre-Maneuver Checklist.” Reduce throttle smoothly to idle. Pitch for descent airspeed of 85 KIAS. (Verbalize only) Pull mixture to idle cutoff and turn fuel selector valve OFF. Select best landing site and turn towards it. Determine wind direction and plan descent to land into the wind. If desired, full flaps may be lowered to increase descent angle. If using flaps, use

descent airspeed of 80 KIAS (VFE -5 KIAS for training purposes). If time and altitude permit, consult emergency checklist for further procedures,

including engine restart. For training purposes, if simulating that the engine fire has not extinguished at this point, continue with the following procedures.





GO-AROUND

Objective: Abort an unsafe landing and re-enter the traffic pattern for another approach.

Smoothly increase throttle to full power. Turn carburetor heat off. Pitch for a climb at Vx. Immediately retract one notch of flaps. After verifying a positive rate of climb, pitch for VX (54 KIAS) and retract flaps one

notch at a time until fully retracted. Verify a positive rate of climb after retracting each notch of flaps.

Call for and perform climb checklist.


TRAFFIC PATTERN – CONTROLLED FIELD

Objective: Enter the airport area of a towered airport in a safe manner in preparation for landing.

Obtain recorded weather information at least 10 miles away from airport. Check all known airport information from sectional chart and Airport/Facility Directory,

including airport elevation and designated right traffic patterns, if any. Call tower or approach (as appropriate) before entering airspace for landing clearance. Descent to traffic pattern altitude 2 miles away from airport, unless otherwise instructed by

ATC. Enter traffic pattern as directed by ATC and report entering pattern. Call for and perform before landing checklist.

TRAFFIC PATTERN – UNCONTROLLED FIELD

Objective: Enter the airport area of a non-towered airport in a safe manner in preparation for landing.

Obtain recorded weather information or landing advisory at least 10 miles away from airport.

Check all known airport information from sectional chart and Airport/Facility Directory, including airport elevation and designated right traffic patterns, if any.

If landing advisory is not available, plan overflight of airport at 500’ above traffic pattern altitude to determine wind direction and landing runway.

Once landing runway is determined, plan to enter at a 45° angle to the downwind leg. Circle as appropriate and allow sufficient room to descend to traffic pattern altitude 2 miles away from airport.

Enter traffic pattern and announce intentions on CTAF. Call for and perform before landing checklist.

Note: Self-announce frequently on CTAF, including position and intentions. Unless traffic levels dictate otherwise, make one radio call on each leg of traffic pattern. Ensure radio calls are directed at both VFR and IFR traffic, especially when reporting positions in reference to less commonly-used navigational aids. Note: Regardless of whether landing at controlled or uncontrolled airports, pilots should use increased vigilance in scanning for traffic.


NORMAL/CROSSWIND APPROACH & LANDING

Objective: Transition the aircraft safely from air to ground, correcting for wind as necessary. Downwind leg:

Set power to 2300 RPM. Maintain traffic pattern altitude ±100’. Set airspeed 85-95 KIAS. Establish crab angle into wind so ground track is parallel to runway. Call for and perform before landing checklist.

Downwind leg, abeam touchdown point:

Pull carburetor heat on. Reduce power to 1500 RPM. Maintain altitude with pitch by slowly pitching up. When airspeed is below VFE (85 KIAS), set flaps to 10°. Begin descent, pitch for 80 KIAS in descent and trim aircraft.

Base leg:

Set flaps to 20°. Pitch for descent at 70 KIAS. Trim aircraft.

Final approach:

Pitch for descent at 60 KIAS and trim aircraft. Increase approach airspeed as necessary to incorporate gust factor.

Lower wing into wind and coordinate with rudder as appropriate for crosswind conditions to keep ground track and wheel base parallel to runway centerline.

Use pitch for airspeed control, power for altitude control. Use VASI or PAPI for glideslope guidance.

Set flaps to 30° as necessary when landing on runway is assured Flare & touchdown:

Level off in ground effect. Decrease power to idle and begin flare. Touch down on main wheels first, then gently lower nosewheel to ground. If landing in a

crosswind, touchdown will be on the upwind wheel first, then the downwind wheel, then the nosewheel. Touchdown should be within 200’ of a pre-selected landing point.

Slow to taxi speed using gentle braking before exiting runway.


SHORT FIELD APPROACH & LANDING

Objective: Transition the airplane from air to ground using minimal runway. Downwind leg:

Set cruise power as required (2300 RPM). Maintain traffic pattern altitude ±100’. Set airspeed 85-95 KIAS. Establish crab angle into wind so ground track is parallel to runway. Call for and perform before landing checklist.



Base leg:

Set flaps to 20°. Pitch for descent at 65 KIAS and trim aircraft.

Final approach:

Set flaps to 30°. Pitch for descent at 54 KIAS and trim aircraft. Increase approach airspeed as necessary to

incorporate gust factor. Glidepath will be steeper than that of normal approach. Use pitch for airspeed control, power for altitude control.

Flare & touchdown:

Level off in ground effect, decrease power to idle and begin flare. Touch down on main wheels first, then gently lower nosewheel to the ground. Once all three wheels are in contact with the ground, apply firm but even braking.

Touchdown should be within 100’ of a pre-selected landing point. Simultaneously bring yoke full aft and retract flaps using an open-handed palm. Slow to taxi speed before exiting runway.

Note: If practicing short-field landings at a towered airport, request a “stop and go” in lieu of landing clearance. If traffic levels or controller workload do not permit stopping on the runway, perform a normal landing roll and announce “Simulated maximum braking” in lieu of an actual stop on the runway. At non-towered airports pilots are encouraged to consider local traffic levels when practicing short-field landings and announce if a short delay on the runway will occur prior to beginning the takeoff roll.


SOFT FIELD APPROACH & LANDING

Objective: Transition the airplane from air to ground on non-paved surfaces. Downwind leg:




Base leg:


Final approach:

Pitch for descent at 60 KIAS (use 54 KIAS and 30° flaps if short field) and trim aircraft. Increase approach airspeed as necessary to incorporate gust factor.


Flare & touchdown:

Level off in ground effect, decrease power to approximately 1000 RPM and begin flare. Touch down on main wheels first, pull power to idle and hold the nosewheel off the ground

for as long as possible. Keep yoke full aft during taxi and use minimal braking. Slow to taxi speed before exiting runway.

Flight Instructor Manual C172P-1/R-3

Cessna 172P

SPECIFICATIONS

Lycoming O-320 160 BHP @ 2700 RPM Fuel capacity: 43 gal. total/40 usable (standard) or 54 gal. total/50 usable (long range) Oil capacity: 7 qts. (dipstick) VSO – 33 KIAS VS – 44 KIAS VR – 55 KIAS VFE – 110 KIAS for 10°

– 85 KIAS for 20° and 30° VNO – 127 KIAS VNE – 158 KIAS VX – 60 KIAS @ Sea level – 65 KIAS @ 10,000 feet VY – 76 KIAS @ Sea level – 71 KIAS @ 10,000 feet VA – 99 KIAS @ 2400 lbs. – 92 KIAS @ 2000 lbs.

– 82 KIAS @ 1600 lbs. VCC – 80 KIAS (cruise climb) VG – 65 KIAS (maximum glide)



Objective: Safely and smoothly transition the aircraft into the air and complete the climb checks.

















Pitch for VX (60 KIAS) and trim aircraft. Coordinate using rudder and aileron. Maintain ground track over runway and











r engine








n






alive.” As airs








ENROUTE CLIMB










ction “Use of



CC







SLOW FLIGHT


Set altitude no lower than 2000’ AGL. Perform “Pre-Maneuver Checklist.” Pick outside visual reference point. Turn carburetor heat on. Reduce power to 1500 RPM. Maintain altitude by increasing pitch gradually as airspeed decreases. Below VFE (110 KIAS), add flaps in 10º increments until full flaps are extended.

Ensure airspeed is below 85 KIAS before extending flaps beyond 10º. At target airspeed (55 KIAS unless specified), increase power to 2000 RPM. Trim aircraft and coordinate with rudder. Use pitch for airspeed control and power for





STEEP TURNS







POWER-OFF STALLS

Objective: Demonstrate proper stall recovery technique from approach-to-landing configuration.

Set altitude no lower than 2000’ AGL and plan recovery by 1500’ AGL. Perform “Pre-Maneuver Checklist.” Pick outside visual reference point. Set mixture full rich. Turn carburetor heat on. Reduce power to 1500 RPM. Maintain altitude by increasing pitch gradually. Coordinate airplane with rudder and

keep wings level. Below VFE (110 KIAS), add flaps in 10º increments until full flaps are extended.

Ensure airspeed is below 85 KIAS before extending more than 10º. If a turning stall is to be performed, enter a standard-rate turn until the stall break.

At target airspeed (VR, 55 KIAS unless specified), initiate 500 fpm descent, decrease power to idle.

Increase pitch gradually to hold altitude while airspeed decreases. When aircraft stalls, increase power to full. Pitch for level attitude, level the wings and coordinate aircraft with rudder. Turn carburetor heat off. Retract flaps 10º and pitch for VX (60 KIAS). Establish and announce “Positive rate of climb.” Continue retracting flaps 10º at a time, confirming positive rate of climb each time, until

fully retracted. Pitch for level flight and, once reaching cruise airspeed, reduce power to cruise setting



POWER-ON STALLS


Set altitude no lower than 2000’ AGL and plan recovery by 1500’ AGL. Perform “Pre-Maneuver Checklist.” Pick outside visual reference point. Set mixture full rich. Turn carburetor heat on. Reduce power to 1500 RPM. Maintain altitude by increasing pitch gradually. If a turning stall is to be performed,

enter a standard-rate turn until the stall break. At target airspeed (VR, 55 KIAS unless specified), increase power to full. Turn carburetor heat off. Increase pitch promptly to approximately 20° nose-up. Maintain pitch attitude while



















DESCENT






de as in prlanding.




FORWARD SLIP





SIDE SLIP








RECTANGULAR PATTERN









S-TURNS









To simulate an engine failure, reduce throttle to idle. Pitch airspeed for 65 KIAS (best glide). Apply carburetor heat Select best landing site and turn towards it. Determine wind direction and plan descent to land into the wind. Perform cockpit flow check to try to restart engine:

Fuel valve – Both Mixture – Rich Throttle – In Carburetor heat – On Ignition switch – Both Master switch – On Primer – In & locked







EMERGENCY DESCENT









GO-AROUND


Smoothly increase throttle to full power. Turn carburetor heat off. Pitch for a climb at Vx. Immediately retract one notch of flaps. After verifying a positive rate of climb, pitch for VX (60 KIAS) and retract flaps one




















Set power to 2300 RPM. Maintain traffic pattern altitude ±100’. Set airspeed 85-95 KIAS. Establish crab angle into wind so ground track is parallel to runway. Call for and perform before landing checklist



Base leg:


Final approach:




Set flaps to 30° as necessary when landing on runway is assured. Flare & touchdown:

Level off in ground effect, decrease power to idle and begin flare. Touch down on main wheels first, then gently lower nosewheel to ground. If landing in a









Base leg:


Final approach:



Flare & touchdown:

Level off in ground effect, decrease power to idle and begin flare. Touch down on main wheels first, then gently lower nosewheel to ground. Once all three wheels are in contact with the ground, apply firm but even braking.

Touchdown should be within 100’ of a pre-selected landing point. Simultaneously bring yoke full aft and retract flaps using an open-handed palm. Slow to taxi speed before exiting runway.








Base leg:


Final approach:



Flare & touchdown:



Note: If practicing soft-field landings at a towered airport, traffic levels or controller workload may not permit an extended landing roll while waiting for the nosewheel to contact the ground. Under these circumstances comply with controller instructions, announce “Simulated soft-field landing roll,” and promptly transition to either exiting the runway or continuing with a touch-and-go.

Flight Instructor Manual C172S-1/R-3

Cessna 172S

SPECIFICATIONS

Lycoming IO-360 180 BHP @ 2700 RPM Fuel capacity: 56 gal. total/53 usable Oil capacity: 8 qts. (dipstick) VSO – 40 KIAS VS – 48 KIAS VR – 55 KIAS VFE – 110 KIAS for 10°

85 KIAS for 20° and 30° VNO – 129 KIAS VNE – 163 KIAS VX – 62 KIAS @ Sea level – 67 KIAS @ 10,000 feet VY – 74 KIAS @ Sea level – 72 KIAS @ 10,000 feet VA – 105 KIAS @ 2550 lbs. – 98 KIAS @ 2200 lbs.

– 90 KIAS @ 1900 lbs. VCC – 80 KIAS (cruise climb) VG – 68 KIAS (maximum glide)




















Pitch for 56 KIAS and trim aircraft. Coordinate using rudder and aileron. Maintain ground track over runway and











r engine








n






alive.” As airs








ENROUTE CLIMB










ction “Use of



CC







SLOW FLIGHT


Set altitude no lower than 2000’ AGL. Perform “Pre-Maneuver Checklist.” Pick outside visual reference point. Reduce power to 1500 RPM. Maintain altitude by increasing pitch gradually as airspeed decreases. Below VFE (110 KIAS), add flaps in 10º increments until full flaps are extended.

Ensure airspeed is below 85 KIAS before extending flaps beyond 10º. At target airspeed (55 KIAS unless specified), increase power to 2000 RPM. Trim aircraft and coordinate with rudder. Use pitch for airspeed control and power for





STEEP TURNS







POWER-OFF STALLS


Set altitude no lower than 2000’ AGL and plan recovery by 1500’ AGL. Perform “Pre-Maneuver Checklist.” Pick outside visual reference point. Set mixture full rich. Reduce power to 1500 RPM. Maintain altitude by increasing pitch gradually. Coordinate airplane with rudder and

keep wings level. Below VFE (110 KIAS), add flaps in 10º increments until full flaps are extended.


At target airspeed (VR, 55 KIAS unless specified), initiate a 500 fpm descent, decrease power to idle.

Increase pitch gradually to hold altitude while airspeed decreases. When aircraft stalls, increase power to full. Pitch for level attitude, level the wings and coordinate aircraft with rudder. Retract flaps 10º and pitch for VX (62 KIAS). Establish and announce “Positive rate of climb.” Continue retracting flaps 10º at a time, confirming positive rate of climb each time, until

fully retracted. Pitch for level flight and, once reaching cruise airspeed, reduce power to cruise setting



POWER-ON STALLS


Set altitude no lower than 2000’ AGL and plan recovery by 1500’ AGL. Perform “Pre-Maneuver Checklist.” Pick outside visual reference point. Set mixture full rich. Reduce power to 1500 RPM. Maintain altitude by increasing pitch gradually. If a turning stall is to be performed,

enter a standard-rate turn until the stall break. At target airspeed (VR, 55 KIAS unless specified), increase power to full. Increase pitch promptly to approximately 20° nose-up. Maintain pitch attitude while



















DESCENT



Operating Handbook for desired rate of descent and



de as in prlanding.

plan to reach traffic pattern altitude approximately 2 miles before entering the pattern. Review all airport information, including ATIS/AWOS/ASOS and sectional chart. Set radios to tower or CTAF. Decrease power as per Pilot’s



FORWARD SLIP





SIDE SLIP








RECTANGULAR PATTERN









S-TURNS









To simulate an engine failure, reduce throttle to idle. Pitch airspeed for 68 KIAS (best glide). Turn fuel pump on. Select best landing site and turn towards it. Determine wind direction and plan descent to land into the wind. Perform cockpit flow check to try to restart engine:

Fuel valve – Both Mixture – Rich Throttle – In Ignition switch – Both Master switch – On Auxiliary fuel pump – On







EMERGENCY DESCENT









GO-AROUND


Smoothly increase throttle to full power. Pitch for a climb at Vx. Immediately retract one notch of flaps. After verifying a positive rate of climb, pitch for VX (62 KIAS) and retract flaps one




















Set power to 2300 RPM. Maintain traffic pattern altitude ±100’. Set airspeed 85-95 KIAS. Establish crab angle into wind so ground track is parallel to runway. Call for and perform before landing checklist.


Reduce power to 1500 RPM. Maintain altitude with pitch by slowly pitching up. When airspeed is below VFE (110 KIAS), set flaps to 10°. Begin descent, pitch for 85 KIAS in descent and trim aircraft.

Base leg:


Final approach:




Set flaps to 30° as necessary once landing on runway is assured.

Flare & touchdown:










Base leg:


Final approach:



Flare & touchdown:


crosswind, touchdown will be on the upwind wheel first, then the downwind wheel, then the nosewheel.

Once all three wheels are in contact with the ground, apply firm but even braking. Touchdown should be within 100’ of a pre-selected landing point.

Simultaneously bring yoke full aft and retract flaps using an open-handed palm. Slow to taxi speed before exiting runway.





Set cruise power as required (2300 RPM). Maintain traffic pattern altitude ±100’. Set airspeed 85-95 KIAS. Establish crab angle into wind so ground track is parallel to runway. Call for and perform the before landing checklist.



Base leg:


Final approach:



Flare & touchdown:




Flight Instructor Manual C172RG-1/R-3

Cessna 172RG

SPECIFICATIONS

Lycoming O-360 180 BHP @ 2700 RPM Fuel capacity: 66 gal. total/62 usable Oil capacity: 8 qts. (dipstick) VSO – 42 KIAS VS – 50 KIAS VR – 55 KIAS VFE – 130 KIAS for 10°

– 100 KIAS for 20° and 30° VNO – 145 KIAS VNE – 164 KIAS VLO – 140 KIAS VLE – 164 KIAS VX – 67 KIAS @ Sea level – 68 KIAS @ 10,000 feet VY – 84 KIAS @ Sea level – 77 KIAS @ 10,000 feet VA – 106 KIAS @ 2650 lbs. – 98 KIAS @ 2250 lbs.

– 89 KIAS @ 1850 lbs. VCC – 90 KIAS (cruise climb) VG – 73 KIAS @ 2650 lbs. (maximum glide) – 67 KIAS @ 2250 lbs. – 61 KIAS @ 1850 lbs.










extended centerline. Retract landing gear when no usable runway remains to land on. Maintain physical

contact with the landing gear handle until amber “gear unsafe” light extinguishes. At 500’ AGL reduce power to 25” MP, propellers to 2,500 RPM. Make first turn 300’ below traffic pattern altitude. At 1000’ AGL transition to VCC (90 KIAS). Call for and perform climb checklist.




Perform line-up check. Check that final approach is clear to avoid runway incursions. At hold-short line ensure flaps are up. Taxi onto the runway and align the nosewheel with the centerline. Position the






Pitch for 63 KIAS and trim aircraft. Coordinate using rudder and aileron. Maintain ground track over runway and


aircraft. As airspeed increases, announce “Positive rate of climb” and retract landing gear when

no usable runway remains to land on. Maintain physical contact with the landing gear handle until amber “gear unsafe” light extinguishes.

At 500’ AGL reduce power to 25” MP, propellers to 2,500 RPM. Make first turn 300’ below traffic pattern altitude. At 1000’ AGL transition to VCC (90 KIAS).






ransfer as much weight

e runway and align the nosewheel with the centerline. Use minimum ing

riate for wind conditions. akeoff power).

r engine






ed increases, announce “Positive rate of climb” and retract landing gear when

,500 RPM.

ote: If practicing soft-field takeoffs at a towered airport, traffic levels or controller workload may not permit a smooth,

n

Check that final approac At hold-short line ensure flaps are up. Hold the yoke full aft to t

to the main landing gear as possible, and keep the yoke full aft until beginning the takeoff roll.

Taxi onto thbraking and make a smooth transition from the taxi to the takeoff roll without allowairplane to come to a stop.

Perfom HITTS checklist. Adjust ailerons as approp Smoothly apply full power (4-5 seconds from idle to t Check all engine instruments to ensure correct indications. Listen fo


alive.” As airs





aircraft. As airspe

no usable runway remains to land on. Maintain physical contact with the landing gear handle until amber “gear unsafe” light extinguishes.

At 500’ AGL reduce power to 25” MP, propellers to 2 Make first turn 300’ below traffic pattern altitude. At 1000’ AGL transition to VCC (90 KIAS).

Nnon-stop transition from taxi to the takeoff roll. Under these circumstances comply with controller instructions, announce “Simulated non-stop takeoff roll” when in position on the runway and maintain back full back pressure othe yoke until beginning takeoff roll.


ENROUTE CLIMB




.





d cruise speed is reached. andbook.


ction “Use of



CC

Coordinate aircraft with rudder. Monitor engine instruments to ch Execute gentle s-turns or short level-offs every 500’ to c Increase throttle with altitude as needed to maintain climb power setting Lean the mixture during climb (see section “Leaning Procedures”). Turn landing light off when clear of airport area unless otherwise recommended (see



Lead level-off to desired altitude by 10 Set the pitch for a level attitude. Let airspeed increase until desire Set cruise power and propeller RPM as per Pilot Operating H Trim aircraft for level flight. Lean the mixture (see sectio Check all engine instruments and systems to verify pro If still on, turn landing light off unless otherwise recommended (see se



SLOW FLIGHT


Set altitude no lower than 2000’ AGL. Perform “Pre-Maneuver Checklist.” Pick outside visual reference point. Set propeller to 2500 RPM. Turn carburetor heat on. Set throttle to 15” MP. Open cowl flaps. Maintain altitude by increasing pitch gradually as airspeed decreases. Below VLO (140 KIAS) extend landing gear. Below VFE (130 KIAS), add flaps in 10º increments until full flaps are extended.

Ensure airspeed is below 100 KIAS before extending flaps beyond 10º. At target airspeed (55 KIAS unless specified), increase power to 20” MP. Trim aircraft and coordinate with rudder. Use pitch for airspeed control and power for

altitude control. Maintain airspeed 10 KIAS, heading 10º, altitude 100 feet. To recover from slow flight, increase throttle to 23” MP, turn carburetor heat off and

adjust pitch as necessary to maintain altitude. Retract flaps one notch at a time to 10º. Retract landing gear. Retract last 10º flaps. At cruise airspeed, reduce power and propellers to cruise setting as per Pilot’s

Operating Handbook. Close cowl flaps. Call for and perform cruise checklist.


STEEP TURNS


Set altitude no lower than 1500’ AGL. Perform “Pre-Maneuver Checklist.” Pick outside visual reference point. Set propeller at 2300 RPM and throttle at 21” MP, or as necessary to maintain VA. Announce heading, altitude and airspeed to be maintained during maneuver. Entry

airspeed should be below maneuvering speed and remain there for entire maneuver. Roll into turn with coordinated rudder and aileron. As airplane rolls past 30º of bank add approximately 2” MP to maintain altitude. Trim aircraft and coordinate with rudder. Control bank angle with ailerons. Maintain airspeed 10 KIAS, altitude 100 feet, bank angle ± 5º (45º private, 50º

commercial). Begin rollout 20º prior to entry heading. During rollout, decrease pitch attitude to maintain altitude, reduce power to 19”-20” MP.



POWER-OFF STALLS


Set altitude no lower than 2000’ AGL and plan recovery by 1500’ AGL. Perform “Pre-Maneuver Checklist.” Pick outside visual reference point. Set propeller to 2500 RPM. Turn carburetor heat on. Set throttle to 15” MP. Maintain altitude by increasing pitch gradually. Coordinate airplane with rudder and

keep wings level. Below VLO (140 KIAS) extend landing gear. Below VFE (130 KIAS), add flaps in 10º increments until full flaps are extended.


At target airspeed (VR, 55 KIAS unless specified), initiate a 500 fpm descent, decrease power to idle.

Increase pitch gradually to hold altitude while airspeed decreases. When aircraft stalls, smoothly increase power to full. Pitch for level attitude, level the wings and coordinate aircraft with rudder. Turn carburetor heat off. Retract flaps 10º and pitch for VX (67 KIAS). Establish and announce “Positive rate of climb.” Retract next 10º flaps and confirm positive rate of climb. Retract landing gear. Retract last 10º flaps. Pitch for level flight and, once reaching cruise airspeed, reduce power and propellers

to cruise setting as per Pilot’s Operating Handbook. Call for and perform cruise checklist.


POWER-ON STALLS


Set altitude no lower than 2000’ AGL and plan recovery by 1500’ AGL. Perform “Pre-Maneuver Checklist.” Pick outside visual reference point. Set propeller to 2500 RPM. Turn carburetor heat on. Set throttle to 15” MP. Open cowl flaps. Maintain altitude by increasing pitch gradually. Coordinate airplane with rudder and

keep wings level. If a turning stall is to be performed, enter a standard-rate turn until the stall break.

At target airspeed (VR, 55 KIAS unless specified), increase power to 25” MP. This will be simulated maximum power, and no further increases should be made.

Turn carburetor heat off. Increase pitch promptly to approximately 20° nose-up. Maintain pitch attitude while




as per Pilot’s Operating Handbook. Close cowl flaps. Call for and perform cruise checklist.


CHANDELLES

Objective: To safely maneuver the aircraft through a 180º maximum-performance climbing turn.

Set altitude no lower than 2000’ AGL. Perform “Pre-Maneuver Checklist.” Pick outside visual reference point off wingtip. Set propeller at 2500 RPM. Roll into turn with coordinated rudder and aileron. As airplane reaches 30º of bank increase throttle to 25” MP. This will be simulated

maximum power. Coordinate with rudder. First half of maneuver: Maintain constant bank angle, increase pitch attitude. Second half of maneuver: Maintain constant pitch attitude, decrease bank angle. During rollout, decrease pitch attitude to maintain altitude 100 feet, heading ± 10º,

rollout airspeed should be just above a stalling airspeed. Repeat maneuver in opposite direction. Call for and perform cruise checklist.

LAZY 8S

Objective: To maneuver the airplane through two 180º turns while constantly changing pitch attitude and bank angle.

Set altitude no lower than 2000’ AGL. Perform “Pre-Maneuver Checklist.” Pick outside visual reference point off wingtip. Set propeller at 2300 RPM and throttle at 21” MP, or as necessary to maintain VA. Roll into turn with coordinated rudder and aileron. Coordinate with rudder. Both pitch and bank should be constantly changing.

First 45º of maneuver: Increase bank angle to 15º, pitch to maximum nose-up. Second 45º of maneuver: Increase bank angle to 30º, decreasing pitch to level. Third 45º of maneuver: Decrease bank angle to 15º, pitch to maximum nose-down. Last 45º of maneuver: Decrease bank angle and pitch attitude to level.

During rollout, maintain initial entry altitude 100 feet, heading ± 10º. Repeat maneuver in opposite direction. Call for and perform cruise checklist.


STEEP SPIRALS

Objective: Demonstrate sufficient planning as to maneuver the airplane through at least three 360º descending turns while tracking a constant radius circle.

Set altitude as necessary to ensure at least three complete 360º turns with recovery by 1500’ AGL.

Perform “Pre-Maneuver Checklist.” Ensure cowl flaps are closed. Pick outside ground reference point. Below VLO (140 KIAS) extend landing gear. Set propeller at 2500 RPM. Turn carburetor heat on. Pull throttle to idle and pitch for best glide (73 KIAS). Passing over reference point, roll into turn with coordinated rudder and aileron. During descent, adjust bank angle as necessary to maintain constant radius around

reference point. Bank may be increased up to 60º. Maintain airspeed in descent ± 10 KIAS. Plan recovery (or transition into power-off 180º accuracy landing) by 1500’ AGL.

During rollout maintain heading ± 10º.

POWER-OFF 180º ACCURACY LANDINGS

Objective: Safely maneuver the airplane from abeam a landing point to a successful power-off touchdown.

Set altitude no more than 1000’ AGL. Perform “Pre-Maneuver Checklist.” Set propeller at 2500 RPM. Turn carburetor heat on. Pull throttle to idle and pitch for best glide (73 KIAS). Maintain airspeed in descent ± 10 KIAS. Plan descent as in normal traffic pattern, unless terrain and wind conditions dictate

otherwise, to touchdown within 200’ of designated landing point.












o Nose-high recovery: Simulated full power (25” MP), pitch level, wings level. o Nose-low recovery: Power idle, wings level, pitch level.



DESCENT






de as in prlanding.




FORWARD SLIP





SIDE SLIP








RECTANGULAR PATTERN


Perform “Pre-Maneuver Checklist.” Set altitude between 600’ and 1000’ AGL. Determine wind direction. Pick outside visual reference. Set mixture full rich. Set power and propeller at cruise power setting as per Pilot’s Operating Handbook. Plan to enter the rectangular pattern downwind and remain the same distance away




Perform “Pre-Maneuver Checklist.” Set altitude between 600’ and 1000’ AGL. Determine wind direction. Pick outside visual reference point. Set mixture full rich. Set power and propeller at cruise power setting as per Pilot’s Operating Handbook. Plan to enter the turn downwind and remain the same distance away from the



S-TURNS


Perform “Pre-Maneuver Checklist.” Set altitude between 600’ and 1000’ AGL. Determine wind direction. Pick outside visual reference line perpendicular to the wind. Set mixture full rich. Set power and propeller at cruise power setting as per Pilot’s Operating Handbook. Plan to enter the turn downwind, wings level, perpendicular to reference line. S-turns




8S-ON-PYLONS

Objective: To fly a figure-eight pattern around two reference points while keeping the point fixed on the wingtip.

Perform “Pre-Maneuver Checklist.” Set altitude to pivotal altitude (800’ AGL). Determine wind direction. Pick outside visual reference point. Set mixture full rich. Set power and propeller at cruise power setting as per Pilot’s Operating Handbook. Plan to enter the turn downwind perpendicular to the reference point. Passing abeam the reference point, bank aircraft so point is on wingtip. During

maneuver, adjust altitude as necessary to keep reference point in same spot. Bank angle will not be constant and will be adjusted as necessary to maintain visual contact with the point (approximately 30� - 40� at the steepest point).

After completing one turn around the reference point, roll wings-level and maintain level flight while selecting reference point.

Pick new reference point off opposite wingtip and repeat maneuver in other direction.

Call for and perform cruise checklist.




To simulate an engine failure, reduce throttle to idle. Pitch airspeed for 75 KIAS (best glide). Apply carburetor heat and turn fuel pump on. Select best landing site and turn towards it. Determine wind direction and plan descent to land into the wind. Perform cockpit flow check to try to restart engine:

Fuel valve – On Mixture – Rich Throttle – In Carburetor heat – On Ignition switch – Both Master switch – On Primer – In & locked





(Verbalize only) Shut down engine as per emergency checklist. Extend landing gear at 1500’ AGL. Plan go-around so airplane does not descend below 500’ AGL.


EMERGENCY DESCENT


Perform “Pre-Maneuver Checklist.” Reduce throttle smoothly to idle. Pitch for descent airspeed of 105 KIAS. (Verbalize only) Pull mixture to idle cutoff and turn fuel selector valve OFF. Select best landing site and turn towards it. Determine wind direction and plan descent to land into the wind. If desired, full flaps and landing gear may be lowered to increase descent angle. If

using flaps, use descent airspeed of 95 KIAS (VFE -5 KIAS for training purposes). If time and altitude permit, consult emergency checklist for further procedures,






GO-AROUND


Smoothly increase throttle to full power. Turn carburetor heat off. Pitch for a climb at Vx. Immediately retract one notch of flaps. After verifying a positive rate of climb, pitch for VX (67 KIAS) and retract one more

notch of flaps. Verify a positive rate of climb. Retract landing gear. Retract last notch of flaps. Call for and perform climb checklist.


















Set power to 23” MP and propeller to 2300 RPM. Maintain traffic pattern altitude ±100’. Set airspeed 85-95 KIAS. Establish crab angle into wind so ground track is parallel to runway. At midfield and below VLE (140 KIAS), lower the landing gear. Perform first GUMPS check (Gas, Undercarriage, Mixture, Props, Switches). Call for and perform before landing checklist.


Pull carburetor heat on. Reduce power to 15” MP. Maintain altitude with pitch by slowly pitching up. When airspeed is below VFE (130 KIAS), set flaps to 10°. Begin descent, pitch for 85 KIAS in descent and trim aircraft.

Base leg:

Set flaps to 20°. Set propeller full forward to high RPM. Pitch for descent at 75 KIAS and trim aircraft. Perform second GUMPS check.

Final approach:




Perform final GUMPS check. Set flaps to 30° as necessary once landing on runway is assured.

Flare & touchdown:









Pull carburetor heat on. Reduce power to 15” MP. Maintain altitude with pitch by slowly pitching up. When airspeed is below VFE (130 KIAS), set flaps to 10°. Begin descent, pitch for 85 KIAS in descent and trim aircraft.

Base leg:


Final approach:


incorporate gust factor. Glidepath will be steeper than that of normal approach. Use pitch for airspeed control, power for altitude control. Perform final GUMPS check.

Flare & touchdown:

Level off in ground effect, decrease power to idle and begin flare. Touch down on main wheels first, then gently lower nosewheel to ground. Apply firm but

even braking while bringing yoke full aft. Do not retract the flaps! Touchdown should be within 100’ of a pre-selected landing point.

Slow to taxi speed before exiting runway. Note: If practicing short-field landings at a towered airport, request a “stop and go” in lieu of landing clearance. If traffic levels or controller workload do not permit stopping on the runway, perform a normal landing roll and announce “Simulated maximum braking” in lieu of an actual stop on the runway. At non-towered airports pilots are encouraged to consider local traffic levels when practicing short-field landings and announce if a short delay on the runway will occur prior to beginning the takeoff roll.







Base leg:


Final approach:



Perform final GUMPS check. Flare & touchdown:




Maneuver Manual PA44-1/R-4

Seminole Multi Engine Procedures

GENERAL SAFETY PROCEDURES & POLICIES

For safety purposes these items must be followed strictly:

A maximum of one simulated system emergency at any time is allowed below 2,000’ AGL.

Use a minimum altitude of 4000’ AGL for complete engine shutdowns, VMC or drag demos.

No descents below TPA with systems disabled are allowed. To simulate landing gear failure, pull the 25 Amp “Landing Gear” circuit breaker. Do not

pull the 5 Amp “Gear Pump” circuit breaker. Extreme caution must be exercised to ensure the gear is extended prior to landing.

Both fuel selectors must be ON below 4000’ AGL unless there is an actual emergency. Simulated engine failures should not occur below 400‘ AGL. Low-altitude engine failures

(below 4000’ AGL) should only be performed by reducing one of the throttles to idle. Do not turn the fuel selectors off or move the mixture to idle cutoff.

Simulated engine failures on the runway should not occur above 40 KIAS. During takeoff, maintain VY (88 KIAS) through 500‘ AGL. Exceptions – Lower speed for

Short Field climb, Vx or barrier clearance may be used as published in the AFM. Checklists must be used on each and every flight. Selecting the gear to the down position should be accomplished using a flat hand. Gear

handle will move to the down position without being pulled “out of the detent”. Leaving one finger on the gear handle without undue pressure will ensure that the gear handle locks into the detent.

When cycling the gear, keep one finger on the landing gear lever until the gear is locked up or down as desired and verified with the three green indicator lights, no red gear unsafe warning, no warning horn and visually in external mirror.

In the traffic pattern, landing gear is to be extended no later than midfield on the downwind.

GUMPS check lists (reference normal and short landing procedures in this manual) shall be performed on each leg of the traffic pattern. On final approach Pilot Flying will verbally inquire “Verify 3 green?” – Pilot Monitoring will respond “3 green verified” after visual confirmation.

In the event of landing gear malfunction during which the gear appears to be down but fewer than 3 green “Gear Safe” light is illuminated, the PIC should contact HAI dispatch (122.85) while airborne after troubleshooting using the appropriate checklist. If after contacting dispatch a decision is made to land, the pilot should come to a complete stop on the runway, shut down the airplane and contact HAI dispatch for a tow to maintenance. Pilots should not attempt to taxi to the ramp after landing. This should be treated as an emergency and the tower notified as appropriate.


Operational Concerns These items will help increase the life of the aircraft and reduce overall operational costs:

One complete engine shutdown to full feather during rating. Limit number of gear cycles on touch-and-goes. Avoid back-to-back VMC and drag demos to reduce wear on engines.


Seminole (PA-44)

PA-44 SPECIFICATIONS

References: PA44 AFM revision VB-860 Lycoming O-360 and LO-360 180 BHP @ 2700 RPM Fuel capacity: 110 gal. total/108 usable Oil capacity: 6 qts. (dipstick, per engine) VSO – 55 KIAS VMCA – 56 KIAS (note that this is a stalled condition) VS – 57 KIAS VR – 75 KIAS (value may vary based on takeoff weight) VSSE – 88 KIAS VFE – 111 KIAS VNO – 169 KIAS VNE – 202 KIAS VLO – 140 KIAS (down) – 109 KIAS (up) VLE – 140 KIAS VX – 82 KIAS @ Sea level VY – 88 KIAS @ Sea level VXSE – 82 KIAS @ Sea level VYSE – 88 KIAS @ Sea level (blue line) VA – 135 KIAS @ 3800 lbs. – 112 KIAS @ 2700 lbs. VCC – 105 KIAS (cruise climb)


CONFIGURATION AND POWER SETTING TABLE

PA-44

Situation Attitude KIAS M.P. RPM Mixture Configuration

NORM OPS

VFR/IFR

Takeoff 5-10 up 75-105 30" 2700 rich clean/cowl flaps

open

climb 5-10 up 105 25" 2500 as clean/cowl flaps

required open

cruise level 140 23" 2300 " " clean/cowl flaps

closed

cruise descent 1 dot down 140 20" 2300 " " " "

App. Cruise level 120 19" 2300 " " " "

VFR PROC.

Down wind 1/2 dot down 88-105 15"-18" 2300 " " Gear down 10-25

abeam #'s deg flaps

Base " " 80-105 15"-18" 2300-2700 " " Gear down 25-40

deg flaps

Final 1 dot down 80-105 13"-15" 2700 rich 40 deg flaps

IFR PROC.

App. Dec. 1 dot down 120 15" 2300 " " " "

Final app. level 105 16" 2300 " " " "

ILS 1 dot down- 105 17" 2500 rich Gear down 25

600'/min deg flaps

VOR/NDB 2 dot down- 105 13" 2500 rich Gear dwn 10

900'/min deg flaps

Level MDA level 105 21" 2500 rich Gear down 10

deg flaps

SE OPS IFR/VFR

Climb 1 dot up 5deg bk 88 30" 2700 rich clean/cowl flaps

open

Level flight 1/4 dot up 2-5deg 105 25" 2500 as " "

bk required

App. Descent. 1/2 dot down 2-5 105 19" 2500 " " " "

deg bk-500'/min

ILS 1 dot down 2-5 105 18" 2500 rich gear down

deg bk-600'/min

VOR/NDB 1 dot down- 105 17" 2500 rich gear down

900'/min

Level MDA 1/4 dot up 2-5° bank 105 27" 2500 rich " "

Straight in/ as required 88-105 as req. 2700 rich Gear down flaps

Circle land as req.


NORMAL/CROSSWIND TAKEOFF & CLIMB


Perform line-up check. Check that final approach is clear to avoid runway incursions. Taxi onto the runway and align the nosewheel with the centerline. Perform HITTS checklist. Adjust ailerons as appropriate for wind conditions. Smoothly apply full power on both engines (4-5 seconds from idle to takeoff power). Check all engine instruments to ensure correct indications. Listen for engine






extended centerline. Call the Go Decision Point. Retract landing gear when no usable runway remains to land on. Maintain physical

contact with the landing gear handle until red “gear unsafe” light extinguishes. At 500’ AGL reduce power to 25” MP, propellers to 2,500 RPM. Make first turn 300’ below traffic pattern altitude. At 1000’ AGL transition to VCC (105 KIAS). Call for and perform climb checklist.


SHORT FIELD TAKEOFF & CLIMB


Perform line-up check. Set stabilator trim slightly nose-high. Check that final approach is clear to avoid runway incursions. At hold-short line set flaps to 0° (25° flaps may be used if obstacles dictate additional

clearance). Taxi onto the runway and align the nosewheel with the centerline. Position the

airplane to utilize maximum available runway. Perform HITTS checklist. Adjust ailerons as appropriate for wind conditions. Apply and hold brakes. Smoothly apply full power on both engines (4-5 seconds from idle to takeoff power). Check all engine instruments to ensure correct indications. Listen for engine



aligned on centerline. At 70 KIAS (63 KIAS with 25° flaps), pull back smoothly on the yoke until the nose

lifts off the runway. With significant surface wind, increase VR up to 5 KIAS to facilitate more positive control. The aircraft should be positively rotated and allowed to crab into the wind immediately after liftoff to maintain centerline.

Pitch for 75 KIAS (67 KIAS with 25° flaps) and trim aircraft. Coordinate using rudder and aileron. Maintain ground track over runway and


aircraft. Call the Go Decision Point. Retract landing gear when no usable runway remains to land on. Maintain physical

contact with the landing gear handle until red “gear unsafe” light extinguishes. At 500’ AGL reduce power to 25” MP, propellers to 2,500 RPM. Make first turn 300’ below traffic pattern altitude. At 1000’ AGL transition to VCC (105 KIAS). Call for and perform climb checklist.




Soft field takeoffs are not typically practiced in multi-engine aircraft and are not required by

ENROUTE CLIMB


Pitch for VCC (105 KIAS) and trim aircraft.


.





d cruise speed is reached. andbook.


ction “Use of


PTS.


Coordinate aircraft with rudder. Monitor engine instruments to ch Execute gentle s-turns or short level-offs every 500’ to c Increase throttle with altitude as needed to maintain climb power setting Lean the mixture during climb (see section “Leaning Procedures”). Turn landing light off when clear of airport area unless otherwise recommended (see



Lead level-off to desired altitude by 10 Set the pitch for a level attitude. Let airspeed increase until desire Set cruise power and propeller RPM as per Pilot Operating H Trim aircraft for level flight. Lean the mixture (see sectio Check all engine instruments and systems to verify pro If still on, turn landing light off unless otherwise recommended (see se



SLOW FLIGHT

Objective: Demonstrate flight at various airspeeds and configurations. The student should be

Set altitude no lower than 2000’ AGL.

y increasing pitch gradually as airspeed decreases.

ments until full flaps are extended.

power for

d 10 KIAS, heading 10º, altitude 100 feet. uretor heat off and

S).

uce power and propellers to cruise setting as per Pilot’s

cruise checklist.

able to fly the aircraft at any given speed and configuration combination within the flight envelope of the aircraft.

Perform “Pre-Maneuver Checklist.” Pick outside visual reference point. Set propellers to 2500 RPM. Set throttles to 15” MP. Open cowl flaps. Maintain altitude b Below VLE (140 KIAS) extend landing gear. Below VFE (111 KIAS), add flaps in 10º incre At target airspeed (65 KIAS unless specified), increase power to 18” MP. Trim aircraft and coordinate with rudder. Use pitch for airspeed control and

altitude control. Maintain airspee To recover from slow flight, increase throttles to 20” MP, turn carb

adjust pitch as necessary to maintain altitude. Retract flaps one notch at a time to 10º. Retract landing gear below VLO (109 KIA Retract last 10º flaps. At cruise airspeed, red

Operating Handbook. Close cowl flaps. Call for and perform


STEEP TURNS


Set altitude no lower than 2000’ AGL. Perform “Pre-Maneuver Checklist.” Pick outside visual reference point. Set propellers at 2300 RPM and throttles at 21” MP as necessary to maintain VA. Announce heading, altitude and airspeed to be maintained during maneuver. Entry

airspeed should be below maneuvering speed and remain there for entire maneuver. Roll into turn with coordinated rudder and aileron. As airplane rolls past 30º of bank add approximately 2” MP to maintain altitude. Trim aircraft and coordinate with rudder. Control bank angle with ailerons. Maintain airspeed 10 KIAS, altitude 100 feet, bank angle ± 5º (45º private, 50º

commercial). Begin rollout 20º prior to entry heading. During rollout, decrease pitch attitude to maintain altitude, reduce power to 21” MP.



POWER-OFF STALLS


Set altitude no lower than 2000’ AGL and plan recovery by 1500’ AGL. Perform “Pre-Maneuver Checklist.” Pick outside visual reference point. Set propellers to 2500 RPM. Set throttle to 15” MP. Maintain altitude by increasing pitch gradually. Coordinate airplane with rudder and

keep wings level. Below VLO (140 KIAS) extend landing gear. Below VFE (111 KIAS), add flaps incrementally until full flaps are extended. At target airspeed (VR, 75 KIAS unless specified), initiate a 500 fpm descent,

decrease power to idle. Increase pitch gradually to hold altitude while airspeed decreases. When aircraft stalls, smoothly increase power to 25” MP. Pitch for level attitude, level the wings and coordinate aircraft with rudder. Turn carburetor heat off. Retract flaps one notch and pitch for VX (82 KIAS). Establish and announce “Positive rate of climb.” Retract next notch flaps and confirm positive rate of climb. Retract landing gear. Retract last 10º flaps. Pitch for level flight and, once reaching cruise airspeed, reduce power and propellers

to cruise setting as per Pilot’s Operating Handbook. Call for and perform cruise checklist.


POWER-ON STALLS


Set altitude no lower than 2000’ AGL and plan recovery by 1500’ AGL. Perform “Pre-Maneuver Checklist.” Pick outside visual reference point. Set propellers to 2500 RPM. Set throttle to 15” MP. Open cowl flaps. Maintain altitude by increasing pitch gradually. Coordinate airplane with rudder and

keep wings level. At target airspeed (VR, 75 KIAS unless specified), increase power to 20” MP. This will

be simulated maximum power, and no further increases should be made. Turn carburetor heat off. Increase pitch promptly to approximately 20° nose-up. Maintain pitch attitude while

airspeed decreases. Coordinate airplane with rudder and keep wings level. Announce first indication of stall (buffet, stall warning horn or loss of control

effectiveness) and promptly begin recovery. Do not perform a full stall. Decrease pitch attitude and pitch for VX (82 KIAS). Establish and announce “Positive rate of climb.” Continue climb until at or above




VYSE GEAR AND FLAP DRAG DEMO Objective: The drag demo is used to determine performance characteristics of the aircraft in different configurations while operating on one engine. It is very useful to determine the order in which items should be cleaned up in the event of an engine failure of a single engine go around. When making configuration changes, allow the airplane to become established before noting the VSI reading.

Set altitude no lower than 4000’ AGL. Perform “Pre-Maneuver Checklist.” Pick outside visual reference point. Set propellers to 2500 RPM. Set throttle to 15” MP. Simulate failure of right engine by moving throttle to idle. Control aircraft with rudder and aileron and pitch for blue line (88 KIAS) Increase left throttle to 25” MP. Open left cowl flap. Check and note VSI reading. This is the value with a windmilling propeller. Pitch for blue line 5 KIAS. Check and note VSI reading each time. Return to blue line. Simulate feathering the right propeller by increasing throttle to 11½” MP and

decreasing propeller to 2000 RPM. Check and note VSI reading. Lower landing gear. Check and note VSI reading. Raise landing gear. Lower flaps one notch at a time. At each position check and note VSI reading. With flaps fully extended, lower landing gear. Check and note VSI reading. Simulate un-feathering right propeller by decreasing throttle to idle and increasing

propeller to full forward. Check and note VSI reading. Recover by increasing right throttle to 15” MP, reducing left throttle to 20” MP and

setting propellers to 2300 RPM. Do not make significant power changes or increase the right throttle above 15” MP before cylinder head temperature is in the normal operating range.

Retract landing gear. Retract flaps one notch at a time. Call for and perform cruise checklist.


VMC DEMO Objective: Develop the knowledge and skills required to safely handle a minimal controllable airspeed situation. The student will learn the feel of the aircraft leading up to VMC and the proper corrective action should it be encountered.

Set altitude no lower than 4000’ AGL. Perform “Pre-Maneuver Checklist.” Pick outside visual reference point. Set propellers to 2500 RPM. Set throttle to 15” MP. Simulate failure of left engine by moving throttle to idle. Control aircraft with rudder and aileron and pitch for blue line (88 KIAS) Increase right throttle to 25” MP. Open right cowl flap. Turn left carburetor heat on. Establish a 3°-5° bank towards operating engine. Slowly decrease airspeed 1 KIAS per second by increasing pitch attitude. Maintain

directional control using rudder pressure until full rudder is applied. Announce the first indication of loss of yaw or roll control, stall warning, or buffet and

immediately initiate recovery. Recover promptly by simultaneously reducing power sufficiently on the operating

engine while decreasing the pitch attitude as necessary to regain airspeed and directional control with a minimum loss of altitude. Recovery should not be attempted by increasing the power on the simulated failed engine.

Recover within 20° of the entry heading. Advance power smoothly on operating engine and accelerate to VXSE/VYSE, as

appropriate, ±5 KIAS during recovery. Pitch for level flight and, once reaching cruise airspeed, reduce power to cruise setting


Note: The most critical point for a pilot to lose an engine is close to the ground. This maneuver is designed to teach the pilot to recognize the onset of a loss of control due to asymmetrical thrust. Due to the potential of loss of altitude if loss of an engine occurs close to the ground during a go-around or takeoff, proper technique must be learned. When simulating this maneuver it is imperative to stress a minimal altitude loss as a VMC condition is most likely to occur close to the ground.


ENGINE FAILURE IN-FLIGHT (SIMULATED)

Objective: Simulate in-flight failure of an engine to demonstrate adequate aircraft control and proper troubleshooting procedures. Note: Items marked in bold are considered memory items and should be committed to memory. An engine failure at low altitude may necessitate identifying, verifying and feathering the inoperative engine solely using cockpit flows; however, if time and altitude permit, the emergency checklist should always be consulted for further reference. The first indication of an engine failure should be detected by noting yaw and/or roll towards the inoperative engine. Controlling the airplane should include establishing a 3°-5° bank towards operating engine and adequate rudder pressure to produce a zero-sideslip condition.

Control aircraft with Rudder and Aileron and Pitch for blue line (88 KIAS). Mixtures full forward. Propellers full forward. Throttles full forward. Flaps up. Landing gear up. Identify the inoperative engine (“Dead foot, dead engine”). Verify the inoperative engine by cross-checking the engine instruments and reducing

the throttle on the suspected inoperative engine. The throttle should be retarded halfway and, if no additional yaw is detected, all the way.

If altitude permits, troubleshoot the inoperative engine using a cockpit flow and an approved checklist. Ensure fuel selectors are on. Open cowl flap on operative engine, close cowl flap on inoperative engine. Ensure primers are in and locked. Turn Carburetor heat on. Check engine instruments for appropriate indications. Turn boost pumps on. Ensure magnetos are on.

Simulate feathering the propeller on the inoperative engine by increasing the throttle to 11½“ MP and reducing the propeller to 2000 RPM.

(Verbalize only) Secure the inoperative engine as per the checklist and/or Pilot’s Operating Handbook.

To simulate a restart of the inoperative engine, increase throttle to 15” MP, reduce throttle on other engine to 20” MP and setting propellers to 2300 RPM. Do not make significant power changes or increase the throttle above 15” MP before cylinder head temperature is in the normal operating range.



ENGINE FAILURE IN-FLIGHT (COMPLETE SHUTDOWN)

Objective: Perform complete shutdown of one engine to demonstrate adequate aircraft control and proper engine securing and restarting procedures. Note: Items marked in bold are considered memory items and should be committed to memory. An engine failure at low altitude may necessitate identifying, verifying and feathering the inoperative engine solely using cockpit flows; however, if time and altitude permit, the emergency checklist should always be consulted for further reference. The first indication of an engine failure should be detected by noting yaw and/or roll towards the inoperative engine. Controlling the airplane should include establishing a 3°-5° bank towards operating engine and adequate rudder pressure to produce a zero-sideslip condition.

Control aircraft with Rudder and Aileron and Pitch for blue line (88 KIAS). Mixtures full forward. Propellers full forward. Throttles full forward. Flaps up. Landing gear up. Identify the inoperative engine (“Dead foot, dead engine”). Verify the inoperative engine by cross-checking the engine instruments and reducing

the throttle on the suspected inoperative engine. The throttle should be retarded halfway and, if no additional yaw is detected, all the way.

If altitude permits, troubleshoot the inoperative engine using a cockpit flow and an approved checklist. Ensure fuel selectors are on. Open cowl flap on operative engine, close cowl flap on inoperative engine. Ensure primers are in and locked. Turn Carburetor heat on. Check engine instruments for appropriate indications. Turn boost pumps on. Ensure magnetos are on.

If restarting is unsuccessful, feather the propeller on the inoperative engine. Ensure propeller is above 950 RPM. Retard propeller control halfway and, if no additional yaw is detected, move the propeller control into the detent.

Secure the inoperative engine as per the checklist and/or Pilot’s Operating Handbook.

Restart engine as per checklist and/or Pilot’s Operating Handbook. After restarting inoperative engine, increase throttle to 15” MP, reduce throttle on other

engine to 20” MP and setting propellers to 2300 RPM. Do not make significant power changes or increase the throttle above 15” MP before cylinder head temperature is in the normal operating range.



EMERGENCY DESCENT


Perform “Pre-Maneuver Checklist.” Close cowl flaps. Reduce throttles smoothly to idle. Extend landing gear below VLE (140 KIAS). Pitch for descent airspeed of 140 KIAS. Set propellers full forward. (Verbalize only) Pull mixtures to idle cutoff and turn fuel selector valves OFF. Select best landing site and turn towards it. Determine wind direction and plan descent to land into the wind. If time and altitude permit, consult emergency checklist for further procedures,






GO-AROUND


Smoothly increase throttles to full power. Ensure carburetor heat is off. Pitch for a climb. Immediately retract one notch of flaps. Once verifying a positive rate of climb, pitch for VX (82 KIAS) and retract one more

notch of flaps. Verify a positive rate of climb. Retract landing gear. Retract last notch of flaps. Call for and perform climb checklist.


INSTRUMENT APPROACHES

Objective: Transition the aircraft from the enroute structure of the IFR system to the airport with acceptable terrain clearance and safety. Prior to procedure turn:

Call for and perform descent checklist. Slow to approach cruise (120 KIAS) on while being vectored or during procedure turn. Tune and identify primary navaid.

Established inbound on final approach course:

Check for flags on navigation instruments. Set throttles to 17” MP. Set flaps to 25º for precision approach (10º for non-precision). Set propellers to 2500 RPM. Establish approach airspeed of 105 KIAS and maintain 10 KIAS. Adjust altitude

deviations with pitch and airspeed deviations with power. At final approach fix (FAF):

(Precision approach) At one dot below glideslope, extend landing gear. (Non-precision approach) Extend landing gear.

Inside final approach fix (FAF):

Establish appropriate rate of descent for approach (1000 fpm for non-precision approaches, 500 fpm or glideslope for precision approaches).

Call for and perform before-landing checklist. Announce 1000’ prior to MDA/DH. Announce 200’ prior to MDA/DH. If runway environment is in sight, continue with landing, otherwise promptly execute

missed approach procedure upon arrival at missed approach point. Short final or circling-to-land:

Set flaps to 40º. Perform final GUMPS check. Perform final flow check of mixture controls, propeller

controls and landing gear by announcing “Forward, forward, down and locked” while physically verifying each lever and 3 green landing gear lights.

Pitch for 80 KIAS and trim aircraft. Note: Self-announce frequently on CTAF if practicing IAPs at uncontrolled airports, including position and intentions. Ensure radio calls are directed at both VFR and IFR traffic, especially when reporting positions in reference to IFR-only navigational aids. Regardless of whether landing at controlled or uncontrolled airports, pilots should use increased vigilance in scanning for traffic.


INSTRUMENT APPROACHES (SINGLE-ENGINE)

Objective: Transition the aircraft from the enroute structure of the IFR system to the airport with acceptable terrain clearance and safety while simulating the loss of one engine. Prior to procedure turn:

Call for and perform descent checklist. Slow to approach cruise (120 KIAS) on while being vectored or during procedure turn. Tune and identify primary navaid.

Established inbound on final approach course:

Check for flags on navigation instruments. Set throttle on operating engine to 18” MP. Do not extend flaps. Set propeller on operating engine to 2500 RPM. Establish approach airspeed of 105 KIAS and maintain 10 KIAS. Adjust altitude

deviations with pitch and airspeed deviations with power. At final approach fix (FAF):

(Precision approach) At one dot below glideslope, extend landing gear. (Non-precision approach) Extend landing gear.

Inside final approach fix (FAF):

Establish appropriate rate of descent for approach (1000 fpm for non-precision approaches, 500 fpm or glideslope for precision approaches).

Call for and perform before-landing checklist. Announce 1000’ prior to MDA/DH. Announce 200’ prior to MDA/DH. If runway environment is in sight, continue with landing, otherwise promptly execute

missed approach procedure upon arrival at missed approach point. Short final or circling-to-land:

Set flaps to 25º. Perform final GUMPS check. Perform final flow check of mixture controls, propeller

controls and landing gear by announcing “Forward, forward, down and locked” while physically verifying each lever and 3 green landing gear lights.

Pitch for 85 KIAS and trim aircraft.


















Set power to 20” MP and propellers to 2300 RPM. Maintain traffic pattern altitude ±100’. Set airspeed 120 KIAS or less. Establish crab angle into wind so ground track is parallel to runway. At midfield and below VLE (140 KIAS), lower the landing gear. Verify gear is down in

mirror. Perform first GUMPS check (Gas, Undercarriage, Mixture, Props, Switches). Turn auxiliary

Call for and perform before landing checklist.

n point:

Begin descent, pitch for 100 KIAS in descent and trim aircraft.

trim aircraft. Perform second GUMPS check.

speed ngle-engine landings limit final

nd conditions

r airspeed control, power for altitude control. Use VASI or PAPI for glideslope

n and locked” while physically verifying each lever and 3 green landing gear lights.

wo turns.

down will be on the upwind wheel first, then the downwind wheel, then


fuel pumps on.

Downwind leg, abeam touchdow

Reduce power to 15” MP. Maintain altitude with pitch by slowly pitching up. When airspeed is below VFE (111 KIAS), set flaps to 10°.

Base leg:

Set flaps to 25°. Set propellers full forward to high RPM. Pitch for descent at 90 KIAS and

Final approach:

Set flaps to 40°, pitch for descent at 80 KIAS and trim aircraft. Increase approach airas necessary to incorporate gust factor. Note: For siapproach speed to 90 KIAS and flap setting to 25°.

Lower wing into wind and coordinate with rudder as appropriate for crosswito keep ground track and wheel base parallel to runway centerline.

Use pitch foguidance.

Perform final GUMPS check. Perform final flow check of mixture controls, propeller controls and landing gear by announcing “Forward, forward, dow

Flare & touchdown:

Level off in ground effect and roll trim nose-up t Slowly decrease power to idle and begin flare. Touch down on main wheels first, then gently lower nosewheel to ground. If landing in a

crosswind, touchthe nosewheel.




Set power to 20” MP and propellers to 2300 RPM. Maintain traffic pattern altitude ±100’. Set airspeed 120 KIAS or less. At midfield and below VLE (140 KIAS), lower the landing gear. Verify gear is down in

mirror. Perform first GUMPS check (Gas, Undercarriage, Mixture, Props, Switches). Turn auxiliary

Call for and perform before landing checklist.

n point:

Begin descent, pitch for 95 KIAS in descent and trim aircraft.

trim aircraft. Perform second GUMPS check.

eed ry to incorporate gust factor. Glidepath will be steeper than that of normal

n and locked” while physically verifying each lever and 3 green landing gear lights.

wo turns.

ut while bringing yoke full aft. Flaps may be retracted to increase braking

Slow to taxi speed before exiting runway.

e. If

re short-field landings and announce if a short delay on

e runway will occur prior to beginning the takeoff roll.

fuel pumps on.

Downwind leg, abeam touchdow

Reduce power to 15” MP. Maintain altitude with pitch by slowly pitching up. When airspeed is below VFE (111 KIAS), set flaps to 10°.

Base leg:

Set flaps to 25°. Set propellers full forward to high RPM. Pitch for descent at 85 KIAS and

Final approach:

Set flaps to 40°, pitch for descent at 75 KIAS and trim aircraft. Increase approach airspas necessaapproach.

Use pitch for airspeed control, power for altitude control. Perform final GUMPS check. Perform final flow check of mixture controls, propeller

controls and landing gear by announcing “Forward, forward, dow

Flare & touchdown:

Level off in ground effect and roll trim nose-up t Slowly decrease power to idle and begin flare. Touch down on main wheels first, then gently lower nosewheel to ground. Apply firm b

gentle braking effectiveness.

Note: If practicing short-field landings at a towered airport, request a “stop and go” in lieu of landing clearanctraffic levels or controller workload do not permit stopping on the runway, perform a normal landing roll and announce “Simulated maximum braking” in lieu of an actual stop on the runway. At non-towered airports pilots aencouraged to consider local traffic levels when practicing th


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Maneuvers) FW Maneuver Guide R-4