SUU Fixed Wing Procedures and

Maneuvers Manual

This manual is to be used as a supplement to the POH/AFM, checklists, ACS, Instrument

Flying Handbook (FAA-H-8083-15B) and the Airplane Flying Handbook (FAA-H-8083-3B).
This manual should be used as a reference for approximate power settings and Southern
Utah University Policies and Procedures. This manual is to be used for training purposes
only and the final authority and responsibility for safe operations will lie with the Pilot in
Command.
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Table of Contents
Section 1 ............................................... 1
Cockpit Management ................................................................... 2
Preflight Check ............................................................................ 4
Starting Procedures..................................................................... 5
Taxi ............................................................................................. 7
Instrument Cockpit Check ........................................................... 8
Traffic Pattern ............................................................................. 9
Pre-Maneuver Flow .................................................................... 10
Normal Takeoff and Climb ......................................................... 11
Crosswind Takeoff and Climb ..................................................... 12
Normal Approach and Landing ................................................... 13
Crosswind Approach and Landing .............................................. 14
Soft-Field Takeoff and Climb ...................................................... 15
Soft-Field Approach and Landing ............................................... 16
Short-Field Takeoff and Maximum Performance Climb ............... 17
Short-Field Approach and Landing ............................................. 19
Forward Slip to a Landing .......................................................... 20
No Flap Landing......................................................................... 21
Aborted Takeoff ......................................................................... 22
Touch and Go Operations........................................................... 23
Go-Around / Rejected Landing .................................................. 24
Maneuvering During Slow Flight ................................................ 25
Power-Off Stalls ........................................................................ 26
Power-On Stalls ......................................................................... 27
Spin Awareness ......................................................................... 28
Steep Turns ............................................................................... 29
Turns Around a Point ................................................................. 30

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Rectangular Course ................................................................... 31

S-Turns across a Road ............................................................... 32
Constant Airspeed Climbs .......................................................... 34
Constant Rate Climbs ................................................................ 35
Constant Rate Descents............................................................. 36
Constant Airspeed Descents ...................................................... 37
Airspeed Changes ...................................................................... 38
Recovery from Unusual Flight Attitudes ..................................... 39
VOR Tracking ............................................................................. 40
VOR Intercepts .......................................................................... 41
Collision Avoidance Precautions ................................................ 43
Lost Procedures ......................................................................... 44
Diversion to Alternates .............................................................. 45
Emergency Descent ................................................................... 46
Emergency Approach and Landing............................................. 47
After Landing ............................................................................. 48
Parking and Securing................................................................. 49

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Section 2 .......................................... 51
IFR Cockpit Management / Preflight ......................................... 52
IFR Clearances .......................................................................... 54
Departure Procedures ............................................................... 55
“Climb Via” Procedures ............................................................. 57
“Descend Via” Procedures ......................................................... 58
Enroute Procedures ................................................................... 59
DME Arcs ................................................................................... 60
Holding ...................................................................................... 62
Non-Precision Approaches......................................................... 64
Precision Approaches ................................................................ 66
RNAV and GPS overlay Approaches ........................................... 68
Automated Flight Control System – AFCS .................................. 69
Break out / Landing from Approaches ....................................... 71
Circling Approaches ................................................................... 72
Missed Approaches .................................................................... 73
Lost Communications ................................................................ 74
Compass Turns .......................................................................... 75
Timed Turns .............................................................................. 77
Partial Panel Operations ............................................................ 78

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Section 3 .......................................... 79
Cockpit Management ................................................................. 80
Preflight Check .......................................................................... 80
Starting Procedures................................................................... 81
Traffic Pattern F33A .................................................................. 82
Traffic Pattern 7GCAA................................................................ 83
Normal Takeoff and Climb ......................................................... 84
Normal Approach and Landing ................................................... 85
Soft-Field Takeoff and Climb ...................................................... 86
Soft-Field Approach and Landing................................................... 87
Short-Field Takeoff and Maximum Performance Climb ............... 88
Short-Field Approach and Landing ............................................. 89
Forward Slip to Land ................................................................. 89
Power-Off 180 ........................................................................... 90
Go-Around / Rejected Landing .................................................. 92
Steep Turns ............................................................................... 93
Chandelle .................................................................................. 94
Lazy Eight .................................................................................. 96
Steep Spiral ............................................................................... 98
Maneuvering During Slow Flight .............................................. 100
Power-Off Stalls ...................................................................... 101
Power-On Stalls ....................................................................... 102
Accelerated Stalls .................................................................... 103
Secondary Stalls (CFI) ............................................................ 104
Elevator Trim Stalls (CFI) ........................................................ 105
Cross Controlled Stalls (CFI) ................................................... 106
Eights on Pylons ...................................................................... 107
Emergency Descent ................................................................. 109
Emergency Approach and Landing........................................... 110
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After Landing .......................................................................... 111

Parking and Securing............................................................... 112

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Section 4 ......................................... 113

Cockpit Management ............................................................... 114
Preflight Check ........................................................................ 115
Starting Procedures................................................................. 116
Traffic Pattern ......................................................................... 117
Normal Takeoff and Climb ....................................................... 118
Normal Approach and Landing ................................................. 119
Forward Slip to Land ............................................................... 120
Engine Failure Below VMC (Takeoff) ....................................... 121
Engine Failure Above VMC (Takeoff) ....................................... 122
One Engine Inoperative Landing ............................................. 123
Go Around / Rejected Landing ................................................ 124
Maneuvering During Slow Flight .............................................. 125
Power-Off Stalls ...................................................................... 126
Power-On Stalls ....................................................................... 127
Engine Failure in Cruise ........................................................... 128
Engine Shutdown in Flight ....................................................... 129
VMC Demo ............................................................................... 130
Drag Demo .............................................................................. 131
One Engine Inoperative Instrument Approach ........................ 132
Emergency Descent ................................................................. 134
Emergency Approach and Landing........................................... 135
After Landing ........................................................................... 136
Parking and Securing............................................................... 137

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Manual Overview

This manual is designed to supplement the POH/AFM, checklists, ACS, Instrument Flying Handbook
and the Airplane Flying Handbook. It is assumed the reader of this manual is already familiar with
the content of these texts. If you have not familiarized yourself with these manuals stop reading now
and come back when that task has been accomplished. The information in these texts is vital to the
understanding and proper performance of these maneuvers, however, they still leave a lot of
ambiguity and inconsistency in maneuver execution. To fill this gap in training and help SUU students
ACE their maneuvers there are three areas that need to be well understood to operate at a
professional pilot level. These three areas can be remembered with the ACE acronym.

APPLICATION

The application section will help the student understand the purpose of learning the maneuver.
Each maneuver is specifically designed to develop understanding and skills in areas that will
impact a pilot’s overall airmanship capabilities. Proper understanding of the application of a
maneuver will frame the mindset and focus with which it is performed.

CONFIGURATION

The configuration section is intended to outline the maneuver in bullet point format, as well as
standardizing the performance of the maneuver. Every SUU student will be expected to perform
the requisite maneuvers using the speeds, altitudes, and aircraft configuration settings supplied in
this section.

EXECUTION

The execution section will outline the tools needed to perform each maneuver well. While the
individual details of a maneuver will vary as the pilot, aircraft and the environment the maneuver
is being performed in changes, this section is designed to give the student anchor points to help
them know where to look, when to look, what to look for, and what to do with the information
they perceive.

This manual is divided into four sections:

Section 1: Private Pilot Maneuvers

Section 2: Instrument Maneuvers

Section 3: Commercial Maneuvers

Section 4: Multiengine Maneuvers

Each section will cover the maneuvers that are introduced during that course of training. For
maneuvers that occur in multiple courses, the pilot will need to refer to the previous section where
the maneuver was introduced. In these cases, the pilot performing the advanced iteration (I.E.
commercial short field landings vs private short field landings) will be expected to have a better
understanding of the maneuver and perform the maneuver to tighter standards, but the core of
how to perform the maneuver will remain unchanged. Additionally, throughout a student’s course
of training they will need to perform the maneuvers in multiple airframes. Airframe specific
configuration variances will be located in the commercial maneuvers section. The private and
instrument maneuvers sections are assumed to be flown in the SR20.

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Acronym List
Application (6C’s)
Configuration Confess you’re disoriented
Execution Climb to get better clearance and reception
Consult your resources
Flight Crew / Passengers Conserve fuel (circle if necessary)
Legal Requirements Communicate with ATC
Your Preparation Comply with instructions

Documents (7C’s)
Inspections Control - Bank, Ball, Blue line
Equipment Cram – Power up
Clean – Gear up, Flaps up
Consider – Identify and verify
Currency Requirements logged
Commit – Fix or Feather
License Climb – Evaluate performance and climb if able
Identification Call – Determine the best course of action and
Medical inform the controller / traffic as necessary
BFR current

Illness Airworthiness
Medication Registration
Stress Radio license (international)
Alcohol Operating limitations (POH/AFM)
Fatigue Weight and Balance
Eating and drinking
Transponder (24)
Papers (charts, procedures, checklists, E6B, Plotter) Hundred Hour INSP (progressive)
Accessories (sunglasses, foggles, flashlight, Knee board) ELT INSP (12)
Coms (headset, batteries, adapters, extra batteries / cords) Annual (12)
Contingency plan (emergency food, water, clothes, tools) Airworthiness Directives

(3C’s) VOR Check (30)

Control the aircraft on centerline Instrument cockpit check
Configure the aircraft for takeoff Pitot / Static INSP (24)
Calculate remaining distance and performance
Visually clear
(5C’s) Legally clear
Cram the power (throttle and propeller) to full Equipment showing clear
Climb, stop the descent, then pitch for Vy/Vx
Clean the configuration when alt allows (5T’s)
Course make a plan and fly it Turn
Call CTAF and inform your intentions Time
Twist
(4D’s) Throttle
Direction of the diversion airport Talk
Distance of the diversion airport
Doable? Do you have the time/fuel to make it? Icing equipment familiarity and capabilities
Details, once you’re on course, figure out details Comfort and recency with instrument procedures
Experience in similar weather conditions

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Acronym List (continued)

Fuses (circuit breakers)
Landing Light (hire) Procedures: terminal and enroute
Anti-collision Light Backups: electronic and or paper backup
Just in case: Alternate plans
Position Light
Source of Power (3P’s)
Perceive
Anti-collision Light Process
Tachometer (each engine) Perform
Oil pressure Indicator (pressure system)
Manifold Pressure Indicator (altitude engine) Seats and seatbelt usage
Altimeter Air vents / oxygen / no smoking
Temperature Gauge (liquid cooled engine) Fire extinguisher location and usage
Oil temperature indicator (air cooled engine) Exits location and usage
Fuel quantity gauge (each tank) Traffic vigilance
Flotation Gear (over water) Your expectations (emergency expectations / sterile cockpit)
Landing Gear Position Indicator (retractable)
Airspeed Indicator Weather brief
Magnetic Direction Indicator Environment brief (NOTAMs, TFRs, ETC)
Emergency Location Transmitter Transfer of controls (3 way)
Seatbelts PIC
Use of equipment
Generator or alternator Performance
Radio / Navigation appropriate for flight Plan for emergencies
Attitude Indicator Your purpose for flight
Ball (inclinometer)
Clock (with second hand) Lights on at airport
Altimeter (pressure sensitive) Altimeter checked and noted
Rate of Turn Indicator Stabilized approach
Directional Gyro Timer start
DME or suitable RNAV above FL240
Power
Weather reports and forecasts Attitude
Known ATC delays Trim
Fuel requirements
Alternate Airport requirements 6 calendar months
Runway distance information 6 approaches with
Take-off and landing performance Holding
Intercepting and
Assigned route
Vectored route Tracking
Expected route
Filed route Alternant required weather
1 hour before and after
Clearance limit 2,000 foot ceilings or
Route of flight
3 miles visibility
Altitudes
Frequencies
Transponder Squawk Code / Times Minimum Enroute Altitude
Expected altitude
Route selection Assigned altitude
Altitude selection
Performance
Select the most appropriate departure
Regulations
Calculate aircraft performance
Alternate departures and emergency considerations
Request and receive the appropriate clearance
Execute the departure procedure until enroute

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Abbreviation List
ACS -airmen certification standards ILS -instrument landing system
ADC -air data computer IMC -instrument meteorological conditions
ADAHRS-air data attitude heading reference system KCDC -Cedar city municipal airport
ADSB -automatic dependent surveillance broadcast KGS -knots ground speed
AEZ -acceptable energy zone KIAS -knots indicated airspeed
AFCS -automated flight control system KOEL -kinds of operation equipment list
AGL -above ground level KIAS -knots
AHRS -attitude heading reference system LBS -pounds
AOA -angle of attack LR -Lead Radial
AP -auto pilot LRD -landing roll distance
APR -approach MAP -missed approach point
ARTCC -air route traffic control center MDA -minimum descent altitude
ATC -air traffic control MEA -minimum enroute altitude
BOA -break out altitude MEL -minimum equipment list
CAPS -cirrus airframe parachute system MFD -multifunction display
CDI -course deviation indicator MP -manifold pressure
CFIT -controlled flight into terrain MPH -miles per hour
CHT -cylinder head temperature MPM -miles per minute
CMDA -circling minimum descent altitude MN -magic number
CRM -crew resource management MSL -mean sea level
CTAF -common traffic air frequency NAV -navigation
DA -density altitude NOTAM -notice to airmen
DA(IFR)-decision altitude OAT -outside air temperature
DG -directional gyro OBS -omni bearing selector
DME -distance measuring equipment OEI -one engine inoperative
EDM -engine display module OOU -out of usable
EFB -electronic flight bag PBM -poke the bear mentality
EFC -expect further clearance time PD -pilot’s discretion
EGT -exhaust gauge temperature PFD -primary function display
ESP -electronic stability protection PIC -pilot in command
ETA -estimated time of arrival POH -pilots operating handbook
ETE -estimated time enroute PROC -procedure
ETD -estimated time of departure PVT -privet pilot
FAF -final approach fix RA -runway available
FMA -flight management annunciator RAIM -receiver autonomous integrity monitoring
FPM -foot per minute RMI -radio magnetic indicator
FLC -flight level change RNAV -area navigation (GPS)
FMS -flight management system RPM -revolutions per minute
FOD -foreign object debris SA -situational awareness
FSS -fight service station SBAS -surface based augmentation system
GF -gust factor SID -standard instrument departure
GPS -global positioning system SRM -single pilot resource
GSI -glide slope intercept SUU -Southern Utah University
HCF -heading correction factor TAS -true airspeed
HDG -heading TAP -takeoff abort point
HSI -horizontal situation indicator TFR -temporary flight restriction
IAF -initial approach fix TPA -traffic pattern altitude
IAS -indicated airspeed TRD -takeoff roll distance

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Abbreviation List (continued)

VDP -visual descent point
VHF -very high frequency
VOR -VHF omnidirectional range
Vle -landing gear extension velocity
Vmc -minimum controllable velocity
Vne -never exceed velocity
Vno -max normal operations velocity
Vr -rotation velocity
Vref -reference velocity (approach speed)
Vx -best angle climb velocity
Vy -best rate climb velocity
WAAS -wide area augmentation system
WCA -wind correction angle

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Section 1

Private Pilot

Maneuvers

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Cockpit Management
APPLICATION

Cockpit management is an essential skill that will allow a professional pilot to manage the
equipment and people (crew and passengers) that affect operation in the cockpit. Poor cockpit
management will cause delays, miscommunications and distractions that can have a large impact
on flight safety while a systematic method for managing the cockpit environment can lower pilot
workload and increase predictability and communication.

CONFIGURATION

1. There are three essential elements that must be considered when you are setting up your
cockpit management. The three things you must consider before you FLY are:
Flight crew / passengers – SAFETY, WETPUPPY
Legal requirements – DIE, (CLIMB, ARROW), (IMSAFE, THE AA), (PACC, ATOMATO FLAMES (FLAPS))
Your preparation

EXECUTION

Flight crew / passengers

Flight Crew and Passengers must be briefed to ensure that everyone has the information they need
and they understand their roles in both normal and emergency operations. Passengers should be
briefed to maintain SAFETY while crew need to be briefed to prevent workload saturation which could
turn them into a WET PUPPY.

Passenger Brief Crew Brief

Seat and seatbelt usage Weather information
(Honeycomb / AMSAFE system) Environment brief (runway, departure,
Air Vents / Oxygen / No smoking instrument procedures, NOTAMS, TFRs)
Fire Extinguisher location/ usage Transfer of Controls procedure (3-way)
Exits location / usage PIC (whose it gunna be?)
Traffic Vigilance Use of equipment
Your expectations Performance (RA,TRD,TAP)
(CAPS Usage (blue, red, red) / Plan of action for emergencies
Sterile Cockpit, emergency Your purpose for flight
checklist usage) (Syllabus objectives)

Legal Requirements

The pilot and the aircraft must be physically and legally airworthy before flight so you don’t DIE.
Documents Pilot: CLIMB Aircraft: ARROW
InspectionsPilot: IMSAFE Aircraft: THE AA (VIP)
Equipment Pilot: PACC Aircraft: ATOMATO FFLAMES (FLAPS) (GRABCARD)

Your Preparation

Verify that you are properly prepared for the flight to include:
1. Syllabus preflight briefing performed and flight objective and times determined.
2. Adjust seats and s e at belts to allow proper control authority and visibility.
3. Organize and carefully secure all loose items, ensuring materials appropriate for the flight
are readily available.
4. Set intercom, coms and headset volume and squelch to appropriate and comfortable levels.
5. Ensure that all occupants are properly seated and briefed.
6. Ensure that the doors and windows are closed properly before flight.

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Documents
PILOT: The pilot must have all required document before starting the CLIMB.
Currency Requirements logged
License
Identification
Medical
BFR current
Aircraft: While the aircraft must have all require document to fly straight as an ARROW.
Airworthiness
Registration
Radio license (international)
Operating limitations (POH/AFM)
Weight and Balance
Inspections
PILOT: The pilot must inspect themselves to make sure that “I’M SAFE”.
Illness
Medication
Stress
Alcohol
Fatigue
Eating and drinking
Aircraft: While the aircraft must be inspected so that it doesn’t get legally shot down by THE Anti-Aircraft guns.
Transponder (24)
Hundred Hour INSP (progressive)
ELT INSP (12)
Annual (12)
Airworthiness Directives
Equipment
PILOT: The pilot must PACC the right equipment for the flight.
Papers (charts, procedures, checklists, E6B, Plotter)
Accessories (sunglasses, foggles, flashlight, Knee board)
Coms (headset, batteries, adapters, extra batteries / cords)
Contingency plan (emergency food, water, clothes, tools)
Aircraft: While the aircraft must have the correct equipment to fly better that A TOMATO in FFLAMES or
If you’re flying at night, flying better than a bat FLAPS.

Anti-collision Light
Tachometer (each engine)
Oil pressure Indicator (pressure system)
Manifold Pressure Indicator (altitude engine)
Altimeter
Temperature Gauge (liquid cooled engine)
Oil temperature indicator (air cooled engine)
Fuel quantity gauge (each tank)
Flotation Gear (over water) Fuses (circuit breakers)
Landing Gear Position Indicator (retractable) Landing Light (hire)
Airspeed Indicator Anti-collision Light
Magnetic Direction Indicator Position Light
Emergency Location Transmitter Source of Power
Seatbelts

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Preflight Check

APPLICATION

The preflight check is performed prior to operating the aircraft to ensure continued airworthiness
and detect any conditions adversely affecting the safety of flight. Mechanical components rarely fail
without first showing signs of fatigue. The vast majority of inflight emergencies can be avoided by a
knowledgeable pilot conducting a thorough preflight. A professional pilot should understand every
nut, bolt, and every system on their aircraft. Only then can discrepancies be consistently detected
before safety is affected. This can be a daunting task so start by asking a question of the day. Every
time a preflight is conducted the student should find something about the aircraft they do not
understand and ask a question.

CONFIGURATION

Maximum Fuel – 56 Gallons Usable (58.5 Gallons Total)

Standard Fuel – 18 Gallons per side (Tabs plus 5) (36 Gallons Total)
Fuel Minimums – All flights must be completed with SUU minimums (FAA mins + 10 minutes)
Oil Quantity Max – 6½ quarts
Oil Quantity Min – 5 quarts (if the oil quantity could reasonably drop below 5 quarts during the flight,
the pilot should add oil during the preflight. Oil should be added in increments of 1 quart)
Brake Lining Min – 50 thousandth of an inch (roughly the width of a dime)
Brake over-temp indicator - brass colored square inboard brake caliper (black indicates Overtemp)

EXECUTION

Preflight inspection must be performed and found satisfactory by both the student and the instructor
prior to flight. Any concerns must be resolved with maintenance prior to flight.
1. Perform a thorough preflight in accordance with the aircraft manual and SUU checklist
2. Have the checklist in hand while conducting the preflight
3. Flow through each section of the preflight and then verify completion using the checklist.
4. Note the following special emphasis areas of the SR20:
Two placarded screws in front of engine cowling
Avionics must be on for 15 Seconds in order to test the stall system
Clear moisture prevention tape over the inspection holes in the horizontal stabilizer
CAPS breakaway panel should not be visible (aft of the baggage compartment window)
Brake over-temp indicators
Retaining safety wire on brake disc bracket
Aileron gap seal present and secure
Aileron Safety wire present and secure

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Starting Procedures

APPLICATION

Learning to “speak engine” is an essential skill a professional pilot must develop. This will greatly
affect a pilot’s ability to start an engine effectively as well as the ability to run the engine properly
during normal operations and detect as well as properly diagnose engine problems in abnormal or
emergency situations.

CONFIGURATION

Avionics – off to avoid damage from uneven current flow during start
Lights – on as appropriate for conditions (day – strobes) (night – position)
Prime – as appropriate for engine and ambient air temperatures
Area – clear visually and verbally (3 seconds)

EXECUTION

1. Position in a location that will:

Not cause damage to any person or objects located behind the aircraft
Provide adequate room in front of the aircraft if it begins to roll
2. Dummy check
Preflight check is complete
Chocks are removed
Tow bar removed
Fuel caps on
Tie downs removed
Baggage and oil door closed
3. Prime
Evaluate the engine temp (oil on preflight and CHT on gauges)
The warmer the engine is, the better seal the piston rings will make. This allows
for better compression and less need for fuel to start. Additionally, a warm engine
will warm the intake air making it less dense during startup.
If the engine and ambient air is hot and has been sitting for 5 to 30 minutes with
limited cooling, vapor lock is likely to occur.
Evaluate ambient air temp (note OAT before start)
The warmer the air is, the less dense it becomes. This means the engine will
require less fuel to obtain the ideal stoichiometric ratio of 14-parts air for every 1-
part fuel.
4. Clear
The area should be first visually cleared, left, center, right, and behind as much as
practical. Then the area should be verbally cleared at a volume that can be heard above
the ramp noise common to airports. The starter should be engaged approximately three
seconds after clearing. Crank too soon after clearing and anyone in the prop area can’t
clear in time. Wait too long after clearing and someone could miss the clearing call and
then enter the prop area before start.

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5. Start
Engage the starter and crank the engine until the engine fires (don’t exceed starter limits)
If the engine does not fire you most likely did not prime the engine correctly.
Evaluate if the engine is too rich or too lean. If you are not sure, remove doubt by
over priming the engine and performing a flooded start as prescribed on page 4-
10 of the SR20 POH. (example: if you primed for 3 seconds and it didn’t start, the
second prime should be about 20 seconds)
Continued failure to fire within the acceptable stoichiometric range tells you that
there is an ignition problem that will likely require maintenance action to remedy.
Once the engine fires you know the acceptable stoichiometric range has been reached,
approximately 20:1 – 8:1. This range will typically allow the engine to run, however the
ideal ratios of 14:1 have not yet been achieved. Use the throttle to prevent an over speed
of the engine, (cold, unlubricated engines should never be run above 1500 RPM until
minimum oil temps have been reached) and slowly increase the mixture settings once the
fuel in the cylinders has burned to the point that the engine is running lean. (20:1-14:1
range) The current Stoichiometric ratio can be determined by the engine RPM, EGT
readings, and the sound the engine makes. RPM will peak at best power settings (14:1)
EGT will peak just before best economy settings. (16:1) Any settings above or below these
numbers will result in lower RPM / EGT. At lean settings the engine will sound louder,
cleaner and more energetic. The engine will be eager to burn all of the fuel you give it but it
will run out of fuel to burn before it completes a full power stroke. At rich settings the
engine will sound muffled, dirty, and lazy. The engine will struggle to burn the fuel it
receives and is literally drowning in fuel. In this condition the engine may even back fire as
it pukes unburned fuel into the hot exhaust manifold where it can expand and explode.
If a vapor lock condition exists the fuel in the lines has reached its evaporation
point and is in gaseous form. After priming the engine and liquefying the fuel by
increasing fuel pressure, the engine will start and run for a few seconds until the
hot fuel in the lines revaporizes due to the draw of the engine. This creates a low
pressure in the lines that lowers the evaporation point of the fuel. The engine
driven fuel pump cannot pump fuel vapor so the engine dies from fuel starvation.
In a vapor lock condition, the pilot should circulate and pressurize the fuel
system as much as possible by running the electric pump continuously for
approximately 20 seconds with the mixture in the cutoff position and the power
level at full power. Once the fuel is conditioned, give the engine a limited prime
and crank with the power set to 1000 RPM, the mixture set for a normal start and
the electric pump on as necessary to control fuel pressure.
6. After Start
Set the power lever to 1000 RPM
Check the starter engaged warning is off
Check oil pressure in the green within 30 seconds
Alt 1 on and check for charging (this will require you to bring up the engine page on the
MFD)
Alt 2 on and check for charging and taking the majority of the electrical load
Avionics on

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Taxi

APPLICATION

You have to get to the runway somehow, taxi is the most effective method. A professional pilot will
continually hone their taxi skills so they can safely and precisely operate their aircraft in a crowded
airport environment.

CONFIGURATION

1. Listen to weather and CTAF calls

2. Make a plan (or review an expected clearance) on where you are going to go (taxi brief)
3. Announce your intentions on CTAF (or pick up your clearance)
4. Perform pretaxi, brake, and taxi checks
5. Maintain aircraft control and situational awareness throughout the taxi

EXECUTION

1. Prior to crossing any hold short line, a professional pilot will ensure they are clear in three areas:
Visual- visually scan the runway or taxiways for traffic. Don’t just look for airplanes. Scan
for helicopters, road vehicles, people, construction equipment, FOD, and even animals.
Legal- ensure you are at the correct intersection by using runway and taxi way signs and
markings. If there is an operating control tower / ground, ensure you have been cleared to
cross or taxi on that runway or taxiway. If the airport does not have an operating control
tower / ground, clear yourself by stating your intentions on CTAF. “Cedar traffic, T-bird 1
crossing 26 at C, northbound, Cedar”
o If you decide to hold short, state the reason you are holding short as well
o (Do not call holding short, clear, decide, and then call crossing. This practice
increases radio congestion and confusion. Instead clear, decide and then call with
intentions)
Equipment- ensure you have listened to others position reports on the radio to create a
situational awareness picture in your head. Then use traffic avoidance systems (ADSB, etc.) to
verify accuracy. Ensure systems are set to an appropriate range and clear of traffic. (Use your
equipment but don’t become reliant on it! All equipment has limitations. This area comes last)
2. Always pay attention to your aircraft dimensions. The runway center line tells you where the middle
of the taxi way is and does not guarantee wingtip clearance. Watch for obstacles like other aircraft,
snow or construction that will cause you to impact them if you stay on center line and deviate as
necessary.
3. Be cognizant of your prop wash at all times. Never position your aircraft in a way that causes
undue risk, inconvenience or damage to other aircraft or property.
4. Set power as low as possible to maintain a safe taxi speed (14 KGS normal 20 KGS if you are
expediting) don’t use brakes to control the speed unless absolutely necessary! In windy conditions
consider slowing your taxi speed and stay active on the flight controls. Remember the wings don’t
care about your ground speed, only airspeed. (minimum power, minimum braking)
5. Don’t text and drive. If you need to push buttons, turn knobs, or adjust configuration; stop the
plane! If your hand can’t be on the throttle, your feet need to be on the brakes.

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Instrument Cockpit Check

APPLICATION

The Instrument Cockpit Check is a seemingly minor, yet crucial procedure that allows a pilot to
detect instrument errors when they are on the ground and can taxi back to safety if a failure exists.
Once the commitment to fly has been made, instrument failures may present a sever hazard,
especially in instrument flight conditions.

CONFIGURATION

1. Check stationary functions before taxi

2. Check movement functions during taxi when workload allows

EXECUTION

1. Stationary Check
Magnetic Compass: full of fluid, no cracks, no bubbles, indicating an approximate
heading, compass deviation card in place.
Scan the EFIS (PFD & MFD) to ensure that no flight or engine instruments have a RED X.
Airspeed Indicators: Check PFD and Backup – Zero.
Attitude Indicators: PFD and Backup - Erect & Level (or match ground attitude).
Altimeters: Set current altimeter setting in both primary and back up (check accuracy).
Vertical Speed Indicator: Should indicate zero.
HSI: heading should match the magnetic compass.
Slip / Skid: ball between index marks and trapezoid centered.
Rate of turn: turn coordinator wings level, no rate arrow (not visible).
SBY FLT Instruments: check and set: airspeed, altimeter, attitude indicator.

*In general, the instrument check sweep should resemble the form of a “Z”

2. Movement check
Attitude Indicator: no more than 5° bank or pitch error once stabilized.
Heading Indicator turns in same direction of turn and matches compass when static.
Rate of turn: “pink rate of turn arrow” (on top of heading indicator) g r o w s in direction
of turn
Slip / Skid: Trapezoid (top of attitude indicator) moves opposite the direction of turn.

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Traffic Pattern

APPLICATION

The traffic pattern is used to standardize traffic flow in the terminal area while setting up for a
stabilized approach. Standardizing the traffic flow allows better predictability and situational
awareness. Stabilizing the approach allows for consistency and safety in recognizing poor set up
before the pilot runs out of options.

CONFIGURATION

DEPARTURE LEG
1. Flaps up above 85 KIAS and clear of obstacles
2. Accelerate to 95 KIAS (Vy)
3. Turn crosswind at a safe altitude (maintain noise abatement procedures)

CROSSWIND LEG
1. Clear then advise CTAF turning crosswind in the turn
2. Turn downwind at approximately 1 mile away from the runway

DOWNWIND LEG
1. Clear then advise CTAF turning downwind in the turn
2. Set power at 55 percent
3. Complete pre-landing check before midfield downwind
4. Abeam landing point reduce power to 25 percent
5. Set flaps to 50 percent (below 150 KIAS)
6. Decelerate through 100 KIAS
7. Turn base approximately 200 feet below TPA, 45° to the landing point

BASE LEG
1. Clear then call “gear down” and advise CTAF turning base in the turn
2. Set power as appropriate to intercept glideslope on final
3. Set flaps to 100 percent (below 110 KIAS)
4. Decelerate through 90 KIAS
5. Turn final on center line approximately 500’ AGL

FINAL LEG
1. Clear then call “gear down” and advise CTAF turning final in the turn
2. Decelerate to final approach speed 78 KIAS plus half gust factor
3. Short final call ”gear down, stable, clear to land”

EXECUTION

1. These procedures must be modified to meet the current requirements of the day. Traffic,
weather, and aircraft capabilities will all change what the traffic pattern should look like.
Effective situational awareness should be a key focus item in the traffic pattern. Always
remember to Aviate (maintain proper aircraft control), Navigate (try to hit your number and
distances adjusted for the situation), and Communicate (make good position reports and
communicate your intentions effectively with others in the area), in that order. You don’t need
to wait for a break in the radio chatter to fly the plane.
2. Bank angles in the traffic pattern should not exceed 30°.

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Pre-Maneuver Flow

APPLICATION

The pre-maneuver flow is a crucial procedure that allows a pilot to catch potential threats to the
safety and legality of a maneuver before the risk is encountered in the maneuver. This allows the
pilot to identify and deal with the risk with ample time and safety margins.

CONFIGURATION

1. Perform the Pre-maneuver Diamond

2. Identify visual reference points if applicable
3. Verbally announce the area is clear by saying
“Area clear, executing maneuver”

EXECUTION

The Pre-maneuver diamond is designed to start

From the top and should be run twice.
Once mentally and once verbally.
1. Mental
1. Look for an area appropriate for the maneuver
(Consider traffic, terrain, clouds, emergency and wind)
2. Decide what altitude is appropriate for the maneuver
(Start a climb or descent as appropriate)
3. Decide what heading is appropriate for the maneuver
(Cardinal headings are often preferable)
4. Decide what airspeed is appropriate for the maneuver
(Set power and configuration as appropriate)
5. Decide if clearing turns and radio calls are appropriate
(Always turn left first in case an aircraft is passing from
behind and keep in mind that clearing turns not only allow
you to clear your blind spots but also make you much more
visible to other aircraft in the area)
2. Verbal
1. Perform clearing turns and radio calls if appropriate and ensure proper configuration. At a
minimum, announce the area you plan to use as an emergency landing field.
(If you’re not sure, the area can never be too clear. However excessive clearing can waste time)
2. Announce the altitude you will be holding for the maneuver
(If you will be climbing or descending call that out)
3. Announce the heading you will be holding for the maneuver
(If you are turning call out the headings and visual points you will be turning to)
4. Announce the airspeed you will be holding for the maneuver
(If you are increasing or decreasing airspeed call out the speeds you will be going to)
5. Perform one last visual check of the area to ensure nothing changed while performing the
pre-maneuver diamond and then announce “area clear, executing maneuver”

Clearing the area must be completed before EVERY maneuver and will be considered complete when
the student makes the “area clear, executing maneuver” call. This may or may not require clearing
turns and radio calls depending on when the last call was made (calls should be made approximately
every 15 minutes unless traffic in the area requires more frequent calls) and if the pilot has the
required visibility of the area the aircraft will travel through during the maneuver. If the call is not
verbalized or the student simply makes the call but does not perform the pre-maneuver diamond, the
area IS NOT CLEAR.

Failing to clear the area poses a safety hazard and will result in a training or check ride failure.

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Normal Takeoff and Climb

APPLICATION

A normal takeoff is the foundation all other takeoffs are built on and will be the most common
takeoff performed during normal operations.

CONFIGURATION

1. Set and visually verify flaps - 50%

2. Landing light – on
3. Perform performance brief
(Expected distances, decision points, emergency procedures)
4. Clear the runway (VLE) and cross the hold short line
5. Smoothly apply full power (this should take approximately 3 seconds)
6. Verify and call out aircraft performance checks
“Gauges green, airspeed alive, performance checks”
7. Pitch for Vy attitude (approximately 5 degrees nose up)(85 KIAS+½GF)
8. 85 KIAS and adequate performance obtained - retract the flaps – 0%
9. Pitch for new Vy attitude (approximately 6-7 degrees nose up) (95 KIAS).

EXECUTION
1. Prior to crossing any hold short line, a professional pilot will ensure they are clear in three areas:
Visual- visually scan the runway of use as well as any parallel runways or taxiways for
traffic. This should be performed on the arrival and departure ends and at the high and
low levels, not just the approach end glide slope.
Legal- ensure you are on the correct runway and have been cleared to takeoff by ATC. If
the airport does not have an operating control tower, clear yourself by stating your
intentions on CTAF. “Cedar traffic, T-bird 1 taking off runway 20, right closed traffic, Cedar”
The term “Departing” can replace “taking off” if you are leaving the terminal area.
Equipment-ensure you have listened to others position reports on the radio to create a
situational awareness picture in your head. Then use traffic avoidance systems (ADSB, etc.) to
verify accuracy. Ensure systems are set to an appropriate range and clear of traffic. (Use your
equipment but don’t become reliant on it! All equipment has limitations. This area comes last)
2. During the takeoff roll, the pilot should maintain situational awareness of their aircraft to include:
Effects of, and control inputs required for, current wind conditions. (Look at the wind sock!)
Engine performance.
All engine gauges need to be in the green operating range and the RPM should reach expected
levels, minimum of 2,600 RPM. Inappropriate mixture settings will often cause a lack of
power. Ensure mixture is set pursuant to altitude. (Verify and verbalize “Gauges Green”)
Instrument performance.
The airspeed indicator should indicate current speed as the aircraft accelerates.
(When airspeed starts to indicate verbalize “airspeed alive”)
Pilot / aircraft performance.
Ensure your feet are off the brakes and you are not commanding any unintentional or
unnecessary control inputs. In this condition your calculated performance should match
your actual performance. Track your runway used (runway centerline stripes are often
the easiest method (120 feet per stripe, 80 feet per gap, 200 Feet total per stripe))
and utilize the 50/70 rule to determine if any deviations are occurring. (70% of Vr
(approximately 50 KIAS) should be obtained by 50% of calculated takeoff roll distance)
(At 50%TRD verbalize “performance checks”)
If any of these checks are in question, ABORT THE TAKEOFF at or before 50% TRD
3. Rotation is a process, not an event. Pay attention as the wheels get light during the takeoff
roll. When the wheels are light enough for the aircraft to fly and the IAS is above Vr, pitch
for your Vy attitude.
4. Don’t chase the needles. The airspeed indicator has multiple errors and delays that
affect its accuracy at any given time. Know your aircraft and pitch for a Vy attitude, not
a Vy airspeed, then wait for the needles to agree with you and adjust as necessary.

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Crosswind Takeoff and Climb

APPLICATION

A professional pilot can’t control the weather but they can control the aircraft and themselves.
Proper preparation for any wind condition within the aircraft’s capabilities should be a standard
expectation for a SUU pilot. During training look for opportunities to practice in adverse conditions
to improve your capabilities in a safe environment.

CONFIGURATION

1. Follow normal take off configuration plus:

2. Apply full aileron into the wind.
3. Slowly remove aileron input as aileron authority increases and an over bank into the wind is
sensed. Set ailerons as necessary for the conditions until an upwind wing low takeoff is achieved.
4. Establish a side slip or crabbed departure as desired.

EXECUTION

1. Always apply full aileron into the wind regardless of the velocity. As the aircraft
accelerates you can always reduce the control pressure but you may not be able to
recover if you let the upwind wing get lifted.
2. Remember that crosswind force on your aircraft is exponential not linear. If you allow
the upwind wing to lift, the surface area you are exposing to the wind is increasing.
This gives the wind more area to push on and more impact on the aircraft. The more
the wing lifts, the more force it generates. This will cause an unrecoverable condition
to develop very quickly if the upwind wing is raised. Before or during your takeoff roll
if you are unable to hold the upwind wing down, especially if it is starting to lift
(assuming it is not already too late), ABORT THE TAKEOFF.
3. Once you are airborne, establish a side slip or crab as desired and pick a landmark
and heading to help you maintain runway alignment once visual of the runway is
lost. Don’t let the wind push you off course.

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Normal Approach and Landing

APPLICATION
Going up is optional, coming down is mandatory. A normal landing is the foundation for all other
landings. It will be the most common landing performed during normal operations.

CONFIGURATION
1. Abeam landing point reduce power to 25 percent
2. Set flaps to 50 percent (below 150 KIAS)
3. Decelerate through 100 KIAS
4. Turn base approximately 200 feet below TPA, 45° to the landing point
5. Clear then call “gear down” and advise CTAF turning base in the turn
6. Set power as appropriate to intercept glideslope on final
7. Set flaps to 100 percent (below 110 KIAS)
8. Decelerate through 90 KIAS
9. Turn final on center line approximately 500’ AGL
10. Clear then call “gear down” and advise CTAF turning final in the turn
11. Decelerate to final approach speed (Vref 78 KIAS plus half gust factor)
12. Establish an “aiming point” approximately 500 feet short of your intended point of landing
13. Pitch for airspeed, Power for descent rate (Altitude)
14. Short final check call ”gear down, stable, cleared to land”
15. Begin the round out and flare appropriate for pilot level (S/A)
16. Pitch for descent rate to obtain ground contact and 0 FPM descent at the same time
17. If the approach becomes destabilized or uncontrolled, execute the 4C procedure
18. If a touch and go is performed, execute the 3C procedure
19. If a full stop is performed, complete the after-landing check after clear of the hold short line

EXECUTION
1 . The Normal Approach and Landing is divided into six phases:
BASE
Use the base to set up a stabilized final. Adjust power and ground track as necessary to ensure glideslope and
centerline intercept occurs at the same time. Power is the preferred method (High = reduce power) (Low =
increase power). If power limits have been reached, use ground track (High = fly away) (Low = fly toward).
FINAL
A stabilized final requires proper airspeed control. First pitch to obtain and maintain Vref +½GF. Second, while
maintaining airspeed using pitch control (Slow = pitch down) (Fast = pitch up), pick an aiming point roughly
500 feet short of the intended landing spot and use power to maintain a descent to the aiming point (Low =
increase power) (High = reduce power)
Don’t freeze up on the controls! Both pitch and power should be adjusted at least once per second.
ROUND OUT
Solo Level- maintain Vref+½GF and power until encountering ground effect. Then smoothly reduce power and
pitch up to level the aircraft approximately 1-foot AGL
Advanced Level- begin reducing power approximately 1000 feet before the aiming point and adjust the pitch
to maintain glide path to the landing point. Use the rate of pull as a tool to maintain sufficient energy. (Too
little energy = pull slower) (Too much energy = pull faster)
FLARE
Solo Level- look away from the landing point and focus down runway to judge height. Every pilot is different so
start approximately 4000 Feet down runway and adjust as necessary. When calibrating call “wheels
touching…now” (early touch = look closer) (late touch = look farther)
Advanced Level- maintain just enough extra energy in the round out to gently pitch up and stop the descent
rate as the main wheels touch the ground near stall speed in a landing attitude
TOUCHDOWN
Correct for wind with aileron, correct for runway alignment with rudder to ensure proper touchdown
ROLL OUT
Keep flying the plane! Lift and wind do not stop because your tires touched the ground.

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Crosswind Approach and Landing

APPLICATION

A professional pilot can’t control the weather but they can control the aircraft and themselves.
Proper preparation for any wind condition within the aircraft’s capabilities should be a standard
expectation for an SUU pilot. During training look for opportunities to practice in adverse conditions
to improve your capabilities in a safe environment.

CONFIGURATION

1. Follow normal landing configuration plus:

2. Correct for wind in the traffic pattern
3. Establish a crab or side slip as desired
4. Add speed to Vref as necessary
5. Touch down upwind main first as necessary
6. Slowly increase aileron inputs into the wind to max deflection as speed reduces

EXECUTION

1. The crosswind approach should be accomplished by flying a normal approach while making
corrections for wind. Wind correction angles should be applied to all legs of the traffic pattern while
bank angle adjustments should be used to correct for ground speed changes in the turn.
2. Once established on final the crosswind landing can be accomplished using two different methods.
The crab method uses heading to correct for wind drift while maintaining runway alignment
with aileron. This method does not affect the vertical component of lift and thus maintains
similar power and pitch settings to a normal approach. However, crabbing will not align the
landing gear for touchdown. Thus, if the crab method is used the pilot must transition to the
sideslip method prior to touchdown.
The sideslip method uses bank angle to compensate for wind drift and maintain runway
centerline. This method aligns the longitudinal axis of the aircraft with the runway allowing the
pilot to get a sneak peek on the bank angle that will be required on landing if the winds remain
constant. However, the side slip uses lift to correct for the wind which means that higher power
settings, angle of attack and speeds are often required.
3. After touch down the pilot must continue to slowly increase aileron inputs as the airplane is slowed.
The wind does not stop when the tires touch the ground but as the speed is reduced, aileron
effectiveness is reduced. This requires an increased control input until full deflection is reached. Full
deflection should be maintained thereafter for the roll out and taxi.

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Soft-Field Takeoff and Climb

APPLICATION

Soft field techniques should be used when the field is soft. No surprise there but these techniques
apply to more than just grass and dirt strips. Operations on contaminated (snow/ice/water) and poor
condition paved runways should use soft field procedures as well.

CONFIGURATION

1. Follow normal takeoff configuration plus:

2. Maintain soft field taxi procedures while lining up
3. When taking off, s l o w l y increase RPM (10 seconds or longer)
4. When elevator effectiveness is sufficient, balance the aircraft on the roll
(Ground to prop clearance = ground to tail clearance) (Nose wheel approximately 6” AGL)
5. Once the aircraft lifts off, maintain ground effect (1-foot AGL) until Vy (Vx if obstacles require)

EXECUTION

1. Be purposeful with your control inputs. This will allow you to know when an input is appropriate.
Keep in mind the procedure starts at the hold short line for simulations, treat it real.
2. There are two main objectives on a soft field:
Don’t Damage the aircraft (maximize aircraft clearance)
Use soft field taxi procedures until aligned with the runway centerline:
 Full aft elevator to keep it as far away from debris on the ground and in the prop wash
 Minimal RPM to prevent the prop from sucking debris off the ground
 Maximum inertia to reduce RPM need
 No brakes unless absolutely necessary
 Round the corner on turns
 Keep the speed up on taxi
Don’t combine slow speed and high RPM
 When you need RPM for takeoff, add it slowly to build speed before max RPM. This
process should take 10 seconds or longer. In some aircraft it is not uncommon to
become airborne before reaching max RPM.
Balance the aircraft
 Once you have elevator authority you can choose how much prop clearance and how
much tail clearance you will have. Too far forward and the prop will not clear the
bushes, rocks, and whatever other debris may exist. Too far aft and the tail will have
the same problem. The ideal soft field attitude will give equal clearance to both.
Keep the wheels light
Maximize AOA
 You can’t control the weight on wheels until you have airflow over the wings
 The more AOA the more lift, this will make the wheels light but it cannot compromise
our first objective. A balanced aircraft provides the maximum lift without risking damage
 As airspeed increases, reduced back pressure will be required to maintain a balanced
aircraft pitch. This is due to increasing elevator effectiveness.
Don’t stall
 With maximum AOA the aircraft will lift off before it can fly out of ground effect. If the
pilot allows the aircraft to climb in this energy state, decreasing ground effect will
cause the aircraft to lose lift and stall or settle back to the ground.
 Ground effect is at its maximum at the ground. It exponentially decreases with altitude
until it is considered negligible above a wingspan from the ground. Accelerating to Vy
close to the ground (maximum ground effect) minimizes the time the pilot spends
airborne with little energy and options to deal with wind and other hazards.

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Soft-Field Approach and Landing

APPLICATION

Soft field landing techniques should be used whenever debris may be present on the landing field or if
the ability of the landing gear to support the aircraft is in doubt. This can apply to a variety of paved,
unpaved, and emergency landing areas as well as emergencies involving compromised landing gear.

CONFIGURATION

1. Follow normal landing configuration plus:

2. Touchdown must be soft, minimal energy, and balanced
3. Maintain a balanced aircraft on the roll until elevator effectiveness is insufficient to maintain
4. Maintain soft field taxi procedures

EXECUTION

1. Soft field approaches and landings are the same as normal but the importance of stabilization
and smooth control inputs are emphasized. If you get behind the aircraft, GO AROUND!
2. Treat every practice approach like its real. If you have a different attitude toward a
“real soft field”, you’re not ready for one! Don’t accept hard landings because “it’s just practice”
3. Actively use the power to help manage energy at touch down.
4. Don’t land, fly with the wheels touching the ground. Most of the weight should be on the wings.
5. Touch down should be made with minimal energy.
Too much energy will result in a prop low, flat landing. More speed will also result in debris
being thrown from the wheels into the tail and if a wheel gets caught, more energy will result in
more aircraft damage and loss of control.
Too little energy will result in a tail low, likely hard landing. The rapid transfer of weight from
the wings to the wheels in a low energy touchdown will likely result in extra grabbing of the
wheels and potential loss of control. If the pilot tries to cushion a low energy landing with extra
power, the extra prop wash will throw debris at the tail and could also result in prop damage.
6 . Large or aggressive control inputs get large and aggressive responses from the aircraft.
Don’t force it, gently guide the aircraft.
7. Don’t stop until the maneuver is done. On an actual soft field this occurs when the engine stops.
In a simulation this occurs when you are clear of the runway hold short line or have stated
“Maneuver complete” when performing a touch and go.

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Short-Field Takeoff and Maximum Performance Climb

APPLICATION

Short field techniques should be used whenever the field is short. This can occur due to a short runway
distance or a portion of the runway becoming unusable due to the presence of an obstacle. As aircraft
become larger and need more runway, most airports will become short fields.

CONFIGURATION

1. Follow the normal takeoff configuration plus:

2. Position the aircraft at the end of the runway to maximize usable space.
3. Apply full power and verify “gauges green” while holding brakes.
4. Release the brakes and hold the aircraft at a level pitch attitude until just before Vx
(75 KIAS+½GF).
5. Move the “performance checks” call to TAP instead of 50%TRD and add the word “continuing”
6. Rotate briskly to the appropriate Vx attitude for the aircraft weight just before Vx is indicated
7. Once the obstacle is clear (approximately 2 seconds for 50 feet) pitch to a Vy attitude.

EXECUTION

1. There is always an obstacle (50 foot is standard) in a simulation

2. Treat every simulation real. Visualize the obstacle and pay attention to performance.
3. In order to ensure you have enough runway to stop if you decide to abort on a short field you
need to calculate the point at which you are going to TAP out.
Calculate the takeoff abort point (TAP) distance by subtracting your landing roll distance (LRD)
from your runway available (RA) distance. (use TRD instead of RA in a simulation)
(Example: 2433 feet (RA/TRD)-972 feet (LRD) =1461 feet (TAP))
Calculate minimum speed at TAP by dividing TAP by TRD to get the percentage of runway used.
Then use the TAP graph provided below to find the percent of speed required and times that
percentage by your Vx speed.
(Example: 1461 feet (TAP) / 2433 feet (TRD) = .6
TAP Graph =.78 x 75(Vx) = 58.5 KIAS required at TAP)
4. There are two main objectives on a short field takeoff:
Use the runway effectively
Position the aircraft with the nose wheel straight and minimum runway behind you
 Be careful to ensure wingtip and tail clearance from obstacles
Make sure RPMs have stabilized before releasing brakes
 It may take up to 5 seconds for the engine to stabilize
 Be careful not to let the aircraft roll while inspecting the instrument s
 If any engine abnormalities are detected, ABORT THE TAKEOFF
Maximize aircraft performance
Minimize Drag
 Hold the elevator level with the runway to minimize profile drag
 Don’t use any brakes after release
 As elevator authority increases, hold the wings level with the runway
 Minimize rudder inputs as much as possible
Don’t chase the needles
 Rotate just before Vx is indicated to account for airspeed indicator lag
 Hold the Vx attitude and wait for the airspeed indicator to agree with you
 Reduce pitch for Vy as soon as the obstacle is clear. The more time you spend at Vx
the more time you spend exposed to wind shear and other hazards with few options.

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Short-Field Approach and Landing
APPLICATION
Solid energy management skills required to perform a short field landing are a must have in the tool
box of any professional pilot. Whether it’s getting into a small airport, or upgrading to a larger
aircraft (which makes all airports smaller), this skill is mandatory to ensure safe operations.

CONFIGURATION
1. Follow the normal landing configuration plus:
2. Approach must be stable on speed (Vref+½GF)
3. Approach must be at or above glide slope (for the landing point) to ensure obstacle clearance
4. Touchdown must be at the desired point
5. Maximum braking procedure must be demonstrated immediately after touchdown. (Maximum
braking may be discontinued before the aggressive braking phase for simulated short fields)

EXECUTION
1. There are four phases unique to a short field landing:
Short Field Approach
Stabilize normal approach speed
 Reduced approach speeds introduce more risk with no benefit. The speed does not need to
be at a minimum until touchdown.
Obstacle clearance is determined long before getting there
 Establish a glide path that provides a clear line of sight over the obstacle to the aiming point .
 Don’t get low! If you are thinking about the obstacle when you get there, YOU ARE BEHIN D!
Short Field Power Pull
The Acceptable Energy Zone
 In order to accurately land you need to understand how much energy you have and accurately
evaluate your energy state by considering speed, altitude, RPM, wind and descent rate.

 Use your power control as a tool. Start pulling power early and vary the rate of pull to lock in
at the right time.
 Once you hit idle power, your energy is locked in. If your landing point is within the
acceptable energy zone, you can continue on to the short field flare.
 If there is any doubt or if the conditions change, execute a go around immediately!
Short field Flare
There are only three possible outcomes of a short field landing
1. Hit your spot 2. Do a go around 3. Die
 Don’t pick option three!
Pitch for your spot
 If you are coming up short, Pitch up  If you are going long, Pitch down
1. How soft your landing is was determined by the power pull
Where you land is determined by your flare
Maximum Braking Procedure
There are four phases of the maximum braking procedure that must be performed in order:
1. Destroy lift. Raise flaps immediately
2. Light braking. Start braking lightly and try to feel how much weight is on the wheels.
3. Medium braking. When you can begin moving the stick aft without affecting pitch.
4. Aggressive braking. Once the stick is full aft and all weight is on the wheels.

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Forward Slip to a Landing

APPLICATION

The forward slip is a helpful tool a professional pilot can use to increase descent rate without
increasing airspeed when power management and configuration alone are not enough.

CONFIGURATION

1. Follow the configuration for normal approach plus:

2. Set up the approach well above glide slope without configuration
3. Reduce power to idle and evaluate
4. Apply 100 percent flaps and evaluate
5. If power and configuration is insufficient, initiate the slip by applying full right rudder
6. Pitch for 80 KIAS+½GF and aileron for runway centerline
7. Just before desired glide slope intercept, neutralize controls, add power as necessary and proceed
with normal approach

EXECUTION

1. The Forward slip should be considered a last resort tool. If you haven’t fully utilized your power
and configuration, use that to correct your descent rate. If power and configuration alone are not
enough, you should perform a go around in most situations instead of a forward slip.
2. Keep in mind when performing a forward slip that the aircraft is in an uncoordinated condition.
Exceeding the critical angle of attack in this condition by losing airspeed or increasing load factor,
will result in an unrecoverable loss of control due to insufficient altitude to recover. Thus, flight
below 80 KIAS is unacceptable in a forward slip.
3. The entire purpose of the forward slip is to lose altitude without gaining speed. Pitching down to
increase descent rate will appear to cause the aircraft to come down more quickly at first.
However, as the airspeed increases the aircraft will cover more ground in the time you have to
descend which will cause a shallower descent profile. Additionally, you will need to dissipate the
energy accumulated on the way down which will cost you even more distance in the flare. Thus,
flight above 80 KIAS is unacceptable in a forward slip.
4. Be sure to adhere to forward slip duration limitations in the Aircraft POH to ensure fuel flow
disruption and subsequent loss of engine power does not occur.
5. Keep in mind that you still need to hit your spot!
Don’t wait so long to initiate the forward slip that you can’t hit your spot. Every second you
hesitate is a second you can’t get back.
If you start the forward slip too soon, that just makes it easier to hit your spot. Hold the
forward slip until just before glideslope intercept, the aircraft will still be descending
aggressively until you restabilize your approach, and then fly a normal approach to your spot.
6. There is no such thing as a “little slip”. It will often surprise pilots how much energy they really
have. By the time you get to the point you need to slip, you are already behind. You don’t have
time to do a little slip, realize that it is still not descending fast enough and then slip more. If you
think you need to perform a forward slip, initiate a full forward slip immediately, and then
discontinue the forward slip when the approach is under control again.
7. A forward slip can be performed in either direction. However, SUU will primarily practice forward
slips to the right for three reasons.
Forward slips that are in the opposite direction of any crosswind component will be more effective
than slips into the wind. However, the time it takes to evaluate the wind and remember which
rudder pedal you should use will almost always cost you more distance than the wind.
Forward slips to the right will always provide better runway visibility to the pilot in the left seat.
In the event the pilot does inadvertently approach critical AOA, a loss of control event will
occur more slowly and give the pilot more warning before becoming unrecoverable due to the
effect of turning tendencies in a right forward slip.

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No Flap Landing
APPLICATION

A no flap landing can be performed because of a system failure, pilot error, or as a method to help
deal with current weather conditions. No matter why you are landing without flaps, it means that you
need more speed and more runway.

CONFIGURATION

1. Follow the normal landing configuration plus:

2. Add 10 knots to your approach speed.
3. Flare more gently and allow more time and runway to dissipate the extra energy
4. After touchdown allow more runway for the aircraft to slow down and stop

EXECUTION

1. There are two ways that Flaps can fail to deploy. Regardless of which occurs you will end up
needing to perform the same no flap landing procedure.
A differential extension occurs when only one flap comes down when commanded. In this
case the flaps will act more like ailerons and produce an uncommanded roll. The pil ot should
counter this with aileron input and retract the flaps to correct the differential condition.
The flap motor fails to move either flap. In this case the pilot has no choice but to land the
aircraft without the use of flaps.
2. When you land without the use of flaps you need to remember, don’t stop flying because the
plane hasn’t. The extra airspeed will cause the aircraft to produce more lift which will take longer
than normal to dissipate. Stay active on the controls well after the aircraft wheels h ave touched
the ground.
3. In this condition the braking capabilities of the aircraft are severely reduced due to the majority of
the aircraft weight remaining supported by the wings. At the same time, the aircraft will be using
substantially more runway, making the pilot more likely to use the brakes more aggressively. This
leads to a likely scenario for a pilot to stop the tire from rotating by braking too aggressively for the
speed. If the braking force applied to the brake disc exceeds the traction provided between the tire
and the runway surface, the tire will start sliding down the runway. This will rapidly damage the tire
and can lead to a loss of control. Go easy on the brakes with a no flap landing. Don’t smoke a tire.
4. If a no flap landing is selected or required, the runway required to perform the landing will be
increased substantially. In general, plan on at least doubling the landing roll distance. This is due
to the increased speed that needs to be dealt with compounding the longer period of ineffective
braking available.

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Aborted Takeoff
APPLICATION

It is almost always better to be on the ground wishing you were flying than to be in the air, wishing
you were on the ground. If things are not going well on the takeoff, regardless of the reason, the most
important element of an aborted takeoff is making a timely decision. Remember, by the time the
problem is obvious, it is also too late. Don’t be afraid to abort if necessary.

CONFIGURATION

1. If performance checks are unsatisfactory, or if any other abnormality occurs, make the decision to
abort and commit to it.
2. Reduce power to idle immediately.
3. Maintain directional control (re-land the aircraft if applicable)
4. Call out “Abort, Abort, Abort”.
5. Brake as necessary for runway length and conditions.
6. Inform CTAF / tower of your decision and intentions

EXECUTION

1. Calculate performance precisely and compare actual performance to expected performance on

every takeoff. In order to safely abort a takeoff, the pilot must have predetermined decision points
and plans of action. Early detection and appropriate action is critical for continued safe operations.
2. Aborting a takeoff eliminates one risk but it adds several more.
Do you have enough runway left? Answering this question must be judgment based due to the
rapidly changing and unpredictable nature of the actual conditions on an aborted takeoff.
No usable runway remaining should be a standard check point on every takeoff.
What are the risks of stopping? A rushed braking procedure is likely to result in poor brake
usage. This can result in flat spots, loss of control, and excessive heat generation that can
result in brake fires. The larger the aircraft becomes, the higher the threat of brake fire.
What hazards are you creating for others? While you should never continue a takeoff because
you don’t want to inconvenience others, aborting a takeoff will cause an immediate and
substantial traffic flow problem that you, controllers, and all other pilots in the terminal area
must mitigate without warning to continue safe operations. Proper communication is essential
to accomplish this coordination.

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Touch and Go Operations

APPLICATION

Touch and Go operations can be used to maximize time utilization when building landing proficiency.

CONFIGURATION

1. Follow the appropriate landing configuration prior to the “touch”.

2. Execute the 3C’s procedure.
Control the aircraft- Ensure that the longitudinal axis of the aircraft is aligned with the centerline
and direction of travel. Limit speed and position controls for current wind conditions.
Configure the aircraft- Set flaps 50% without looking away from the runway and confirm movement.
Calculate performance- Evaluate your current speed and runway remaining to ensure sufficient
runway remains to perform the takeoff procedure.
3. Follow the appropriate takeoff configuration for the “go”.

EXECUTION

1. If you don’t have time to methodically execute the 3C procedure, you don’t have time to perform a
touch and go. Proceed with a full stop landing and taxi back. Don’t rush it! Jumping to adding
power before thinking through the 3Cs will always make a bad situation worse.
Picture this: You are already behind the aircraft; the end of the runway is quickly approaching and
you are not stable on the runway.
Option one: You pull the power back, and begin light braking. As the aircraft slows, it quickly becomes
more manageable and you are able to get back to center line and taxi back for a full runway length
takeoff. Worst case scenario you can’t stop in time and you run off the end of the runway. Your speed and
damage to the aircraft will be minimal. If there are no obstacles, you will likely just taxi back onto the
pavement and have a mechanic inspect the gear for damage. If there are obstacles the aircraft will be
damaged but you will most likely walk away unharmed and no other people will be endangered.
Option two: You smash full power because you don’t have time for anything else. The aircraft instantly
becomes harder to control while turning tendencies are amplified. You will likely veer off the runway and
cartwheel into obstacles at high speed. If you do manage to keep it on the runway your aggressive control
inputs will cost you distance that you probably don’t have. At this point you are very likely to roll off the
end of the runway at high speed into any obstacles that may exist. High speed impacts are substantially
more likely to produce life threatening injury to pilot and passengers while simultaneously increasing the
chance of fuel system rupture, which will add fire and explosions to the mix. If you are lucky enough to
get the aircraft off the ground, you are now in an aircraft that is not configured for takeoff, close to the
ground, with little energy to climb. Now all you have to do is mentally catch up to the aircraft while
evaluating the impact the extra, or reduced, drag, lift, power, cooling, and AOA (depending on what the
configuration is) will have on your aircraft. You need to do all of this by yourself for the first time with little
to no margin for error. If you screw it up, you will now likely depart the runway environment and endanger
other people and property, as well as killing yourself. Assuming you miraculously manage to pull all of this
off without stalling back into the ground, catching a gust of wind wrong or hitting an obstacle, you now get
to evaluate the damage the aircraft sustained during the excitement (assuming you were mentally capable
enough to accurately pay attention to everything that happened in the crazy couple of seconds it all
occurred) and attempt to perform another landing, (this time in a frazzled mental state and a
compromised aircraft) hopefully without repeating the same situation again.
The moral of the story is DON’T PICK OPTION TWO!
2. Calculating exact performance numbers on the roll is too complicated to do in the time available.
The pilot should be familiar with the TAP chart provided on page 16 as well as their current position
on the graph. Use this information to approximate runway length requirements using the pilot’s
best judgment. (Example: If you were at 55 KIAS with 2000 feet remaining you should think “55 is
just over 70% Vr, which means I need about 50% of my TRD distance. If TRD was 2100, 2000 feet
remaining will leave me about 1000 extra feet, Continue”)
3. The calculate step must be completed before the pilot even thinks about touching the power. If you
are not 100% sure your calculations are good, abort the takeoff and taxi back.

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Go-Around / Rejected Landing

APPLICATION

A go-around is almost always the safest course of action in resolving the risks of an unstable
approach. The goal of every professional pilot should be to never be in a situation where they have to
say the words “I should have done a go-around”. If the question ever pops into your head “should I
do a go-around?”, the answer is YES!

CONFIGURATION

1. Decide to perform a go-around

2. Verbalize the decision to yourself (and your crew) and apply the 5C procedure
3. Cram- the power (throttle and prop) full forward smoothly
4. Climb- first stop the descent rate without sacrificing airspeed, then pitch for Vy or Vx
5. Clean- Once obstacles are clear and the aircraft is climbing, flaps 50% above 71KIAS+½GF, flaps
0% above 85 KIAS+½GF, accelerate to 95 KIAS
6 . Corse- Make a plan to coordinate with traffic / procedures and fly it
7 . Call- to CTAF / tower your decision to perform a go around and your intentions thereafter.

EXECUTION

1. Don’t be afraid to go-around. I have never met a pilot who failed a checkride because they
decided to go around, I have met a lot who have failed because they decided not to.
2. Consider the aircraft performance, traffic and airport procedures when executing the go around.
Performance- aircraft speed and climb performance will dictate when it is safe to turn cross
wind from the go around. Typically, an earlier than normal crosswind turn is appropriate.
Traffic- Consider the relevant traffic in the areas position and operation.
Often side stepping the runway and or turning an early cross wind will be required to
make way for departing or arriving traffic, especially if a large speed differential exists
between the aircraft involved.
Continue to maintain proper wake turbulence avoidance procedures during the go
around.
If multiple landing areas are being used, sidestep away from any parallel operations.
At Cedar this means sidesteps should always be performed to the west to avoid
helicopter traffic.
Airport procedures- doing a go-around does not exempt the pilot from noise abatement or
other airport specific restrictions. As long as safety allows, continue to follow any local
airport procedures despite the abnormal situation. This will help keep operations
predictable for other pilots and controllers as well as helping to keep airport neighbors
happy.

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Maneuvering During Slow Flight

APPLICATION

Performing slow flight operations gives the pilot an opportunity to get to know the slow speed
handling characteristics of their aircraft in a safe environment. Pilots who really understand these
characteristics will be much more prepared to operate their aircraft safely when the operation
dictates speeds less than cruise. Traffic pattern, takeoff and landing are a few of the maneuvers
that are performed in this speed regime.

CONFIGURATION

1. Complete the pre-maneuver flow as described on page 10

2. The ESP system must be deactivated by selecting disable on setup page 2 in the Aux chapter.
3. Select an altitude that will allow completion of the maneuver at no less than 1500’AGL.
4. Reduce power to slow the aircraft.
5. Maintain heading and altitude while slowing to the appropriate airspeed.
(75 KIAS Flaps 0 %(Clean)) (70 KIAS flaps 50%) (65 KIAS flaps 100 %(Dirty))
6. Deploy flaps as appropriate for the desired configuration.
(50 % below 150 KIAS)(100 % below 110 KIAS)
7. Maintain altitude with pitch until the desired airspeed is reached.
8. Once the desired speed is obtained, Pitch for airspeed and Power for altitude.
9. Recovery is achieved by adding full power and pitching for altitude while cleaning as speed builds.
(50% flaps at 71 KIAS) (0% flaps at 85 KIAS)

EXECUTION

1. Slow flight can be performed in any flap configuration; however, we typically train and examine
to the most difficult (Dirty) configuration at SUU.
2. If the stall warning horn is activated increase the speed by 5 KIAS for evaluation.
(80 KIAS Flaps 0 %(Clean)) (75 KIAS flaps 50%) (70 KIAS flaps 100 %(Dirty))
3. While building proficiency students should practice slow flight at minimum controllable airspeed
with instructor supervision.
Minimum controllable airspeed is defined as the speed at which any increase in angle of
attack or decrease in power will result in an immediate stall. At minimum controllable
airspeed the pilot should expect:
The stall warning horn continuously activated
Mushy, ineffective flight controls
Over banking tendencies if a turn is performed
(Bank angles should not exceed 10°)
Operations on the backside of the power curve will require higher power settings
Indicated minimum controllable airspeed will vary based on aircraft weight and
density altitude but will be near:
(65 KIAS Flaps 0 %(Clean)) (60 KIAS flaps 50%) (55 KIAS flaps 100 %(Dirty))
Coordination must be maintained to avoid the possibility of a cross controlled stall.
If an inadvertent stall is encountered, perform a normal stall recovery and restart the
maneuver once recovered.

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Power-Off Stalls
APPLICATION

Power-OFF stalls simulate a stall occurring during approach or landing. This situation most commonly
occurs when pilots don’t pitch for airspeed. Instead they see the ground coming too quickly and decide
to start pitching for altitude. This increases their angle of attack and leads to an inadvertent stall.

CONFIGURATION

1. Complete the pre-maneuver flow as described on page 10

2. The ESP system must be deactivated by selecting disable on setup page 2 in the Aux chapter.
3. Select an altitude that will allow completion of the maneuver at no less than 1500’AGL.
4. Maintain altitude and heading while slowing and configuring the aircraft for landing.
(78 KIAS, full flaps)(Turning stalls should establish a left or right bank of not more than 20°).
5. Establish a stabilized descent at 78 KIAS in the landing configuration.
(This descent should be held for at least 200 feet to show stabilization)
6. Slowly reduce the power to idle and pitch to maintain altitude.
7. Perform verbal call outs as the stall develops:
At the activation of the stall warning horn, call “stall horn”
At the first aerodynamic indications of the stall (the buffet), call “Buffet”
At the full aerodynamic stall (un-commanded nose drop), call “Full Break”
8. Recover by simultaneously applying full power, right rudder and reducing pitch attitude sufficient
to lower the wing below the critical angle of attack while minimizing altitude loss. (100 Feet)
9. Once altitude can be maintained, reduce flaps to 50%, accelerate to 85 KIAS while maintaining
altitude and heading, and then reduce flaps to 0%.

EXECUTION
1. Power application should occur during recovery just before the full break occurs to compensate for
the lag in engine RPM and thrust development.
2. Secondary stalls can be avoided during recovery by understanding where the current aircraft
energy state is in comparison to the progression of the stall.

3. If the stall warning horn is not going off during recovery, you have sacrificed too much energy
(altitude) to move from the critical AOA all the way to slow cruise.
4. If the airspeed (and load factor) are remaining constant, you cannot move down the scale
toward a secondary (or any type of ) stall. If the airspeed is decreasing during recovery, you
are headed toward a secondary stall. In this case sacrifice altitude as necessary to maintain
airspeed. Power off stalls performed in the SR20 should be recovered with an altitude
loss that should not exceed 100 feet.
5. The actual indicated airspeed at which the landmarks of the stall occur depend on the current
load factor the aircraft is experiencing. Increased load factor increases stall speeds.

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Power-On Stalls
APPLICATION

Power-ON stalls simulate a stall occurring during takeoff or departure. This situation most commonly
occurs when pilots are distracted by terrain, obstacles, or traffic and climb too aggressively.

CONFIGURATION

1. Complete the pre-maneuver flow as described on page 10

2. The ESP system must be deactivated by selecting disable on setup page 2 in the Aux chapter.
3. Select an altitude that will allow completion of the maneuver at no less than 1500’AGL.
4. Set takeoff configuration then maintain altitude and heading while slowing to the appropriate speed.
(TAKEOFF / 71 KIAS flaps 50%) or (DEPARTURE / 95 KIAS flaps 0%).
(Turning stalls should establish a left or right bank of not more than 20°).
5. Apply full power and smoothly increase pitch t o reduce airspeed at a rate of approximately 1
knot per second until the stall occurs.
6. Perform verbal call outs as the stall develops:
At the activation of the stall warning horn, call “stall horn”
At the first aerodynamic indications of the stall (the buffet), call “Buffet”
At the full aerodynamic stall (un-commanded nose drop), call “Full Break”
7. Recover by simultaneously applying full power and reducing pitch attitude sufficient to
lower the wing below the critical angle of attack while minimizing altitude loss. (0 Feet)
8. Accelerate to Vy while maintaining altitude and heading, then clean the aircraft as appropriate.

EXECUTION

1. Set up like you are performing a takeoff. A “take off” stall should be initiated at 71 KIAS with flaps
set at 50% while a “departure” stall should be initiated at 95 KIAS with flaps set at 0% (clean).
2. Power on stalls can be performed in either flap configuration, however we typically train and
examine to the most difficult (Departure) configuration at SUU.
3. As the airspeed decreases the need for back pressure will increase due to reduced elevator
effectiveness. Back pressure should be light at first and slowly increase during the maneuver.
4. Once the aircraft is in the slow flight regime, the primary flight control is the RUDDER.
Attempting to level wings with aileron could result in an aggravated wing drop.
5. Avoid PBM! The purpose of practicing power on stalls is to familiarize the pilot with the takeoff stall
characteristics. Through practice and study the pilot will gain understanding of when, how and why
the aircraft will stall. This understanding will lead to confidence in stall execution, recognition and
recovery. Many pilots are afraid of the stall because they don’t fully understand what is happening.
They only know that it is scary and could be bad. This leads to the development of the “poke the bear
mentality” Pilots with PBM will rush into the scary cave because their friend (the DPE) dared them.
They stretch out their shaking hand into the darkness, quickly poke the sleeping bear an d then run
away as fast as they can, often tripping and hurting themselves on the way out.
Not only does PBM fail to improve stall awareness and safety but it also ensures continued ignorance
on the subject because of the debilitating effects of fear. This ignorance then exposes the pilot to
increased chances for inadvertent stall encounters.
A professional pilot will instead enter the cave to learn. They will calmly stroll into the cave with a
flashlight (CFI) so they can see where they are going, introduce themselves to Smokey, ask a few
questions, maybe pet the bear and then calmly walk away. This allows them to get to know Smokey
so that they can recognize him if he is ever on his way to pay them an unexpected visit in the future.
6. Non PBM infected pilots will approach the stall calmly and methodically, identify the
components of the developing stall and then slowly and calmly recover. Power on stalls
performed in the SR20 should be recovered with an altitude loss that should not
exceed 0 feet. These are the pilots that will be able to effectively and consistently predict and
avoid, or if necessary, recover from an actual power on stall event on takeoff.
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Spin Awareness
APPLICATION

Inadvertent spins are nearly 100% fatal and thus should be avoided rather than recovered from.
However, if this condition is inadvertently encountered, the following procedure should be followed.

CONFIGURATION

Spins are NOT approved in the

Cirrus SR20.
1. Reduce power to idle.
2. Neutralize ailerons.
3. Apply and hold full opposite rudder.
4. Apply forward-elevator to lower the angle of attack.
5. Hold these control inputs until rotation stops.
6. As rotation stops, neutralize the rudder.
7. Apply aft-elevator to level aircraft without exceeding aircraft load and speed limitations.

EXECUTION

1. If spin recovery cannot be completed within one turn or spin entry occurs within 2000
feet AGL, pull the CAPS handle immediately.
2. A wing drop is not a spin. If a wing starts to fall during a stall due to poor coordination, apply
opposite rudder to control the aircraft.
3. A wing drop, or any other maneuver that causes the SR20 to exceed 60° of bank will require an
aircraft inspection to be performed.

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Steep Turns
APPLICATION

The steep turn is aviation’s logic test of attitude control. In a logic test you take a position and
you follow it to the extreme. By exacerbating the position, you can more easily see if the
position is sound or if it has problems that only allow it to survive if it remains unchallenged.
Likewise, you may be able to get away with poor attitude control in shallow turns but steep
turns will be challenging unless you learn the importance of proper attitude control.

CONFIGURATION

1. Complete the pre-maneuver flow as described on page 10

2. The ESP system must be deactivated by selecting disable on setup page 2 in the Aux chapter.
3. Select an altitude that will allow completion of the maneuver at no less than 1500’AGL.
4. Set 55% power and note the airspeed the aircraft stabilizes at.
5. Note the attitude that maintains level flight
6. Note the heading and visual reference point (cardinal directions are preferred)
7. Smoothly roll to the desired bank angle while maintaining the same, flight level attitude.
(45° for private standards, 50° for commercial standards)
8. As back pressure increases on the elevator to maintain pitch attitude, add power to prevent
airspeed loss. (start with 65% and adjust as necessary)
9. Throughout the maneuver coordination must be maintained and pitch, power, and bank
corrections should be small and smooth. Pitch for attitude (which will determine altitude),
Rudder for coordination, aileron for bank angle, and power for airspeed.
10. Roll out should commence at ½ bank angle prior to the desired heading (approximately 22.5°)
During roll out slowly reduce elevator back pressure to maintain attitude, and reduce power.

EXECUTION

1. Attitude determines Altitude. It’s true in life and it’s true in steep turns. The same attitude
that maintains altitude at straight and level will maintain level in a turn, usually between 2 ½°
and 5° nose up. Altitude corrections during the maneuver should not vary from this base line by
more than 2½°. That means that steep turns should be performed between 2½° and 7½° nose
up. Pitch attitudes below the horizon will always result in altitude loss, keep the corrections small!
2. Don’t be a needle chaser! Remember the altimeter is always about 3-4 seconds behind. It doesn’t
tell you that you ARE descending, it tells you that you HAVE ALREADY descended! If you wait to
see the altimeter move to correct your pitch, you’re already too low. Instead maintain your
attitude and then look to the V-speed and altimeter together for trend information. If you are
slowly descending or climbing, adjust your pitch attitude by a degree or two to compensate.
3. Steep turns are a visual reference maneuver. However, before you can use the horizon you have
to calibrate your brain to recognize it. Practicing rolling in and out of turns without changing the
pitch can help to see if you have a tendency to roll and pull or roll and dive.
Left seat pilots will typically dive to the left and climb to the right due to parallax errors
Don’t mistake the terrain for the horizon, they are often very different
First practice using the attitude indicator to learn how level flight looks and feels. Then
see how accurately you can get the same information from the windscreen. If you are
not at the pitch attitude you expected, make a mental note. Literally tell your brain,
“Hey brain, this is what level looks and feels like in a left (or right) turn”
When you can always tell what level looks like without referencing the instruments,
regardless of your bank angle, your brain is properly calibrated to fly a visual steep turn

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Turns Around a Point

APPLICATION

The turn around a point is a ground reference maneuver designed to teach pilots the impact that
arc velocity plays in turning flight. In other words, how increasing ground speed increases turning
radius.

CONFIGURATION

1. Complete the pre-maneuver flow as described on page 10

2. Determine the wind direction by observing indicators ( blowing dust, smoke, etc.), performing
turns and feeling the aircraft. Then maneuver upwind of your desired point.
3. Establish an altitude of 800 feet AGL.
4. Set 55% power and ensure airspeed is appropriate for the maneuver.
5. Enter with the wind (to ensure maximum ground speed), abeam your point at a distance of
approximately ½ mile.
6. Adjust the bank angle as necessary to correct for the effects of wind and maintain a
constant radius ground track about the point.
7. After one complete revolution, depart the maneuver on the entry heading.

EXECUTION

1. The distance away from the point will set the base bank angle. The closer the point, the steeper the
bank angle that will be required. Use caution not to exceed the maximum bank angle of 45°
2. As ground speed increases the arc velocity required to maintain the same distance is
increased, thus speed and bank angle go hand in hand (more GS= more bank)
3. Don’t bank to arbitrary settings without considering the wind. Just because a particular bank angle
worked last time does not mean it will this time. Evaluate your conditions and adjust accordingly.
4. Distance judgment will be greatly increased if a point with radiating references is used. The human
eye excels at judging distances when it has two points to compare that are next to each other, not
in line with each other. Instead of staring at the point and guessing your distance, fly to a
secondary point that is the desired distance from your point, then fly to the next radiating
reference and so on. A minimum of 4 radiating references will be required.

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Rectangular Course
APPLICATION

The rectangular course builds on the lessons learned in turns around a point. In addition to correcting
for arc velocity changes in the turns, the pilot will now also learn how to correct for wind drift in the
straight sections of the maneuver using wind correction or “crab” angles.

CONFIGURATION

1. Complete the pre-maneuver flow as described on page 10

2. Determine the wind direction by observing blowing dust, smoke, etc. and maneuver upwind of
your desired point.
3. Establish an altitude of 800 feet AGL.
4. Set 55% power and ensure airspeed is appropriate for the maneuver.
5. Enter 45° to the downwind and maintain a distance of approximately ½ mile.
6. Turn abeam the corners of your rectangular point. Use bank angle to correct for arc velocity in
the turns and use the appropriate crab angle to correct for wind drift in the crosswind sections.
7. After one complete revolution, depart the maneuver on the downwind.

EXECUTION

1. Picking a rectangular point that is approximately 1 mile by ½ mile from an altitude of 800 AGL
is very difficult. You just can’t see enough, which leaves the pilot very prone to picking a poor
rectangular point. Some areas may not even have a rectangular point that is usable for this
maneuver. To solve this problem the pilot needs to pick a point before beginning the
maneuver. This can be accomplished by reviewing satellite photos of the areas prior to the
flight or simply surveying the area from a high altitude prior to descending to 800 AGL.

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S-Turns across a Road

APPLICATION

The S-Turn utilizes the lessons learned in the turn around a point, rectangular course and adds
a third element of aircraft orientation, not just position, relative to a reference line. These three
lessons are three of the four keys a professional pilot needs to understand to maintain
situational awareness in the wind. 1. Arc velocity 2. Wind drift 3. Aircraft orientation.

CONFIGURATION

1. Complete the pre-maneuver flow as described on page 10

2. Determine the wind direction by observing blowing dust, smoke, etc. and maneuver upwind of your
desired point.
3. Establish an altitude of 800 feet AGL.
4. Set 55% power and ensure airspeed is appropriate for the maneuver.
5. Enter with the wind and pick a secondary reference point approximately ½ mile from the reference line.
a. During the first 90° of the turn correct for the effects of wind by banking as needed to obtain a
distance of approximately ½ mile away from the reference line.
b. During the second 90° of the turn correct for the effects of wind by banking as needed to cross
the reference wings level and parallel to the reference line.
6. Repeat the same process on the other side of the reference line. (bank angles will be less due to wind)
7. After completing both 180° turns, depart the maneuver on the downwind.

EXECUTION

1. Ensure you pick a reference line that is straight and at least several miles long. Then enter at the
end of the straight section to ensure enough usable reference line is available for the maneuver.
2. During the second 90° of the turn keep your bank angle slightly shallow so that the bank angle can
be increased slightly as the reference line is approached. This will give the pilot more control over
wing orientation and provide a more exact and crisper roll out.
3. When you are crossing the reference line each time, ensure you look at both wingtips to verify
proper reference line alignment with the wings. Make this check just before crossing to give you an
opportunity to make small last-minute adjustments.

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Basic Attitude Instrument Flying

Fundamentals
APPLICATION

Basic attitude instrument flying is the foundation of utilizing instrumentation to determine aircraft
control inputs. This will enable better visual flying and is fundamental for safe flight in limited visibility
conditions.

CONFIGURATION

1. The 3P process should be used for all decision making in aviation and can be adapted to instrument
flying in the following ways:
Perceive: Instrument information must be perceived through the instrument scan.
Process: Instrument information must be categorized as primary or supporting information.
Then this information must be used to develop situational awareness (SA).
Perform: Control inputs should be applied using predictable performance techniques. (PAT)

EXECUTION

1. Perceive: There are several different scanning techniques that can be used in instrument flying.
Radial cross-check (hub and spoke method)
Inverted V cross-check (method)
Rectangular cross-check (race track method)
These techniques are outlined in chapter 6 of the instrument flying handbook. Which technique is
selected by the pilot is less important than the efficiency with which it is executed.
Fixation is enemy number 1 for instrument pilots. The vast majority of errors an instrument
pilot will make ultimately source back to fixation problems. Only look at an instrument long
enough to capture its information, then move on. If your eyes linger on a single instrument for
more than a second, you are fixating! Chances are that the instruments you are not paying
attention to are misbehaving.
Omission is enemy number 2. Practice regularly expanding your scan beyond your basic
instruments to maintain situational awareness of engine performance, fuel settings and
quantity, passenger condition, ETC.
Workload Saturation is enemy number 3. Monitor your workload and if signs of workload
saturation occur, stop, prioritize, and restart with the most important tasks performed first.
2. Process:
Primary: For each procedure one or more instruments will be categorized as primary for the
procedure. This instrument will be the main source of orientation information and should be
referred to frequently.
Support: Other instruments will be categorized as supporting instruments. These instruments
provide supplementary information for the procedure and should be referred to for trend
information to make small adjustments.
Not Related: All other instruments are not related to the procedure but should still be referred
to infrequently to avoid omission errors.
SA: Using the information gathered from the instrumentation the pilot should develop a mental
picture of the aircrafts location in space. This situational awareness should be constantly
compared and contrasted to the information coming from the instrumentation to maintain a
mental picture of the aircraft operation, location, and orientation, as the flight progress.
3. Perform: Predictable performance techniques require the pilot to become familiar with the flight
characteristics of their aircraft in three areas (PAT):
Power – There are three basic power settings. Climb, Cruise, and Descent.
Attitude – There are four basic attitude settings. Climb Vx, Climb Vy, Cruise, and Descent.
Trim – Trim should always be set to alleviate control pressure. Guide the aircraft, don’t force it.

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Constant Airspeed Climbs

APPLICATION

Airspeed is life; it’s the most critical resource a professional airplane pilots utilizes. Maintaining a
desired airspeed while climbing is mandatory for safe instrument operations and stall prevention.

CONFIGURATION
1. Configure the aircraft per the POH to obtain the desired outcome.
(Vy) Best Rate of climb (95 KIAS, 0% flaps) Best efficiency climb to cruise altitude (standard)
Cruise Climb (105 KIAS, 0% flaps) Best time enroute and engine cooling
(Vx) Best Angle of climb (75 KIAS, 50% flaps) Best obstacle clearance

EXECUTION

1. Transition to a Climb:
Smoothly apply full power and raise the pitch to the desired climb profile.
(Vy approximately 5° nose up), (cruise climb approximately 3° nose up), (Vx approximately 8° nose up)
Actual attitudes will need adjustment as DA and weight changes so once the approximate attitude
has been accomplished, look to the airspeed indicator for fine turning. If the speed is stabilizing
too low, lower the nose a degree or two, if the speed is too high, raise the nose a degree or two.

2. Established in the Climb:

Once you are established in the climb, use the Airspeed Indicator to continue refining your pitch
control to maintain the desired climb speed. While establishing the exact attitude for the
conditions, use the trim to relieve any control pressures until the aircraft can be flow hands-free.
Note the climb performance obtained in the current configuration and compare to calculated and
procedure required performance. Adjust as necessary and monitor engine temps and pressures. If
excessive temperatures are detected and performance allows, consider climbing at a higher
airspeed, reducing power, and increasing fuel flow.

3. Leveling from the Climb:

There are two level off procedures depending on the desired cruise profile.
Speed- the standard level of is designed to maximize cruise speed. As the desired altitude is
reached, pitch to maintain altitude. Reconfigure as necessary for cruise but leave the power
set to climb until the speed has stabilized. Reduce power to desired cruise settings.
Time- if you want to maximize the time you have to prepare for upcoming procedures,
reduce the power to the desired cruise settings approximately 10% of your climb
performance before reaching your altitude (if you are climbing at 500 FPM, reduce power 50
feet before reaching cruise altitude. Reconfigure as necessary and pitch to maintain altitude.
This profile delays the build up to cruise speed and takes substantially more time.

4. Autopilot or Flight Director: Follow the AFCS guidelines.

Set the ALTITUDE Select Knob to the desired altitude.
Press the FLC (Flight Level Change) button.
Using the Control Wheel, slowly rotate the wheel to select the desired climb speed. The pilot
will see an airspeed “bug” and an airspeed read out above the airspeed tape.
Set the lateral navigation as desired (HDG/NAV) and activate the autopilot system by pressing
the AP button. The aircraft will climb at the selected speed until reaching the selected altitude.

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Constant Rate Climbs

APPLICATION

Constant rate climbs can be used to produce more predictable climb performance when excess power is
available. This will allow for easier pilot calculations and reduced engine heating above Vy.

CONFIGURATION

1. Apply full power.

2. Establish a pitch attitude that produces the desired c limb rate and note the airspeed.
3. Slowly increase pitch to maintain the same rate of climb as DA increases. This will cause the
airspeed to lower as the aircraft climbs. Monitor the airspeed bleed off.
4. When Vx is reached, a constant rate climb can no longer be safely performed without risking
an inadvertent stall entry.

EXECUTION

1. Required climb gradients will be noted as Feet per Nautical Mile (Ft/NM) and will need to be
converted into a Vertical Speed unit of Feet per Minute (Ft/Min), as read on the VSI indicator. Use a
conversion chart, E6B, or this formula.

Ground Speed (KTS) X Ft/NM = VSI in Ft/Min

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2. Caution:
The pilot may experience higher engine temperatures when climbing below Vy due to slower
climbing airspeeds.
In high altitude operations the pilot may also experience loss of performance and have the
urge to continue to pitch the aircraft into a stall configuration while they are attempted to
maintain the required rate of climb. Caution should be used to avoid a power-on stall.
Constant rate climbs should not be continued below Vx. Become familiar with your aircraft
performance characteristics.

3. Autopilot or Flight Director: Follow the AFCS guidelines.

Set the ALTITUDE Select Knob to the desired altitude.
Press the VS (Vertical Speed) button.
Using the Control Wheel, slowly rotate the wheel to select the desired vertical speed in
hundreds of feet. The pilot will see the VS readout near the altitude tape.
Press the ALT button to place altitude capture mode in the standby position.
Engage the autopilot by pressing the AP button. The FD or Autopilot will climb at the selected
VS speed until reaching the selected altitude. However, if the pilot allows the airspeed to
decay below Vx the autopilot will not adjust for slow airspeeds and may enter into an autopilot
stall with a verbal warning “AIRSPEED.”

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Constant Rate Descents

APPLICATION

Constant rate descents can be used to produce more predictable descent performance when excess
energy is available. They are used in standard instrument procedures and help to maintain traffic
separation and well as making the calculation of Top of Descent possible.

CONFIGURATION

1. Clear the area below your intended flight path.

2. Enrich the mixture in preparation for the descent.
3. Note the CHTs and slowly reduce the throttle if the engine is cool enough to prevent shock cooling.
4. As power is reduced, the nose will naturally pitch down. Allow the nose to change pitch. Roughly -
2.5° below the horizon.
5. Maintain 500 ft/min on the VSI (Standard. However other rates may be practiced).
6. Maintain 2.5° nose low with pitch and adjust the power as needed to obtain the desired
descent rate. The more power withdrawn the faster the descent rate will become.

EXECUTION

1. Pilots should consider engine temperatures and air density. When power is reduced too
aggressively Shock Cooling may occur. Using foresight, reduce throttle early and slowly.
Allowing the engine to cool gradually.

2. Autopilot or Flight Director: Follow the AFCS guidelines.

Set the ALTITUDE Select Knob to the desired altitude.
Press the VS (Vertical Speed) Mode button.
Using the Autopilot Control Wheel; slowly rotate the wheel to select the desired rate of
descent in hundreds of feet. The pilot will see a VSI “bug” and a VSI rate read-out above the
VSI indicator.
Press the ALT button to place the altitude capture mode in the standby position.
Engage the autopilot using the AP button. The aircraft will descend at the selected VSI speed
until reaching the selected altitude. Once the selected altitude is captured the autopilot will
automatically switch into ALT Mode.

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Constant Airspeed Descents

APPLICATION

Descending at a constant airspeed will allow the pilot to accurately calculate and execute predictable
times of arrival. This can aid in planning calculations and improve situational awareness during
instrument procedures.

CONFIGURATION

1. Follow Constant Rate Descent section, plus

2. Slightly adjust the pitch up or down to maintain a desired airspeed.

EXECUTION

1. For most instrument procedures pilots should descend at a given rate and airspeed. Once
established in a descent. Use the Airspeed indicator to refine pitch control to maintain a desired
airspeed. Then adjust the throttle to determine descent rate.

2. Autopilot or Flight Director: Follow the AFCS guidelines.

Set the ALTITUDE Select Knob to the desired altitude.
Press the FLC (Flight Level Change) button.
Using the Control Wheel, slowly rotate the wheel to select the desired descent airspeed. The
pilot will see an airspeed “bug” and an airspeed read out above the airspeed tape.
Press the ALT button to place the altitude capture mode in the standby position.
Engage the autopilot using the AP button. The aircraft will descend at the selected speed until
reaching the selected altitude. Once the desired altitude is reached the autopilot will
automatically switch to ALT Mode.

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Airspeed Changes
APPLICATION

Learning how to control airspeed in all situations of flight is a true sign of a professional pilot. Pilots
need to speed up or slow down for an array of reasons: The flight may need to be expedited due to a
situation in the aircraft or perhaps ATC has requested a slower speed for air-traffic separation or
sequencing. The situations are endless. A professional pilot will be able to speed up and slow down the
tempo of the flight without jeopardizing safety of flight or falling behind the aircraft.

CONFIGURATION

1. Slower Airspeeds: Pitch for Airspeed. Power for Altitude.

Lower the throttle setting to reduce aircraft energy.
Consider adding drag with configuration as necessary.
Pitch for Airspeed.
Power for Altitude.

2. Faster Airspeeds: Pitch for Altitude. Power for Airspeed.

Increase the throttle setting to Increase aircraft energy.
Consider removing drag with configuration as necessary.
Pitch for Altitude.
Power for Airspeed.

EXECUTION

1. Every aircraft has a unique power curve, which compares drag, and power required. This relationship
divides operations into two sectors:
Operations below L/D Max are referred to as being on the back side of the power curve
Operations above L/D Max are referred to as being on the front side of the power curve
2. Back side of the power curve: In this region, Induced Drag exponentially increases due to
higher AOAs providing lift. Power is converted into maintaining altitude because of the
increased AOA. In this region the pilot should “Pitch for Airspeed, Power for Altitude.”
3. Front side of the power curve: During Cruse flight, AOA is reduced. Induced Drag declines.
However, Parasite Drag increase. Since the AOA is reduced power can now support change
in airspeeds. Where pitch will change altitude. In this region the pilot should “Pitch for
Altitude, Power for Airspeed.”

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Recovery from Unusual Flight Attitudes

APPLICATION
Pilots become disoriented for a variety of reasons. Whether due to distractions, kinesthetic and visual
illusions, or just poor piloting; when the aircraft enters an unusual flight attitude a professional pilot
must be able to recognize and recover from the situation safely.

CONFIGURATION
1. Brief the procedure with the safety pilot. (recovery happens at the word “recover”)
2. The pilot flying should close their eyes and place their chin to their chest.
3. Using only kinesthetic and vestibular systems, attempt to follow the safety pilots directions.
4. The aircraft should be flown in this manor until an inadvertent unusual attitude is encountered.
5. Once the unusual attitude is encountered, the safety pilot will call “recover” and the pilot flying will
initiate the appropriate recovery procedure.
6. Look to the Attitude and Airspeed Indicator to determine if the aircraft is in a nose high or nose low
condition. Use both the instrument indication and feel / sound to determine the aircrafts condition.

Nose high (airspeed low or airspeed decreasing):

1. Increase power as necessary
2. Lower the nose to a level flight attitude
3. Level the wings
4. Return to the previously assigned heading (or nav source) and altitude

Nose low (airspeed high or airspeed increasing):

1. Decrease power as necessary
2. Level the wings
3. Smoothly raise the nose to level flight attitude (avoid abrupt input)
4. Return to the previously assigned heading (or nav source) and altitude

EXECUTION
1. Unusual attitude recovery should be introduced in visual conditions with full instrumentation. As
students develop understanding, view limiting devices, aircraft configuration changes, and
instrumentation failures should be added.
2. Part of recovery from unusual attitudes is not only running the appropriate 4 step process, but also
experiencing what it is like to feel like the aircraft is in a particular condition while it is in fact in a
different condition. Experiencing this illusion is one of the requirements for successful completion of
the maneuver. This standard of completion can most readily be recognized by a look or verbalization
of surprise when the pilot flying opens their eyes after being prompted to recover. If this standard is
not achieved the maneuver should be reflow until disorientation is experienced. The safety pilot can
help to produce the desired disorientation illusions by using the following procedures:
Have the pilot flying close their eyes and then allow the aircraft to gently drift away from
straight and level while explaining the recovery procedure. This will cause a false starting
calibration and accelerate disorientation.
Have the pilot flying maintain bank angles for extended periods (90°-180°). This will allow the
vestibular fluid to stagnate in the turn. Then have the pilot flying roll back to straight and level
and wait. Vestibular fluid moving after the level will likely cause the pilot flying to feel like they
have overbanked and they will subsequently return to the original turn direction. Once the
pilot flying has reentered the turn while believing they are straight and level, ask them to
perform an opposing turn. (if they are baking left, call for a standard rate right turn).
Be aware of secondary situational ques: moving shadows, sunlight, engine/ airspeed noise, etc.
3. Autopilot:
Recovery from an unusual attitude may also be accomplished by pressing the blue LVL button.

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VOR Tracking
APPLICATION

There are very few places in the country that are not serviced by VOR coverage. Having the ability to
use this system of navigation is fundamental to both VFR and IFR navigation.

CONFIGURATION

1. Set up the nav aid using the “Tune, Identify, Source, Course” method.

Tune: Using the aircraft Navigation Radio, tune-in the appropriate VOR ground frequency.
Frequencies will be printed in the sectional aeronautical charts and low-enroute charts.

ID: Identify the station using the Morse Code Identifier (Audio Panel: Press Nav1/Nav2 button.
Depress the Volume knob on the MFD. G1000 will also display the Station Identifier next to the
frequency in the Nav Frequency Box.)

Source: Double check that the VOR indicator is displaying the correct navigational radio. i.e.
NAV1, NAV2, GPS, LOC1, LOC2.

Course: Select the desired radial or course using the Omni-Bearing Selector (OBS) on the VOR
Indicator or HSI.

2. Rotate the OBS knob until the Course Deflection Indicator (CDI) needle centers in the
Indicator. Center the needle with a “TO” flag to track inbound the station or a “FROM” flag to track
outbound (this can be accomplished be depressing the FMS knob while in course mode as well.)
3. Adjust your heading to match the OBS where the needle centered. “Like Heading, Like Bearing”
4. Use the bracketing method to compensate for wind drift. This will be the Wind Correction Angle
(WCA)
5. Maintain the WCA and track the course, re-bracketing as necessary for wind change.

EXECUTION

1. Wind conditions will be unpredictable and may be difficult to detect. Use the bracketing method to
adjust for the effects of wind while tracking at VOR radial.
Identify that the aircraft is drifting off course, then select a small intercept angle in the
direction of the deflection based on the rate of drift. (Typically, 10 to 20 degrees.)
As the CDI returns to center. Split the Difference of the correction. Amend the heading by half
of step one. Repeat as necessary to maintain a perfectly centered course needle.
All course corrections should take into consideration distance from station, airspeed, and
winds. Avoid chasing the needle, which will cause over controlling tendencies.

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VOR Intercepts

APPLICATION

Before you can track a radial you will often have to get there first. VOR intercepts must be used
anytime the aircraft is not already on the desired radial.

CONFIGURATION

1. Follow step one of the VOR Tracking section plus:

2. Turn the OBS knob until the correct flag is active. (to top / from bottom)
3. Use the OBS knob to then set the desired radial in the indexed position.
4. Turn the aircraft to the initial intercept heading (30° in the direction of deflection)
5. Bug the heading and center the needle. Note the degrees between the two.
6. Evaluate the intercept rate.
Shallow to intercept the radial within 10° of the desired radial or rapid needle movement.
Maintain a 30° intercept between 10°-20° of the desired radial.
Increase to 60° intercept above 20° of the desired radial.
7. Use the OBS to set a radial 5°-10° (if there is more than a 10° intercept) from the current
radial, toward the desired radial and watch the rate of intercept. Once the set radial is
intercepted move the OBS another 5°-10° and reevaluate intercept rate.
8. Once the desired radial is set, verbally call out “VOR, HSI, or LOC Alive” and turn the plane
instead of the OBS at a rate that reaches a CDI center indication at the same time as the
desired heading to “Smash the Heading into Submission”.
9. Follow steps 2-5 of the VOR Tracking proceedures to maintain the course.

EXECUTION

1. In order to intercept a radial you must understand what the instruments are telling you so
that you will know where the nav aid is and where you are in relation to it. This is called
situational awareness (SA). The following procedure will help develop SA with the VOR:
(T-bird 1, intercept and track inbound on the EHK VOR 180° radial.)
Set the flag to track inbound (TO) (outbound would be FROM) and determine cardinal
direction relative to the fix.
Set the desired radial and determine
the quadrant relative to the fix.

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Turn the aircraft to the initial intercept heading to get moving the correct direction while you
figure out the details. 30° in the direction of deflection.

Evaluate the intercept rate: In this case there is a 40° intercept so steepening the intercept
angle to 60° will be required to prevent missing the fix.

Maintain 300° heading until the intercept angle drops below 20°, then reduce the intercept
angle to 30°. Continue to reset the course each time the needle centers until the desired
radial is obtained.

Once the desired radial is set, turn the plane to intercept the inbound course
and maintain the course until reaching the fix.

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Collision Avoidance Precautions

APPLICATION

Safety has to be the number one priority of every professional pilot. It doesn’t matter how well you
fly the maneuvers or even if it is the other guys fault if you end up in a mid-air collision. Preventing
collisions must be a continual task all professional pilots perform.

CONFIGURATION

1. Clean windshield as necessary using approved cleaning fluid and micro-fiber cloth.
2. Listen to every radio call and create a mental picture of the traffic situation.
3. Keep your attention outside the airplane (roughly 80 percent of the time).
4. Do not allow minor events in the cockpit or the execution of a maneuver to distract you from
watching for traffic.
5. Whenever a potential conflict is identified, make radio contact and communicate intentions to
the conflicting traffic before proceeding close enough to require physical action.
6. Be aware of potential blind spots inherent in the type of airplane being flown.
7. Before making any turns visually clear the turn and verbalize “clear right” or “clear left” as
appropriate. If under the hood, ask the safety pilot “clear right?” or “clear left?” and receive a
verbal confirmation of “clear” before turning.
1. When transitioning to or from KCDC, use the appropriate transition route and altitude.
2. When operating in the west practice areas, make regular position reports on 123.5 (T-Bird
common Frequency). When operating in the north or south practice areas make regular position
reports on 123.0 (KCDC CTAF).
3. Assume other aircraft do not have you in sight and will not maneuver to avoid you.
4. Always follow published right of way rules and procedures.
5. Solo operations should substitute the word t-bird with the word “solo” when making radio calls (i.e.
“Cedar traffic, solo 1, turning final 20, Cedar”)
6. Pilots who observe solo operations should maintain visual contact with the solo aircraft and give
that aircraft extra room to account for potential unpredictable operations.

EXECUTION

1. Complacency is a constant threat that all professional pilots must battle. The more experience you
obtain, the greater a threat it is. A safe pilot will always remember that no matter how much they
learn, no matter how experienced they think they are, they are still human. As such, they are
prone to human error if not kept in check. The only true way to consistently avoid a collision is to
make it a conscious focus point on every flight, for every maneuver, every time.

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Lost Procedures

APPLICATION

It’s a big world out there. Regardless of the reason, if the world ever gets to be a little too big, a
professional pilot will have a plan to get things back on track.

CONFIGURATION

1. Confess to yourself that you are disoriented.

2. Climb to a higher altitude, which gives better radio coverage, terrain clearance and visibility.
3. Consult your resources.
Utilize any nav aids available in the aircraft to find your position (GPS,VOR,EFB,ETC)
If no nav aids are available, create a “circle of error” on your map.
Determine your last known checkpoint and time traveled since that point.
Determine your ground speed and draw a circle representing the distance you can
travel at your current speed around your last known checkpoint.
The aircraft will be located on or near the circle’s edge.
Orient the map with the current aircraft heading and look for any topographical
features near the circle’s edge that look familiar.
4. Conserve your fuel. If you were unable to locate your position by consulting your resources, your
only hope is to seek outside help. Set mixture and power for best endurance to maximize your
options. If applicable consider circling. It is better to go nowhere than the wrong way.
5. Communicate. Contact the nearest ATC facility for radar assistance. If the nearest ATC facility
is unknown or unavailable, contact the nearest FSS to obtain an ATC frequency or connection.
If an FSS cannot be reached, try contacting other aircraft on the nearest CTAF (usually
122.8 or 122.9) or on the emergency frequency ( 121.5).
6. Comply. Once outside help is obtained, follow the new guidance to the best of your ability.

EXECUTION

1. Use the “6 C’s” memory acronym to help you recall the lost procedures
Confess – to yourself and others that you are lost
Climb – obstacle clearance, radio reception, fuel conservation
Consult – charts and navigation sources (VOR, GPS, etc.)
Conserve – fuel (maximum endurance power setting/airspeed)
Communicate – ATC, other aircraft, flight service
Comply – With instructions from outside resources (ATC, etc.)
2. Watch out for “get-there-itis”! Get-there-itis is a condition that infects pilots when they are
unwilling to admit that they are disoriented or that the conditions are not conducive for
continuing safely. Diverting to an alternate or cancelling the flight altogether should always be an
option that a professional pilot considers when things are not going according to plan.

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Diversion to Alternates
APPLICATION

Aviation is a dynamic environment in which it is common for things to not go entirely according
to plan. A professional pilot must be able to flex with the requirements of the flight while
maintaining safety of flight.

CONFIGURATION

1. Direction-Establish an approximate heading to the alternate destination.

2. Distance-Establish an approximate distance to the alternate destination.
3. Doable-Establish an approximate time/fuel required to reach the alternate and determine feasibility.
4. Details-Once the aircraft is enroute to the alternate, utilize nav aids and maps to fine tune the
flight plan information. Tune the appropriate frequencies, obtain weather, and make a plan for
traffic pattern entry and landing.

EXECUTION

1. Use the 4D acronym to remember your steps in order:

Direction – get on course
Distance – approximately how far
Doable – do you have the time/fuel to make it?
Details – make a plan
2. Diverting to an alternate requires situational awareness. Always track your position as you are
flying and prepare multiple alternate options along the route of flight to keep your options open.
3. When the time to divert arrives, you should already have an approximate idea of where you are
and where the diversion airport is located in reference to your current location.
4. Don’t sweat the details! The most important item when the decision to divert is made is to get
the aircraft going the right direction. It doesn’t help to get out your map and plotter and refill a
new navlog. By the time you get done with the calculations, you are already somewhere else.
5. Distance should also be estimated before taking the time to find out exact numbers. The
sectional is often the easiest way to get this information. Each sectional lat/long square is
approximately 25NM wide by 30NM tall. If your alternate is 2 squares west, its 50NM away.
6. Time can be approximated using the mile per minute conversion. At 60KNTS you are traveling
1NM per minute. 90KNTS is 1.5NM/MIN, 120KNTS is 2NM/MIN, 150KNTS is 2.5NM/MIN and
180KNTS is 3NM/MIN. Pick the speed that is closest to yours and approximate a time.
(Example: If you are doing 130KNTS, it will take approximately 25MIN to travel 50NM)
7. Once the aircraft is on course and you have basic approximations for your alternate, then it is
time to get the details. Use any resources you have available to you to start making a detailed
plan. What airspace is the alternate in? What is the current weather? What runway are you going
to land on? How long is that runway? Is your aircraft performance going to work well at that
altitude? Is the runway sloped? Are there any Notams? Take whatever time you have to get as
prepared as you can. If you are still feeling unprepared by the time you get there, circle in a safe
area to figure it out before you rush into a situation you don’t understand.

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Emergency Descent
APPLICATION

The emergency descent is the most expeditious way to get an airplane on the ground. In most
cases an emergency descent should not be used, however if you find yourself flying a time bomb
instead of an airplane, you should execute an emergency descent. This condition can occur when
there is an uncontrollable fire or an explosive decompression event.

CONFIGURATION

1. Complete the pre-maneuver flow as described on page 10

2. The ESP system must be deactivated by selecting disable on setup page 2 in the Aux chapter.
3. Establish an altitude that will provide sufficient time to perform the maneuver.
(Expect descent rates in excess of 10,000 FPM)
4. Cool the engine as much as possible prior to starting the maneuver.
5. Pull power to idle
6. Bank 45° to the left
7. Pick a landing area directly below the aircraft
(Power, Gear, Bank, Clear)
8. Accelerate to VNO-5ish (160 KIAS). If calm conditions prevail, consider accelerating to VNE-5ish (195KIAS)
Do not exceed maximum speeds! Hold 5ish KIAS under for a safety buffer during training.
9. Once airspeed is stabilized, evaluate the condition that caused the emergency descent.
10. If the condition is resolved, slow to best glide and continue with an emergency landing
11. If the condition is not resolved, note the descent rate and use bank and speed control to fly the aircraft to
the landing field as fast as safely possible. The descent should end in a maximum forward airspeed
approach if possible.

EXECUTION

1. Don’t rush to the emergency descent. You should avoid performing an emergency descent if
possible. If you have an emergency (including an inflight fire), deal with the emergency. This
should be performed calmly and methodically. Don’t rush it. However, once you have tried to
deal with the emergency and found that you no longer have an inflight fire, yo u now have an
uncontrollable fire (a fire you have done everything you can to put out and not been successful),
now is the time to go into emergency descent mode.
2. In a normal engine failure situation your objective is to keep the aircraft flying as long as
possible. More time airborne equals more options. In an emergency descent, you want to make
the flight as short as possible. More time airborne equals death.
3. As the fire burns, one of two things are about to happen. Option 1: the fire burns though the fire
wall and enters the cockpit. At this point, the temperature will rise quickly and all oxygen in the
cockpit will be consumed. Option 2: the fire burns into the wing and or fuel tank. At this point
the structural integrity of the wing will be compromised and it will depart the aircraft. Regardless
of which one of these options occur, you don’t want to be in the aircraft when they happen. For
this reason, you must not delay. You are flying a time bomb with an unknown amount of time
remaining on the timer. Every second you are airborne is another second closer to death.
4. Don’t forget to follow up. Once your airspeed is stabilized in the emergency descent, evaluate if
you should continue. As the airflow is increased the stoichiometric ratio of the fire is becoming
more and more lean. Above approximately 135 KNTS it is probable that the fire will be too lean
to continue burning. If the fire goes out, STOP PERFORMING THE EMERGENCY DESCENT! Use
your remaining energy to go to the best landing area in gliding range instead of smashing the
aircraft into the closest survivable crash site.

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Emergency Approach and Landing

APPLICATION

You never know when an engine failure may occur. A professional pilot always has a plan for
what they are going to do if an engine fails. The less time you have to react to an engin e failure,
the more critical an immediate plan becomes. It has to be as easy as the ABC’s because you only
get one try in real life.

CONFIGURATION

1. Airspeed - pitch for best glide (95KIAS)

2. Best place to land – set up an approach to the best landing field within gliding distance.
3. Checklist – If time allows, run the appropriate checklist to troubleshoot and secure the aircraft.
4. Declare – MAYDAY, MAYDAY, MAYDAY then state your location, intentions and souls on board.
5. Evacuate – Plan and execute your exit from the aircraft after landing.

EXECUTION

1. There are 3 categories of emergency landing areas.

Category 1 is an airport. This is the most preferable landing area if possible.
Category 2 is a field. This is referring to manmade (farmer’s) fields. These areas have been
carefully cleared of most obstacles. What obstacles remain (irrigation systems, equipment,
crop bales, ETC) are usually easy to see and avoid.
Category 3 is anything else. If you have to make a category 3 emergency landing you are
almost guaranteed to hit obstacles on landing. Most of these obstacles will be impossible to
detect until seconds before impact. Tighten seatbelts and limit energy on impact as much as
possible.
If you cannot make a category 1 landing area in an SR20, maneuver over the most open
area you can and deploy CAPS at approximately 1000 AGL. If possible, positio n the aircraft
upwind of your intended landing spot to allow for wind drift.
2. Don’t aim for your landing area! You only get one chance in an emergency landing, you need to
stack the deck in your favor. There are two problems with straight in approaches.
You don’t know what the conditions are. Even a small misjudgment of the wind can result in
coming up short or overshooting your landing area.
You likely haven’t practiced a gliding straight in final to this spot before. The chances of you
performing almost anything correctly the first time are minimal.
Instead aim for 1000 feet AGL, abeam your point on the downwind. This will allow you to
see how close your first guess was and then adjust if you are high or low. Additionally, it
sets up a familiar situation that you have practiced. Engine failure from the traffic pattern
should be a comfortable and familiar procedure. In commercial training you should be able
to land an engine failure from the pattern (power off 180) with consistent accuracy.
3. Think about what happens after touchdown. If you are lucky enough to have multiple good
options for landing, think about what will happen after the landing. Often the landing location
you pick can greatly affect your proximity to help after you get out of the aircraft.
4. Know how you are going to get out. It is not uncommon for aircraft to flip upside down on
landing or become submerged if landing in water. These scenarios can be very disorienting and
make the task of removing your restraints and opening the door very difficult. Even a relatively
good emergency landing can twist the frame of some aircraft and cause the door to jam. This can
prevent you from being able to exit the aircraft. Combine these scenarios with the possibility of
fire and having a solid exit plan that is well rehearsed can be a matter of life or death.

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After Landing

APPLICATION

Transitioning to ground operations is something that must happen after every flight. Treating
this transition lightly can lead to mistakes that can threaten the safety o f the operation for you
and other pilots operating near you.

CONFIGURATION

1. Clear the runway at the nearest taxiway commensurate with speed.

2. Taxi past hold short line, leave room for other aircraft if possible. (At KCDC pilots should
taxi clear of the runway and taxiway A before stopping)
3. Make a radio call clear of the runway. Contact Ground if towered, CTAF if untowered.
4. Complete after landing flow.
SR20– Boost Pump (OFF), Flaps (UP), Pitot Heat (Off), Landing Light (OFF, as
appropriate).
5. Complete After Landing Checklist.
6. Make radio call with taxi intentions or clearance as appropriate.

EXECUTION

1. Don’t make false radio calls. You are not clear of the runway until every part of your aircraft is
past the hold short line. Just thinking about getting off of the runway doesn’t count.
2. Think about the traffic on approach behind you and don’t take more time on the runway than
you need for safety.
3. Don’t push buttons (or flip switches) while the aircraft is moving on the ground. You are
operating in a terminal area where you are very close to obstacles and other aircraft. Take the
two seconds to come to a complete stop and then run your flow. The one time it matters, you
will be glad that you did.

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Parking and Securing

APPLICATION

Parking and shutdown is one of the most visible operations that pilots perform. Make sure to park
like a professional. Additionally, improper parking or shutdown procedures can be very hazardous
for the aircraft and ground crews in the area.

CONFIGURATION

1. Select and taxi to an appropriate parking spot, considering wind conditions, obstructions,
people, and airplane servicing requirements. If you are parking on the SUU ramp park in the
correct parking priority spot. Spot 1, then spot 2, etc.
2. If a pull through spot is available, pull into position over the spot. If a pull through is not
available, park with your wing abeam the tail of the next open spot to the south and shut down.
3. Complete the shut- down checklist.
4. Pilots will not remove seatbelts or headsets until:
the parking brake is set,
the airplane is shutdown,
the keys are on the dashboard, and
the CAPS Pin is installed.
5. Supervise the deplaning of all passengers, giving special attention to anyone not familiar with
ramp hazards.
6. Secure the airplane with tie downs and wheel chocks as appropriate.
7. Perform a visual inspection of the airplane.
8. Ensure that discrepancies have been entered in the Aircraft Daily Log and that the Hobbs
meter and tachometer data are entered into the appropriate time blocks.

EXECUTION
1. Park in the correct priority! In the picture below the next pilot to return is expected to park in spot 2.
The next pilot would park in spot 4, after that spot 8, 9, and then 10.

2. Shutting down the aircraft with the avionics master on can damage the radios.
3. Grounding the magnetos before the prop has stopped turning can foul the spark plugs.
4. Leave the aircraft airworthy! If anything occurred during your flight that affects its airworthiness
status, the pilot who flew it should be the pilot who downs it. Do a thorough Postflight and don’t
leave any surprises for the next person to fly it.

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Intentionally Left Blank

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Section 2

Instrument

Maneuvers

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IFR Cockpit Management / Preflight

APPLICATION
On top of a standard VFR preflight, pilots who intend to fly into IMC will have additional preparations
required to maintain safe and legal operations.

CONFIGURATION
1. Complete the cockpit management and preflight areas of section one plus:
2. In additional to VFR flight preparations you must expand your considerations before you FLY IMC:
Flight crew / passengers – 66HIT, WKFART
Legal requirements – DIE, (FP/C, IMC), (ICE, VIP), (PBJ, GRABCARDD)
Your preparation

EXECUTION
Flight crew / passengers
In addition to VFR requirements, an instrument pilot must also deal with some things that stink about
flying like taking 66 HITs from a WeaK FART.

6 calendar months Weather reports and forecasts applicable to the flight reviewed and briefed.
6 approaches with Known ATC traffic delays planned for: www.fly.faa.gov/ois
Holding Fuel required to complete the flight, procedures, and flight to alternate.
Intercepting and Alternate Airport requirements met and briefed.
Tracking Runway information and availability reviewed and briefed.
Take-off and landing performance calculated and briefed.
Legal Requirements
In addition to VFR requirements, an instrument pilot must consider additional factors to ensure they don’t DIE.

Documents
PILOT: File an ICAO Flight Plan and receive a clearance. See Clearance Section
AIRCRAFT: The aircraft must be IMC certified.

Inspections
PILOT: An instrument pilot must evaluate if they are likely to ICE up while flying IMC.
Icing equipment familiarity and capabilities.
Comfort and recency with instrument procedures.
Experience in similar weather conditions.
AIRCRAFT: If you are deciding to launch into poor weather conditions you must be flying a VIP.
VOR 30-day Inspection and confirm GPS database is current.
Instrument Cockpit Check. (Conducted during the taxiing phase).
Pitot / Static 24 month Inspection – Per FAR 91.411

Equipment
PILOT: Instrument flights can take a long time so you better pack a PB & J sandwich to be prepared.
Procedures: terminal and enroute.
Backups: electronic and or paper backup copies of the procedures if the primary source fails.
Just in case: Alternate plans (airport and procedures) if the primary plan does not work.
AIRCRAFT: The aircraft has to be able to fly the procedures so you better GRAB a CARDD for it too.
Generator or alternator
Radio / Navigation appropriate for flight
Attitude Indicator
Ball (inclinometer)
Clock (with second hand)
Altimeter (pressure sensitive)
Rate of Turn Indicator
Directional Gyro
DME or suitable RNAV above FL240

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Your Preparation
1. Pilot Currency: pilots should consider flights scenarios where overnight trips will transition into a
new calendar month and affect the pilot’s currency or the aircraft’s inspection period.

2. Preflight Planning:
The pilot should calculate applicable Zulu times to ensure proper reviewing of weather reports
and forecasts. Refer to the Chart Supplement for Zulu time offsets. Most states reflect the Zulu
offset as UTC-X and (-DT) for daylight savings offset. Only two states in the USA do not
observe daylight savings. Hawaii and Arizona. These states omit the (-DT).
If the Local time is known you ADD the Zulu offset to find Zulu. If Zulu time is known subtract
the offset for Local time.

Weather reports and forecasts should be reviewed comprehensibly during the proposed flight
window. When making a no-go or go decision evaluate the energy state of the weather and the
potential for the energy to change. Review the following to gain a good mental picture of the
weather.
Adverse Conditions: Convective SIGMETs, SIGMETs, AIRMETS, CWA
Synopsis, Surface Analysis, and constant pressure charts.
Enroute Weather. GFA area forecast. Use this graphical tool to find cloud tops (these
are MSL altitudes), precipitation, turbulence, and Ice.
Skew-T or RUC soundings for icing levels and cloud tops. Potential living action.
Pilot Reports: PIREPs
Forecast Conditions at Departure and Destination Airports. TAFs. Focusing on trends.
Current Conditions and Treads. METAR.
Fuel Requirements must allow a minimum of 55mins of reserve at SUU (45+10). When
calculating Plan to fly full approaches and hold at the destination airport; then, divert and fly a
full approach at the alternate airport. Do not just plan straight line A-B-C
Qualifying alternate airports is always a great idea. Airports must qualify in three ways.
1-2-3 Rule: One 1hr before/1hr after the scheduled ETA. Ceilings are 2,000ft or worse,
and visibility is 3sm or below. An alternate airport must be filed.
 Even if an alternate is not required, a professional pilot will always have a plan B.
The alternate airport must have an instrument approach that can be legally used.
 Not all approaches can be used for alternate purposes due to increased requirements.
If the ( ) symbol is on the approach, pick another approach or airport as an alternate.
 GPS approaches. If using an airport only serviced by GPS. The aircraft must be
WAAS capable otherwise a Non-GPS approach must be selected at the primary field.
Weather at the ETA (to the alternate) must meet the standard alternate airport weather
minimums. Ceiling and visibility of 800ft/2sm (NP) and 600ft/2sm(P). Non-standard
weather minimums may be published and will be indicated with the ( ) symbol.
Selection of Alternate airports is for “paper” planning purposes only. Once airborne, a pilot
may always select any airport to divert to. The published approach minimums will still apply.
Review all available runways and approaches information. This includes length and width,
slope, and surface. Consider longer landing distances due to higher approach speeds.
Calculate aircraft take-off and landing distances numbers. Then calculate the aircraft climb
gradient for each flight. Most departures procedures or ODPs require minimum climb
gradients. Aircraft must meet 200 ft/NM. If this gradient cannot be maintained Non-Standard
Take-off minimums will be published. See Constant Rate Climb Section.
3. Aircraft Inspection:
SUU uses a Progressive Inspection for the SR20 and F33A which must be completed annually.
SR20 Cirrus Design Progressive Inspection Program contains eight phases based on 100-
hour intervals. Totaling 800 hrs annually.
Phase 1; Phase 2; Phase 3; Phase 2; Phase 4; Phase 2; Phase 5; Phase 2.
F33A Beechcraft Continuing Care Inspection Guide contains twelve periods based on 25-
hr intervals. Totaling 300 hrs annually. Period 1; Period 2; Period 3; Period 4; Period 5…

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IFR Clearances
APPLICATION
Filling a flight plan and receiving a clearance is how pilots and controllers communicate each other’s
expectations. Clearances provide protection for certain operations and ensures that both parties are
on the same page. This communication is critical for the safety of operations and is thus a legal
requirement for entry into many airspaces and types of operations.

CONFIGURATION
1. File an ICAO Flight Plan using one of the following methods:
Mobile devices using third-party applications.
Telephone FSS at 1-800-WX-BRIEF (800)992-7433.
In-flight (radio)
2. Contact the appropriate controlling agency to request your clearance.
3. Record the clearance. (CRAFT)
4. Read back your clearance to confirm proper reception.

EXECUTION
1. Pilots may file a flight plan several days prior to their proposed departure date/time. Flight plans
may be edited up to 30minutes prior to the proposed departure time. This will allow pilots to amend
their clearances. Most third-party apps provide expected clearances. Amend the flight plan with
these expected clearances. This will streamline the clearance delivery process and allow the pilot to
review a more accurate flight clearance. Flight plans that are not activated will be automatically
deleted from the system, typically 2 hours after the ETD.
2. There are several ways to request a clearance from the appropriate controlling agency.
Uncontrolled airports
Call FSS via a telephone for a relayed clearance subject to a clearance void time.
Controlled airports
Contact the departure ATC Clearance Delivery,
Contact ATC Ground, or
For Class E airspace, contact the ARTCC or FSS.
Airborne once reaching controlled airspace with a flight plan filed.
Contact Air traffic Control (ATC) Clearance Delivery.
Contact the controlling Air Route Traffic Control Center (ARTCC).
Contact Flight Service Station (FSS).
Airborne once reaching controlled airspace without a flight plan filed.
Pop-up IFR is intended for use in unforeseen events. File a flight plan when possible.
Standard flight plan filing and clearance can be received through ATC, ARTCC, or
FSS as appropriate but will take time to receive. Flight must be maintained in VMC
until IFR clearance is received.
Climb-to or Descend-to Clearance can be helpful if a pilot only needs to climb or
descend through a shallow layer of clouds to continue VFR flight.
3. Recording Clearances: Professional pilots will always write down their clearance for future
reference. Remembered that instrument pilots must be masters of their CRAFT.
C Clearance limit
R Route of flight
A Altitudes
F Frequencies
T Transponder Squawk Code / Times
4. Miscellaneous:
VFR clearances will omit “C and R”.
Release times and Void times and Expect Further Clearance times may be given if applicable.
Time should be recorded in Zulu rather than minutes: “Clearance void if not off in 10 minutes”
1. Look at your clock and add 10 to the current Zulu time (1730Z  1740Z)
2. Under T write squawk code/minutesZulu (1200/101740)
The following codes should be used for flight planning in the SR20:
ICAO Aircraft FAA Equipment /G; ICAO Equipment B, G, S; ICAO
Surveillance B2, C; ICAO PBN C2, D2

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Departure Procedures
APPLICATION
The departure phase of flight is used to transition from the ground to the enroute phase of flight
during instrument conditions. Departure is the first of the four phases of flight. The enroute phase
will constitute most of an instrument flight and may include multiple altitude changes. Depending
on the altitude, an arrival procedure may be required to set up for an approach or an approach
may be commenced from the enroute phase.

CONFIGURATION – Departure preparation is critical so that you’re not in for a SCARE.

1. Select the departure that is most appropriate for the operation.
2. Calculate aircraft performance.
3. Alternate departures and emergency considerations.
4. Request and receive the appropriate clearance.
5. Execute the departure procedure until reaching enroute altitudes.
EXECUTION
1. Selecting the departure: There are 4 types of instrument departures that may be available,
each has advantages and disadvantages. The pilot must consider which departures are
available and select the type of departure that will best serve the flight.
Visual departure: Depart VFR. This departure is not an instrument clearance and leaves
the pilot responsible for all traffic separation and navigation to the enroute structure.
Once reaching the enroute structure the pilot must obtain an instrument clearance to
continue IFR before reaching IMC conditions which may not be immediately available
depending on traffic in the area at the time. The visual departure is different from the
VOCA, which is part of the ODP.
Divers departures (DVA diverse vectoring areas): Depart any way you want!” Must
maintain 200ft/NM departure climb gradient. All obstacles in the assessment area must be
well clear, thus diverse departures will not be available in mountainous areas. Additionally,
you will only be cleared for a diverse departure as traffic separation allows, at busy airports
this may not be available.
SID (Standard Instrument Departures): Created for better efficiency, traffic flow, reduced
radio chatter, and obstacle clearance within high density airspace. The SID is designed to get
the aircraft moving in the right direction immediately while climbing to the enroute structure
thus there will usually be a SID for each cardinal direction.
Each will have a text and graphical versions to help increase pilot orientation.
Traditionally SIDs will be named after the terminating fix followed by an identification
number. For example, a pilot is cleared for the “Industry 9 Departure” The departure will
terminate at the Industry VORTAC (IDU). Follow the bolded lines to Industry. After
Industry, the pilot will then proceed along one of several transitional routes, as assigned.
SIDs are often not available in mountainous terrain due to obstacles preventing
departures in certain directions.

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ODP (Obstacle Departure Procedures): Will be the default departure under IMC
conditions in mountainous areas and thus will not be mentioned in the clearance.
If obstacles will not allow a diverse departure (200ft/NM clears all obstacles in all
directions), then an ODP is created. An ODP outlines specific directions on how to depart.
Text vs Visual: All ODPs are given in textual format. However, if rapidly rising terrain is
present on the departure course these procedures maybe drawn out graphically as well to
increase awareness and safety.
Non-standard climb gradients are often required. Pilots must insure that performance
minimums are adhered to throughout the departure procedure.
VOCA. Visual Climb over the Airport. This is an alternative to the prescribed path and/or
climb gradient outlined in an ODP. The aircraft must maintain 200 ft/NM climb and the
ceilings and visibility must be as prescribed. Any flight path the pilot desires may be flown
on a VOCA but the aircraft must remain within the prescribed distance from the airport
(same as the visibility requirement) and in VMC conditions until reaching the enroute
structure. In other words the beginning and end of the ODP remain unchanged, the VOCA
gives the pilot to adjust the middle of the procedure as necessary given certain conditions
are met. VOCAs must be pilot requested and will not be assumed by ATC. Include this
request in the NOTE section of the flight plan or request during clearance delivery.
When a pilot departs an airport/RWY with an ODP. The ODP will NOT be included in the
pilot’s clearance. The ODP termination Fix or Nav Aid WILL BE included in the clearance.
For example. A pilot will be cleared from KCDC to EHK hence… The pilot is expected to
fly the ODP as published unless they request the VOCA.
2. Calculating aircraft performance:
Performance will decrease as the aircraft climbs, thus it is critical to understand what altitude
the procedure minimums were calculated at to ensure the aircraft will meet the minimum
performance requirements. Professional pilots will always double check to endure they are using
the correct variables.
Configuration has a huge impact on performance. Make sure you are using the correct chart.
Calculate climb gradients by using a E6B, Chart matrix, or formula.
Ground Speed X (required ft/NM directions) = VSI (ft/min) required
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3. Alternant departures and emergency considerations:
Compare all available departure procedures and performance minimums. Sometimes it is
better to take off with a crosswind or even a slight tailwind to capture the lower
minimums and better terrain clearance of another departure procedure.
Lost communications. The workload on a departure emergency can get quite high, Have
a plan! Know your minimum safe altitudes, clearance limits, and ATC expectations. If a
clearance contains “expect XYZ altitude in 10 minutes;” the pilot must wait ten minutes
to climb to the new altitude.
4. Request and receive the appropriate clearance:
Once you have calculated the aircraft performance and received your departure clearance, a
professional pilot should always ask themselves the question,
“Do these two things match each other?” This is a simple yet crucial step! If the answer is not
a 100% yes, DO NOT TAKEOFF until you figure out what is missing.
5. Execute the departure procedure:
Just because the aircraft can fly the departure procedure doesn’t guarantee that the operation
will be safe. The pilot must always ensure that the aircraft is operated in a manner that is
conducive to safe operations. This is even more important on instrument departures because
the hazards will often not be visible. This means that if a pilot fails to identify a performance
anomaly on takeoff, configures the aircraft inappropriately for their performance calculations
(flaps up too early), or simply fails to hold the correct climb airspeed, they may have no
further warning before impacting terrain in a CFIT accident.

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“Climb Via” Procedures

APPLICATION

“Climb via” and it’s closely related cousin the “Descend Via” clearances are abbreviated ATC clearances
allowing the pilot to execute complex departure procedures, with minimal ATC oversight. “ATC expects
you to be there. So, get there—and don’t be late.”

CONFIGURATION

1. Receive a departure clearance including the phraseology of “…Climb Via the SID.”
2. Read the SID’s narrative and study the graphical version.
3. Locate the published Top Altitude for the assigned SID.
4. Calculate aircraft climb performance at the Top Altitude.
5. Calculate the climb gradients required for each leg of the SID.
6. Identify and comply with any speed restrictions.

EXECUTION

1. Climb via producers are a common source of FAA pilot deviations among the professional pilot
class. Professional pilots must ensure that they plan to meet performance requirements and pay
attention to how calculations compare to actual performance to avoid insufficient altitude or
excessive speeds.

2. There are two types of climb via clearances a pilot should expect to receive:
Standard
“T-BIRD 1428, cleared to the Salt Lake City airport, ROCKIES FIVE departure, MEEKER
transition, climb via the SID, expect runway three five right for departure…”
Non-Standard (amended top altitude).
“T-BIRD 1428 cleared to the Salt Lake City airport, ROCKIES FIVE departure, MEEKER
transition, climb via the SID except maintain one zero thousand, expect runway three five right
for departure…”

3. Once clearance is received, review the published TOP ALTITUDE; this is how high you’re allowed to
climb, unless amended by ATC. The top altitude can be found in the upper right hand corner of the
procedure. Don’t out climb your clearance!

4. Calculate the required climb gradient for each leg and for each MCA. Take full advantage of any “AT
OR BELOW/AT OR ABOVE” altitude limitations to better plan for future MCA’s downstream. If you
level off during a climb via, remember to adjust your throttle to avoid exceeding airspeed limits.

5. When needed, ATC may also interrupt your Climb via progress for vectors. When this happens,
follow any provided ATC instructions and expect to resume the SID shortly thereafter.
“T-BIRD 1428, fly heading two two zero and maintain one two thousand. Expect to resume the
SID”. (when allowed to resume, this includes resuming climb via).

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“Descend Via” Procedures

APPLICATION

“Descend Via” and it’s closely related cousin the “Climb Via” clearances are abbreviated ATC clearances
allowing the pilot to execute complex arrival procedures, with minimal ATC oversight.

CONFIGURATION

1. Receive a STAR clearance including the phraseology of “…Descend Via the STAR.”
2. Read the STAR’s narrative and study the graphical version.
3. Identity if required procedure altitudes exist and use the IAF altitude in their absence.
4. Calculate aircraft’s descent profile from present altitude to the required procedure altitude or IAF.
5. Identify and comply with any speed restrictions.

EXECUTION

1. Descend via producers produce the most common FAA pilot deviations among the professional pilot
class. This is due to complacency and arrogance in planning. Professional pilots must ensure that they
understand and plan for step-down MCAs and upcoming airspeed restrictions to prevent deviations.

2. The pilot may receive a STAR clearance during any phase of flight. However, a descend via clearance
will only be received once airborne. The pilot should always review a STARs with a Descend via
expectation, in mind. Descend via clearances will sound like this:
“T-BIRD 1428, expect to land runway 28R, cross BYRCH at or above FL200, then descend via
the CRAZI ONE Arrival, maintain 5,000, SLC altimeter 30.12.

3. Once a pilot receives a “Descend Via” clearance the pilot may begin the descent, at pilot’s discretion
(PD), to arrive at the specified starting Fix (BYRCH) at the assigned MCA. Plan ahead to avoid gaining
too much energy on the descent and exceeding airspeed restrictions. It takes time to slow down!

4. To increase descent stability and increase passenger comfort, professional pilots should calculate
an approximate glideslope. Approximate glideslope should proceed from the aircrafts current
location to one of two options:
Required altitude- use the required altitude if depicted on the arrival procedure.
IAF – if all altitudes on the arrival procedure are at or above altitudes, use the IAF altitude.

5. Calculating glideslope: While a pilot can legally descend to segment minimum altitudes and level
(dive and drive method), this will destabilize the descent and leave the pilot closer to obstacles
(and checkride failure) with less options in the event of an emergency. An approximate glideslope
can be calculated using a three step process: (Example 120 KGS, 10 miles to fix, 2000 feet to lose)
Find your miles per minute by dividing your ground speed by 60. (120/60=2MPM)
Find your ETA by dividing your distance remaining by your MPM. (10/2=5min ETA)
Find your FPM by dividing your altitude remaining by your ETA. (2000/5=400FPM)

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Enroute Procedures
APPLICATION
The majority of instrument flight is conducted enroute. Performing this phase of flight safely and
consistently is critical to safe interactions in the aviation environment.

CONFIGURATION
1. Consider and execute all four areas of enroute flight so you can cruise like a RAPpeR:
Route selection: Select an appropriate route of flight using waypoints, fixes, and
navigational aids as required.
Altitude selection: Select appropriate cruising altitudes based on direction of flight and
published MEAs, Grid & Route MORAs.
Performance: Maintain appropriate Enroute climb gradients based on cruising altitudes,
when asked to change altitudes.
Regulations: Follow both IFR and VFR regulations, especially with unique clearances like
VFR on top.
EXECUTION
1. Determining the best route of flight will depend on an array of variables. The pilot should practice
ADM and consider the following:
Preferred IFR Routes. Linking common city pairs and popular segues.
Terrain traversing for potential emergency actions or consequences.
Navigational capability. Radio navigation vs GPS navigational capabilities.
Active airspace to avoid. Prohibited, Restricted, MOAs, etc. Otherwise, pilots should anticipate
vectors or an amended clearance enroute.
Potential or hazardous weather along the route of flight.
Passenger comforts and needs.
PIC experience, currency, limitations, hazardous attitudes, etc.
2. Altitude selection should be based on Magnetic Course. 0000-1790 = Odd thousands of feet. 1800-
3590 = Even thousands of feet. Remember the term: “Sweven” or “South-West is Even”. These
considerations are required for filing flight plan altitudes, in reality altitudes will be assigned as
appropriate from ATC for traffic separation. Additionally, pilots should expect altitude changes as
their current route bends or twists
3. Climbs should be commenced at a fix crossing and standard minimum climb gradients are always
required. If a standard climb at the fix will not provide minimum clearance a Minimum Crossing Altitude
(MCA) will be assigned. The pilot if required to calculate compliance with minimum climb gradients and
calculate an individualized MCA and inform ATC necessary. Standard climb gradients are as followed:
Above 10,000 ft. MSL – 100 ft. per nautical mile
5,000 ft. – 10,000 ft. MSL – 120 ft. per nautical mile
Sea Level to 5,000 ft. MSL – 150 ft. per nautical mile

Ground Speed (KTS) X (ft. per NM) = Ft/Min

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4. Unique Enroute Clearances to be aware of.
Pilot requested: “VFR-on-Top” clearances. Allows the pilot to operate VMC and follow IFR
rules. The pilot must maintain IFR minimum altitudes and VFR cruising altitudes and visual
separation requirements.
Pilot requested: “Block Altitudes” (example 8,000ft to 10,000ft). Allows the pilot to vary
altitude within the requested block. Useful during extended turbulence encounters or IFR
training flights.
“Cruise Clearance”. The pilot is free to maintain the cruising altitude or any appropriate altitude
below down to the IFR minimum altitude limits.

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DME Arcs
APPLICATION

The DME arc is used to maximize nav aid effectiveness. They allow the pilot to navigate perpendicular
to radials in addition to the standard parallel usage. This allows for more complex procedure
development using limited nav aids and gives the pilot more options in the instrument environment.

CONFIGURATION

1. Establish the arc intercept:

Usually an arc will be entered from a radial that intersects the arc. (90°)
Arcs may be entered from a radar vector. (less than 90°)
2. Determine the amount of lead required. (1%GS)
3. Turn in the direction of arc to a heading 90° from the current radial.
4. Maintain the arc:
Beginner pilots: utilize the turn10 twist 10 method.
Advanced Pilots: utilize the 90° method.
5. Leaving the arc:
Lead Radial (LR)- upon reaching the LR, change over to the new nav source and fly the
arc until positive course guidance is established on the new nav source.
Visual- Some approaches will use the arc to align the aircraft on final with a runway. If
this is the case, the arc will end when the aircraft breaks out of the clouds and
commences a visual approach.

EXECUTION

1. Determining lead requirements:

If a standard arc entry (90°) is being performed, the pilot must lead the desired distance
by 1% of the current ground speed. This must be subtracted from outbound entries and
added to inbound entries. If the arc entry is less than 90° (vectors) the pilot must
evaluate and decrees the percentage accordingly. (90°=1%GS 45°=½%GS 0°=0%GS)
(If the pilot is outbound on a radial at 120KGS and desires a 10.7 NM arc, the turn
should begin at 9.5. (120X.01=1.2 lead required 10.7-1.2=9.5 turn location))
2. Executing the turn: Wind conditions will have a large impact on the maneuver requirements
to obtain the desired distance and the desired heading at the same time. To account for this
factor the turn must be executed in two phases:
Phase one: Calculate the lead distance and bug the desired heading. (90° in the direction
of arc from the radial) Upon reaching the turn location, start a ½ standard rate turn and
hold ½ standard rate for approximately the first 45° of the turn.
Phase two: As the 45° point is approached the pilot must evaluate the current impact of
wind on the turn and adjust the bank angle accordingly. If the distance is approaching
faster than the heading, increase bank angle to standard rate. If the heading is
approaching faster than the distance, decrease bank angle as necessary.
(Note: as the desired heading gets closer, the rate of distance change will slow)

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3. Maintaining the arc: There are two basic methods for accomplishing an arc. Beginner
instrument pilots should start with the turn 10 twist 10 method. This method provides a simple
procedure to follow that will approximate an arc. Turn 10 twist 10 will not hold distance on the
arc well as it is not a true arc, but rather a series of straight lines that approximate an arc.
Additionally, turn 10 twist 10 does not allow for wind correction. However, this method will
allow beginner instrument pilots to learn how an arc looks and works. As the pilot improves
their arcing skillset, they should move on to the 90° method. The 90° method provides
superior distance control, the ability to accurately correct for wind, and allows the pilot to
increase their situational awareness by increased utilization of Nav sources.
Turn 10 Twist 10:
Once established on the arc, advance the course knob 10°. This will deflect the CDI
in front of the aircraft.
Next twist the heading bug 10° toward the inside of the turn and align the aircraft
with the heading bug.
Hold this heading until the CDI re-centers and then repeat the process.
90° Method:
Once established on the arc, set up the HSI to display both the HSI source and the
blue RMI needle.
(To display the RMI needle: Select the PDF OPT > Bearing 1 or Bearing 2 >Toggle the
Bearing 1 or Bearing 2 soft-key to VOR1, VOR2, GPS, OFF to the desired source.)
Hold the RMI exactly 90° to the inside of the arc. This will require a gentle continuous
turn. In zero wind conditions this will hold distance on the arc. If the distance
changes, the aircraft is being blown off course and requires a wind correction angle to
be applied. If the distance is above the desired distance, set the RMI above the 90°
point as necessary to correct for wind. If the distance is below the desired distance,
set the RMI below the 90° point as necessary to correct for wind. The arc distance
should never vary more than .1 NM from the desired distance.
Set the tail of the CDI to the lead radial using the course knob. This will help to
further increase the pilot’s situational awareness by providing a countdown to lead
radial intercept.
4. Leaving the arc: While some approaches utilize the visual approach to leave the arc, the standard
exit point is the Lead Radial. Upon intercepting the lead radial, the pilot should switch nav sources
but should not leave the arc until positive course guidance is established on the new source. Avoid
cutting the corner when transitioning. In faster aircraft it may be necessary to lower the intercept angle
(90° intercept will likely lead to blowing through the new course) by flying the arc poorly. (setting a
heading that is too far inside the arc resulting in slightly lowing the DME distance on the arc)
5. GPS fixes may also be used as arcing sources. When utilizing GPS sources use the OBS soft-key button
on the PFD to suspend the HSI Course and use it manually.
6. Autopilot (FD or AP) may be used to fly an arc. The autopilot will source the GPS and must have the
procedure containing the arc loaded into the flight plan. The HSI will automatically adjust throughout the
arc and the CDI needle will deflect as necessary, along the way to fly a perfect arc. Just fly the CDI
needle or engage the AP in NAV Mode to track the arc.

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Holding
APPLICATION

Holds are ATC’s pause button. A professional pilot should always use foresight to stay ahead of
the aircraft. However, when foresight fails or unforeseen situations arise; holds can suspend a
flight’s progress. This provides more time to become better established, change altitudes, wait-
out ominous weather, wait for traffic to clear, or troubleshoot a serious situation.

CONFIGURATION

1. Record and read back the first 7 Elements of a holding clearance, then calculate the magic number.
1. Cardinal direction
2. Fix
3. Directional Information (Radial, Course, or Bearing (To/From))
4. Turn direction (omitted if standard)
5. Leg Length (omitted if standard)
6. Altitude (omitted if standard)
7. EFC
8. The Magic Number

2. Adjust course to fly directly to the Fix.

3. Select the appropriate hold entry.
4. Cross the fix then run the 5 T’s.
5. Correct for headwinds and crosswinds, as appropriate.
6. Monitor fuel burn and make a plan while waiting for EFC.

EXECUTION

1. The magic number (MN) is the cornerstone for preforming a perfect hold. To calculate the MN,
compare the Cardinal direction to the Directional Information. If they match, the directional
information number is the MN. If the clearance contains a Bearing TO and the numbers do NOT
match the Cardinal direction, then flip the number 1800.

“CIRRUS 11SU. Hold North of the KCDC VOR R-360. Right Turns. 1-minute legs. Maintain 9,000
ft. Expect Further Clearance 0400 ZULU.”

Is 360 (directional information) North (cardinal direction)? YES! So 360 is the MN.
(If the clearance read: “Hold North of the KCDC VOR 180 TO the Station…” The MN would
still be 360. (flipped 1800) MN will always match the cardinal direction.)
2. Ensure the correct fix is identified and proceed direct to. (tune, identify, source, course)
3. To select the hold entry follow this 4 step process: (explained on the next page)

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1. Locate and bug the MN on the HSI. (in this case 360°)
2. Draw a line from the MN to the fix (center of the HSI). This line represents the
inbound leg of your hold.
3. Draw a turn in the direction of holing as cleared. (in this case right turns)
4. Draw the remainder of the hold and decide what hold entry would be most expedient.
(in this case a teardrop entry would work best)
If the MN falls into a zone that causes the entry to
become unclear, use the preferable entry methods:

1. Tear drop is always the most preferable

2. Parallel is the second most preferable
3. Direct entries are the least preferable

4. Once you cross the fix, execute the entry procedure using the 5T’s:
Turn: to the MN. However entry type will affect this by:
1. Tear drop: 30° to the top of the MN.
2. Parallel: turn opposite direction of the hold to the MN.
3. Direct: turn in the direction of the hold to the MN.
Time: start timer and fly outbound on entry for 1 min or assigned distance.
Twist: the tail of the needle to the MN.
Throttle: as necessary to maintain below max holding speeds.
Talk: report “entering the hold”. You will not be established in
the hold until you are on course on the inbound leg. However,
nobody cares if you are “established”! The point of holding is
to stop forward progress. That has been accomplished when
the hold is entered. If you wait until established to report,
you will forget to make the report. Instead make your report and finish the 5T’s.
5. There are two ways that wind will impact the hold. Headwind/Tailwind and Crosswind components:
Headwind / Tailwind: The effects of a headwind/ tailwind are doubled due to the impact they
have on the inbound and outbound legs of the hold. The inbound leg is the core of the hold
and cannot be adjusted so corrections for both legs occurs on the outbound leg.

Formula to Increase the Inbound Leg time

MULTIPLY the difference by 2. (2X)
Then ADD this multiple to the outbound leg time.
Formula to Decrease the Inbound Leg time
DIVIDE the overage of the inbound leg by 2
Then SUBTRACT this resultant from the outbound leg time.

Crosswind: Similar to headwind/tailwind corrections, crosswinds affect all aspects of the hold.
However, in addition to affecting the inbound and outbound legs, crosswind also impacts the
inbound and outbound turns. Because all turns in a hold are performed at standard rate, the
correction for the inbound turn, the outbound turn, and the outbound leg must occur on the
outbound leg. Thus the impact of crosswinds are tripled.

Formula to adjust for crosswind

Inbound WCA times by 3 and apply to outbound WCA.

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Non-Precision Approaches
APPLICATION

Instrument approaches allow pilots to fly into airports, which would otherwise be rendered
impossible to fly into, due to poor visibility and/or inclement weather. Non-Precision Approaches
are charted and approved pathways to aerodromes. Provide ONLY lateral course guidance
(left/Right). Pilots are responsible to identify and control their vertical track to maintain
procedural limitations and a stabilized approach.

CONFIGURATION

1. Ground preparation: determine which approach could be relevant, based on treading weather
conditions and seasonal wind flow. A professional pilot will maximize their preflight
preparations. Take advantage of an in-depth approach brief, prior to flight.

2. Airborne: Configure the aircraft for cruise flight prior to approach entry.
Reduce throttle to maintain RPM 2500. The Percent of Power (%) will very based on
current Density Altitudes (DA). (Expect 65% power as an estimate. For local operations.)
Airspeed should be as fast as DA’s will allow.

3. Cleared for the Approach: As time and workload permit, brief and review the appropriately
assigned approach, including the missed approached procedures; at least five miles before
the Initial Approach Fix (IAF). Complete all necessary flight checklists.

4. Configure for landing: Minimum 2nm prior to the Final Approach Fix (FAF). All checks,
configuration changes, and briefings should be completed prior to crossing the FAF.
Complete the prelanding checklist.
Check speed restrictions and deploy 50% of flaps – landing flaps.
Maintain 120 KIAS or greater to the FAF (approximately 30% power).
Quickly review critical approach details. (min crossing altitudes, distances, MDA)

5. Final Approach Fix (FAF): Do not descend until crossing the FAF with positive course guidance.
Perform the LAST chance check at FAF
Lights on at airport
Altimeter maintain above minimum crossing altitude until crossing
Stabilized approach established or go missed
Timer start and note MAP expected time

6. Approaching the MDA: Verbal call outs should be made when approaching the MDA to
increase crew coordination in CRM environments and situational awareness in SRM
environments. These call out should consist of:
1000 feet above MDA - “1000 to mins”
500 feet above MDA -“500 to mins”
400 feet above MDA -“400 to mins”
300 feet above MDA -“300 to mins”
200 feet above MDA -“200 to mins”
100 feet above MDA -“100 to mins”
Arriving at MDA -“going missed” or “runway in site, continuing”

7. Reaching the MDA: MDA should be reached at the VDP. Do not descend below MDA. Add 50 feet to
all minimum crossing altitudes to account for human error and unforeseen circumstances.
At VDP, is the runway environment in sight? 91.175. Proceed to land. Below 500 AGL, do
not reconfigure the aircraft. Land with 50% flaps and with a minimum airspeed of 90 KIAS.

8. Missed Approach Point (MAP):

If visual requirements are not meet at the VDP, a stabilized landing is impossible.
Begin a climb immediately and proceed to the MAP.
9. Execute the published missed procedure from the MAP.

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EXECUTION
6. Preflight Preparations: When reviewing appropriate approaches. Highlight portions of the
approach that are “NEED TO KNOW” in one color. Highlight “WHAT TO FLY” in another
color. Allowing for a quicker brief while airborne.
7. Calculating glideslope: While a pilot can legally descend to segment minimum altitudes
and level (dive and drive method), this will destabilize the approach and leave the pilot
closer to obstacles (and checkride failure) with less options in the event of an emergency.
Professional pilots should instead calculate and fly an approximate glideslope. This can be
accomplished by a three step process: (Example 120 KGS, 10 miles to next fix, 2000 feet
to lose)
Find your miles per minute by dividing your ground speed by 60. (120/60=2MPM)
Find your ETA by dividing your distance remaining by your MPM. (10/2=5min ETA)
Find your FPM by dividing your altitude remaining by your ETA. (2000/5=400FPM)
(These numbers are not constant and will need adjusted as the approach progresses. If you
have loaded the procedure into the GPS it may be possible to skip directly to step 3)
8. VDP: not all non-precision approaches will supply the pilot with a published VDP. The
following procedures should be used when calculating and utilizing the VDP:
Determine if the VDP is published and the distances required to identify the VDP
If a VDP is not published the pilot must first determine what type of landing the approach
will likely end with. Circling or straight in?
The VDP is not applicable to a circling approach. Plan to reach MDA at the MAP.
If you intend to land straight in, you will need to calculate a VDP for the approach. Plan to
reach MDA at the VDP. You can calculate the VDP by dividing the MDA (in AGL) by the
approach degree angle (use the standard 3° glideslope (300) if unpublished). This will give
you the distance in NM from the MAP. Subtract this number from the total distance from the
FAF to find the distance from the FAF.

9. Autopilot may be used to relive pilot workload. Refer to AFCS section. Note: the APR
mode will not work while flying a non-precision approach.

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Precision Approaches
APPLICATION

Instrument approaches allow pilots to fly into airports, which would otherwise be rendered
impossible to fly into, due to poor visibility and/or inclement weather. Precision Approaches
provide BOTH lateral and vertical course guidance. Professional pilots prefer this type approach
due to increased accuracy and safety.

CONFIGURATION

1. Ground preparation: determine which approach could be relevant, based on treading weather
conditions and seasonal wind flow. A professional pilot will maximize their preflight
preparations. Take advantage of an in-depth approach brief, prior to flight.

2. Airborne: Configure the aircraft for cruise flight prior to approach entry.
Reduce throttle to maintain RPM 2500. The Percent of Power (%) will very dependent on
current Density Altitudes (DA). (Expect 65% power as an estimate. For local operations.)
Airspeed should be as fast as DA’s will allow.

3. Cleared for the Approach: As time and workload permit, brief and review the appropriately
assigned approach, including the missed approached procedures; at least five miles before
the Initial Approach Fix (IAF). Complete all necessary flight checklists.

4. Configure for landing: Configure “One Dot” above glideslope intercept, prior to the Final Approach
Fix (FAF). All checks, configuration changes, and briefings should be completed at this time.
Complete the prelanding checklist.
Quickly review critical approach details. (min crossing altitudes, distances, DA)
Deploy 50% flaps and allow the “ballooning” to raise the aircraft into the Glideslope
intercept. Then, Lower the nose of the aircraft 2.5 degrees to capture the glideslope and
maintain 120 KIAS as you descend.

5. Final Approach Fix (FAF).

Legal: Glideslope Intercept
Reduce power to 30% and pitch to maintain 120 KIAS.
Adjust power and pitch as necessary to maintain the
diamond and the Localizer during the descent.
Published: LAST chance check
Lights on at airport
Altimeter checked against plate and difference noted
Stabilized approach established or go missed
Timer start and note MAP expected time

6. Approaching the DA: Verbal call outs should be made when approaching the DA to increase
crew coordination in CRM environments and situational awareness in SRM environments.
These call out should consist of:
1,000 feet above DA -“1,000 to mins”
500 feet above DA -“500 to mins”
400 feet above DA -“400 to mins”
300 feet above DA -“300 to mins”
200 feet above DA -“200 to mins”
100 feet above DA -“100 to mins”
Crossing DA -“going missed” or “runway in site, continuing”

7. Reaching the DA: This is where the pilot must decide:

Is the runway environment in sight? 91.175. Proceed to land. Below 500 AGL, do not
reconfigure the aircraft. Land with 50% flaps and with a minimum airspeed of 90 KIAS.
8. Execute the published missed procedure from the MAP.

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EXECUTION
1. ATC will often use radar vectors to the final approach course (vectors to final) for precision
and non-precision approaches. Intercepting the final approach course in these cases must
occur outside of the FAF. This will shorten the time flying the approach which will make the
procedure less predictable and give the pilot less time set up and fly the procedure. The
Approach briefing must be adjusted to fit the needs of the situation when this occurs. Expect
to receive an approach clearance in this format.
HAC. Heading to turn to intercept the approach course. Altitude to maintain until
established on the approach course and the Clearance for the assigned approach.
2. Identify and use the 5 “T’s” checklist to assist flying each segment of the precision or non-
precision approach. Refer to VOR Intercepting and Tracking Sections.
Mentally prepare for each upcoming fix or turn; at least one mile beforehand.
Physically execute the 5 “T” each time a turn is needed.
Turn – (Turn Intercept and Track)
Time – (ETA, ETE, ETD, HH:MM, Distance, etc)
Twist – (Tune, Identify, Source, Course)
Throttle – (Set Predictable Performance PAT)
Talk – (Make necessary radio reports)
3. The ILS is the only legal precision approach with four component that make up the ILS
system. Lateral Guidance, Vertical Guidance, Distance Measurements, and approach lighting
systems. However RNAV approaches that have minimums below 300 AGL can be used to
demonstrate precision approach proficiency for evaluation purposes on a checkride.
4. Depending on the clearance received you may intercept the glide slope prior to arriving at the
published FAF. Glide slope intercept is the legal FAF when flying any precision approach.
5. Avoid unnecessary descents prior to glideslope intercept. Just because you legally can, does
not mean that you should. Maintain altitude to maximize ground clearance and options in an
emergency until intercepting glideslope.
6. Do not intercept the glideslope from above! Intercepting the glideslope form above can lead
to following a false glideslope as well as unstabilized, forced approaches.
7. Tracking the Loc. The localizer is several times more sensitive than a VOR. After Glideslope
intercept, conduct half-standard rate coordinated turns to maintain centerline. Keep in mind
winds normally change direction and velocity, as the aircraft descends. Once established on
localizer and glideslope; localizer corrections should remain within the heading bug (5° on
either side) and glideslope corrections should remain within the diamond (2½° on either side)
8. Wind will affect the power settings needed to maintain a precision approach profile. Adjust
pitch and power as necessary using small, smooth corrections. Use pitch to maintain the
desired airspeed and use power to obtain the desired decent rate (glideslope).
9. Pilots may elect to use various modes of the autopilot to fly the precision approach.
HDG mode and ALT modes.
Nav Mode with ALT modes.
APR Mode. This will be fully coupled approach where the aircraft will follow the
approach lateral path and capture and follow the glide slope down. Note, the autopilot
will fly the glide slope passed the minimums. Disconnection or a go-around should be
executed upon reaching the DA/DH

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RNAV and GPS overlay Approaches

APPLICATION

RNAV (GPS) navigation is becoming more and more accepted in the aviation environment because
GPS and moving maps provide superior situational awareness compared to older navigation
methods. Additionally, GPS overlay allows the pilot to fly a NON-GPS approach using GPS
guidance, as an overlay; while continuously monitoring the analog approach source.

CONFIGURATION

1. Upload a Flight Plan into the G1000 using the FLT or direct to button. Enter the airport
identifier for the approach airport and other flight plan way points as desired.
2. Select and Load the RNAV or Non-GPS approach: Press “PROC” button. Select Approach >
Scroll through the available approaches. Select the transition type. Input DA/MDA BARO
altitude. Then, “Load” the approach.
3. Check RAIM: Access the GPS status page by using the outer FMS knob to select the AUX
chapter and the inner FMS to select GPS status. Ensure that SBAS (WASS) is active and then
check for RAIM availability at the time of approach. Continue to monitor RAIM during the
approach by observing the system status and the lack of an integrity (INTEG) warning.
4. Activate the Approach: The approach will activate automatically if the approach is flown in
sequence. Otherwise, press the “PROC” button. Select “Activate Approach” or “Activate
Vectors-to-Final” depending on the ATC clearance.
5. Confirm the HSI is displaying the GPS magenta course indicator. Press the Soft-key CDI
button and toggle through LOC1, LOC2, VOR1, VOR2, GPS.
6. Bring up the Monitoring Navigational radio. Press the “Bearing” soft-key button > Press the
Bearing 1 or Bearing 2 soft-key button and toggle press through Nav1, Nav2, GPS, Off.
Select the appropriate NAV source.
The Blue RMI needle(s) will appear in the background of the HSI. Use the RMI needle to confirm
the GPS guidance information is correct and accurate. As an overlay to the RMI source.
7. Navigate using the GPS Guidance information: Legally you may use the GPS source guidance
until the FAF. Continuously monitor the blue RMI needle(s). Upon reaching the final approach fix,
switch the HSI to display LOC1, LOC2, VOR1, or VOR2. Continue pass the FAF using the HSI green
HSI indicator.

EXECUTION

1. Overlaying an approach, you will gain redundant course guidance and increased situational
awareness. If using autopilot, make sure you monitor correct sequencing and GPS status.

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Automated Flight Control System – AFCS

APPLICATION

The autopilot is designed to be a tool that can be used to reduce workload. However, care must be
taken to prevent this tool from becoming a crutch. Professional pilots leverage automation in their
favor; they do not rely on it.

CONFIGURATION

1. Activate the Flight Director (FD)

Configure the Lateral Mode:
Depress the HEADING Select Knob; which will sync the blue Heading Bug to the aircraft’s
current heading.
Press the “HDG” Mode Function.
(The FD Mode will automatically activate and the pilot will see the Magenta Command Bars
displayed on the PFD’s.)

Configure the Vertical Mode: Depress the ALTITUDE Select Knob; which will sync the blue
Altitude Bug to the aircraft’s current altitude.
Press the “ALT” Mode Function.
The Pilot may manipulate the heading and altitude select knobs as needed. The FD will
recommend the best Pitch and Bank attitude to achieve the desired horizonal and
vertical modes.

2. Activate the Autopilot (AP)

Press the “AP” Mode.
Pilot may increase the automation modes after the autopilot is engaged in HDG and ALT
modes. Step 2 may be skipped if the pilot wishes to use the FD only and hand fly the
aircraft with FD assistance.

3. Confirm positive exchange of the flight controls by verbally annunciating “The Autopilot has
flight controls.” Double check the Flight Management Annunciator (FMA) is displaying the
correct autopilot modes.

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4. Disconnecting the Autopilot. This may be done several ways. In order of preference:
Press the “AP” Mode button. This action will transfer flight controls back to the pilot without
removing any autopilot programing. The command bars of the FD will remain active.
Press the red “A/P DISC” button on the Aircrafts side stick. This action will transfer flight
controls back to the pilot and delete ALL autopilot programing. Removing the FD
command bars.
For runway autopilot or an emergency disconnect. Pull the AP circuit breaker.

EXECUTION

1. The autopilot system is broken up into two basic functions. Lateral control and vertical control.
These basic functions form the pillars of the “ladder of automation”.
Activation of the autopilot should start at lower modes of automation and move towards more
complex levels, as the pilot gains knowledge and skill. A professional pilot will understand and
practice controlling the aircraft using all levels of automation and reengaging the autopilot
during inadvertent cancelations.

Lateral Modes: ROL, HDG, NAV

Systems Controls: FD, LVL, AP
Vertical Modes: PIT, ALT, VS, FLC, VNAV
Lateral + Vertical Modes: LVL and ARP (IFR).

Note: ROL mode may be activated by double pressing the HDG button. PIT Mode may be
activated by double pressing the ALT button.

2. The autopilot can be programed to sequence from one mode to the next using the standby
function. For example, the pilot wishes to track a specific heading to intercept a LOC or VOR
(NAV MODE). Establish the HDG mode, then press the NAV Mode button. If the selected
intercept heading is less than 45 0 of the selected NAV source; the autopilot will maintain the
heading mode until it comes time to intercept. Placing the selected Nav Mode into a standby
state. Displaying the standby mode in white lettering in the FMA.

Note autopilot should not be used below 400 ft AGL, unless descending on an instrument
approach. Disengage the autopilot at breakout on an instrument approach.

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Break out / Landing from Approaches

APPLICATION

This is the whole point of shooting the approach. However, if the pilot is not ready to transition it
can be a very hazardous phase of flight. Think about the eyes as they adjust from dark to light. It
takes a moment for eyes to adapt. The same is true for pilots when transitioning from instrument
flight back to visual flight. Breaking out of the clouds at low altitude and fast airspeeds does not
give the pilot much time to adapt. Therefore, pilots must be able to make a quick and safe “Go-
No Go” decision to land.

CONFIGURATION

1. Precision Approaches:
Maintain a stabilized descent rate on the glideslope until reaching DA.
(If breakout occurs above 500 AGL, consider configuring for normal landing. If lower than
500 AGL, land in approach configuration and plan on longer landing roll distances)
Reduce power and begin slowing while continuing to descend to TDZE or TDZE +100.
When visible, continue and touch down on the aiming point (1000 ft markers).
Cancel IFR if landing at an untowered airport.

2. Non-Precision Approaches:
Maintain a stabilized descent at a rate that will reach the VDP at MDA.
(If breakout occurs above 500 AGL, consider configuring for normal landing. If lower than
500 AGL, land in approach configuration and plan on longer landing roll distances)
Reduce power and begin slowing while continuing to descend to TDZE or TDZE +100.
When visible, continue and touch down on the aiming point (1000 ft markers).
Cancel IFR if landing at an untowered airport.

EXECUTION

1. If you are not sure of what you see, GO MISSED! However, if you can positively identify the airport,
you can continue your descend below DA/MDA if the following conditions are met.
You can safely continue a stabilized descent to the runway. If getting to the runway will require
aggressive or abrupt maneuvers, go missed.
You have the required visual airport identifiers in sight:
Approach lighting system allows you to continue to TDZE +100.
The threshold, threshold markings, or threshold lights allows you to continue to TDZE.
The runway, runway markings, or runway lights allows you to continue to TDZE.
The touchdown zone, touchdown zone markings, or touchdown zone lights (including the
visual glideslope indicator) allows you to continue to TDZE.
2. If you are flying a non-precision approach , make sure you brief your expectations on breakout:
If the runway of intended landing is more than 30° off of the final approach course, a
circling approach should be expected and the approach should be flown to reach the MDA at
the MAP.
If the runway of intended landing is 30° or less off of the final approach course, a straight in
approach should be expected and the approach should be flown to reach the MDA at the
VDP. (Calculate the VDP if unpublished. Refer to the non-precision approach section)

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Circling Approaches
APPLICATION

Circling allows a pilot to take advantage of an instrument approach, then maneuver towards a runway
of their choice and land visually. Not all instrument approaches are approved for circling, but some
must end in a circle to land. Maneuvering for landing visually in IMC can be hazardous and requires
great discipline, skill, decision making, and situational awareness.

CONFIGURATION

1. Fly the precision or non-precision approach until breaking out at or above circling minimums.
2. Once the airport is in site, maintain altitude and maneuver as appropriate for the runway.
(Do not descend below CMDA and do not climb back into the clouds while maneuvering)
3. Once the aircraft is in a position to land safely, configure for landing and descend below CMDA.

EXECUTION

1. Circling approaches transition the aircraft from instrument

flight to visual flight. A professional pilot will maintain the
integrity, when possible, of the normal traffic pattern. VFR
traffic in the area always have the right of way. Plan ahead
to sequence with traffic as necessary. Circling approaches at Cedar City airport should be
conducted under extreme caution. Especially when RWY20 is in use. Try and utilize other airports
when possible and avoid flying opposite direction of the current traffic pattern.

2. If/when the airport environment is lost, a missed approach should be conducted. Since the pilot is
no longer on a segment of the published missed approach. The Pilot should use situational
awareness and their aeronautical “knowhow” to begin a climbing turn to re-intercept the missed
approach course. The turn should be conducted towards a known safe direction. Generally,
towards the runway; however, this is not always the case due to terrain.

3. Circling approaches must be conducted within the minimum circling radius appropriate for the
speed of the aircraft. If the approach was developed after 2012, this symbol will be on the
procedure and altitude will also affect the allowable distance. Refer to the following chart:

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Missed Approaches

APPLICATION

There are never any guarantees that you will break out of the clouds at the end of your approach.
Hence, every approach should be flown with the intention of going missed. In CRM environments
the pilot flying will execute the approach to minimums and the missed unless the other pilot sees
the runway and calls to abort the missed approach procedure.

CONFIGURATION

1. Before beginning any instrument approach procedures (IAP) brief the approach; including the
missed approach instructions.
2. When reaching the MAP execute the 5 C’s of a go around.
Cram- the power (throttle and prop) full forward smoothly
Climb- first stop the descent rate without sacrificing airspeed, then pitch for Vy
Clean- Once obstacles are clear and the aircraft is climbing, flaps 50% above 71KIAS+½GF,
flaps 0% above 85 KIAS+½GF, accelerate to 95 KIAS
Corse- Load and follow the required navigation or heading for the missed approach procedure
(Use the go around or suspend function to load the missed approach)
Call- The appropriate ATC and inform them of your decision to go missed and your
intentions thereafter

EXECUTION

1. A pilot may decide to conduct a missed approach during any point of an instrument approach
procedure. However, a missed approach can only be performed from the missed approach point
(MAP). If you decide to execute a missed approach early, proceed to the (MAP) at the highest
altitude possible and fly the procedure as published.
2. Precision vs Non-precision approaches:
Precision approaches will have a MAP that is defined by an altitude on the glideslope called the
decision altitude (DA). When the DA is reached the pilot must make the decision to go missed
if legal requirements to continue are not met. Because the aircraft will be descending on the
approach, the aircraft will likely descend below the DA as the pilot performs the 5 C’s. This is
acceptable and expected.
Non-precision approaches will have a MAP that is defined by a location. Pilots should plan their
decent to reach the visual descent point (VDP) at their minimum decent altitude (MDA).
However, the MDA may be reached before the VDP. If this occurs, the aircraft may not
descend below the MDA and must maintain at or above MDA until reaching the MAP.
3. For missed approaches from a circle approach, follow the execution section from circling approaches.

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Lost Communications
APPLICATION

Maintaining communications with ATC while flying IMC is a legal requirement because it is integral
to safe operations. When coms fail and this communication is not possible, pilots must maintain
predictable operations to stay predictable and obtain a sufficient level of safety.

CONFIGURATION

1. Identify that lost coms has occurred.

2. Troubleshoot the com equipment.
3. Squawk 7600 and continue making radio calls in the blind.
4. Evaluate conditions and execute the appropriate lost com procedure.
VFR Untowered Airport-
Determine the safest airport and routing.
Continue while exercising extra vigilance with traffic scanning.
VFR Towered Airport-
Look to the tower for light gun signals and comply as appropriate.
Continue while exercising extra vigilance with traffic scanning.
IFR in VMC-
Follow the VFR procedure as appropriate for towered or untowered airports.
IMC-
Determine vertical nav and climb as appropriate. (MEA)
Determine lateral nav and proceed as appropriate. (AVEF)
Calculate times.
Fly the approach and land as appropriate.
Continue while exercising extra vigilance with traffic scanning.

EXECUTION

1. Identification: There is no standard radio call or instrumentation indication to tell the pilot they
are experiencing a radio failure. Professional pilots must maintain excellent situational
awareness at all times and pay attention to the times when it becomes quite, a little too quite.
2. Troubleshoot: Before you declare an emergency, make sure you have a com failure and are
not just dealing with pilot error. Check current frequency, volumes, squelch, intercom
selections, ISO settings, headsets, cords, and headset batteries.
3. Report Loss Communications and declare an emergency by changing the squawk code to
7600 on the transponder. You never know if the failure is on your side or theirs. Professional
pilots will continue to broadcast radio transmissions in the blind in case controllers can hear
you and you are only having a reception issue. When making in the blind calls, add “in the
blind” to your tail number.
4. Determine the required altitude to be flown (M.E.A). Chose the Highest of the three options
for the phase of flight you’re in.
MEA. Minimum Enroute Altitude
Expected Altitude
Assigned Altitude
5. Determine the lateral course to be flown (A.V.E.F.): In priority.
Assigned clearance or course
Vectored to
Expected clearance
Filed flight plan
6. Calculate Times. You will need to know the time and fuel required to travel to a checkpoint, as
well as the time you will be expected to leave a checkpoint to maintain predictable operations.
Arrival times:
ETE. Calculate your time enroute.
ETA. Calculate and plan to arrive (touchdown) at the destination, at this time.
Departure times:
EFC. Depart your clearance limit at this time.

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Compass Turns
APPLICATION

The compass has been a foundational instrument for lateral navigation sine the 11 th century. The
modern Directional Gyro (DG) and/or Horizontal Situation Indicator (HSI) provide easier means of
lateral navigation due to the lack of dip errors. However, both of these instruments must reference the
compass for setup and when failures occur a professional pilot must be able to use the compass with
the same precision and familiarity as other sources to execute instrument procedures under
challenging circumstances.

CONFIGURATION

1. Perform the 4R procedure for the instrument failure.

RECOGNIZE the failure. In the G1000, the system will display a Red “X” across the
instrument. Analog gauge failure may be more difficult to detect by comparing nav and
compass information to the heading instrumentation.
REMOVE the failed instrument from your scan and replace it with the compass. Cover
failed instruments as appropriate.
RECOVER control of the aircraft from any heading deviation or unusual attitude that may
have occurred.
REPORT the problem to ATC as soon as possible and declare an emergency.

2. Once the failure has been dealt with, use the following procedure to navigate with the compass:
Determine the desired heading by referring to the current procedure or ATC instructions.
Determine your current heading by looking at the compass.
Determine the type of turn required.
If the turn is more than 30° from the current heading, perform a compass turn.
If the turn is less than 30° from the current heading, perform a timed turn.
Determine the turn direction.
Start a standard rate turn immediately.
Calculate the roll out heading.
Roll out when the calculated heading is reached.

EXECUTION

1. Most aviation compasses have a viewing window of 30°, hence the memory aid “If you see it, TIME IT.”
If the compass displays more than 30° (like the SR20 (60°)) the pilot must visualize the 30° timed
turn zone. Anything not in the timed turn zone is a compass turn.

2. Turn direction:
Start by identifying the cardinal direction closest to your current heading. In this case the
cardinal direction would be west.
Move to the opposite side of the cardinal direction
(left), and label every 30° starting at the opposite
cardinal direction (S). (If the current heading is a
cardinal direction, it does not matter which side you
start on.)
Once you have reached headings that are
displayed on the compass, you have identified
a turning zone. All other headings will be in
the opposing turning zone.
Remember to run away from compass
turns. The zone located on the left is
the right turn zone and vice versa.

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3. Standard rate turns:

The turn should be initiated immediately after determining the direction of turn. Delays
caused by the pilot trying to calculate the rollout heading prior to turn will lead to poor
procedure execution and ATC frustration. There will be plenty of time for a competent
professional pilot to calculate the rollout heading in the turn.
You will only be using the compass for navigation when your gyroscopic instruments have
failed. Your standard rate turn indicator is a gyroscopic instrument and will likely be
inoperative during compass turns. Because of this it is usually required to calculate
standard rate for compass turns. This can be accomplished by finding 15% of your TAS.
A fast way to do this in your head is the 10+½ rule. (If your TAS is 130, your standard
rate turn would be 19.5° of bank (13+6.5). If your TAS was 140, standard rate would
require 21° of bank)
4. Calculating the rollout heading:
The amount of heading correction factor (HCF) required to calculate the rollout heading is
dependent on the aircraft’s position on the globe. This is due to magnetic dip errors. The
compass will align with the earth’s magnetic field’s lines of flux to provide lateral guidance.
However, these lines of flux are not entirely lateral. As you approach the poles the lines of
flux become increasingly vertical causing the compass to dip. To compensate for magnetic dip
the pilot must apply a HCF using the Undershoot North, Overshoot South (UNOS)
acronym in the northern hemisphere (the opposite is true in the southern hemisphere).
To calculate the HCF the following procedure should be used:
Determine the hemisphere (north UNOS, south ONUS).
Determine the approximate general latitude (nearest 30°)
In Utah use 30°. If in Canada use 60°. If near the equator use O°.
Apply dip correction to the desired heading as appropriate.
Dip error is at its maximum at N/S headings (+/- 100% of latitude)
Dip error is at its minimum at E/S headings (+/- 0% of latitude)
For intermediate headings interpolate % latitude as appropriate.
Once the HCF is determined, apply HCF to the desired heading to find the rollout
heading required.

5. Rollout and follow up:

Rollout should be led by ½ the bank angle as is true of all turns. As the bank angles required
for standard rate should be relatively shallow (and are limited to 25° for faster aircraft due to
ICAO guidance) this will be a relatively small correction (usually about 10°).
If the rollout is performed smoothly on the correct rollout heading – ½ bank angle, the
resulting heading should be the desired heading. However, we don’t live in a perfect world.
Inaccuracies experienced due to pilot error, instrument error, and wind will be compensated
for by performing a timed turn to heading if necessary.

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Timed Turns

APPLICATION

Timing your turns is a good habit that all professional pilots should have. This practice will
develop superior situational awareness and enhanced capabilities in emergency situations.

CONFIGURATION

1. Perform the 4R procedure for the instrument failure.

RECOGNIZE the failure. In the G1000, the system will display a Red “X” across the
instrument. Analog gauge failure may be more difficult to detect by comparing nav and
compass information to the heading instrumentation.
REMOVE the failed instrument from your scan and replace it with the compass. Cover
failed instruments as appropriate.
RECOVER control of the aircraft from any heading deviation or unusual attitude that may
have occurred.
REPORT the problem to ATC as soon as possible and declare an emergency.

2. Once the failure has been dealt with, use the following procedure to navigate with the compass:
Determine the desired heading by referring to the current procedure or ATC instructions.
Determine your current heading by looking at the compass.
Determine the type of turn required.
If the turn is more than 30° from the current heading, perform a compass turn.
If the turn is less than 30° from the current heading, perform a timed turn.
Count the degrees of change.
Determine the turn direction.
Start a half standard rate turn.
Start the timer.
Calculate the roll time.
Roll out when the calculated time is reached.

EXECUTION

1. Timed turns are only used for small heading changes (see compass turn execution).
Because of this standard rate turns are too aggressive and half standard rate turns must be
used for timed turns.
2. Counting the turn: At half standard a full 360° turn will take 4 min.
(180°=2min 90°=1min 45°=30sec 30°=19.9sec 10°=6.6sec 5°=3.3sec)
This math is too complicated for inflight calculations so we will simplify it to 3 seconds for
every 5°, the resulting error from rounding will be less than pilot error and insignificant for
turns under 30°. To use this formula:
Find the desired heading on the compass.
Start at the current heading and count the
tick marks to the desired heading.
Turn the aircraft the opposite direction of
counting. (run away from the compass)
Start the timer.
Times the number of tick marks by 3
Smoothly roll wings level when the desired time is reached. The time can be tracked
using one of three methods:
Counting the time. (1 alligator, 2 Mississippi)
The onboard timer
Noting the time on the onboard clock

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Partial Panel Operations

APPLICATION

Maintaining complete operational control of an aircraft during an emergency is mandatory for all
those who profess the title of “professional pilot.” Sooner or later you WILL encounter an
instrument failure during your aviation career. Handling the increased workload and decreased
capabilities that come with such a situation requires serious and purposeful training.

CONFIGURATION

1. Select the appropriate failure level for the situation and student capabilities:
Levels of failure modes possible include:
Introductory level: scan adjustment.
1. Randomly select instruments and cover them to help the student learn how to adjust
their scan for various instrument failures.
Beginning Level: PFD failure.
1. Press Menu (PFD). Highlight the AUTO DIM and change it to MANUAL. Use the small
control knob and twist the % down to zero.
2. The pilot should press the Red Reversionary Mode button and transfer the PFD to
replace the MFD.
3. (Return PFD Brightness). Press Menu on the center console. Using the FMS knob select
Manual and change it to AUTO. Press Enter. The PFD screen should return.
Intermediate Level: ADC / AHRS failures.
1. Pull the “ADAHRS 1” Circuit breaker. (Found second row down and third from the back).
2. Press “PFD OPT” soft-key button on the PFD > SENSORS > AD OR AHARS > AD1 OR
AHARS 1. This will cause RED “X” to cover the Air Data flight instruments or the
Gyroscopic flight instruments.
Advanced Level: Complete ADAHARS failure.
1. Follow steps for the Intermediate Level.
2. Plus, this time disable both systems. AD1 and AHARS1.

2. For all failure levels report the Failure to ATC using the 4R’s.
Recognize there is a problem.
Recover from any possible unusual attitude.
Remove the failed flight instruments. Adjust your instrument scan.
Report and advise ATC of the failure and your intentions.

EXECUTION

1. Partial panel operations are, at their core, little more than scan adjustment drills. There are two key
elements a pilot must be proficient at to satisfactorily accomplish partial panel operations:
Scan adjustment: Most instrument aircraft have redundant instruments to give the pilots options
in the event of a failure. However, the additional workload of using unfamiliar instruments in
unfamiliar locations can be substantial. To combat this, professional pilots must obtain and
maintain currency and proficiency in adjusting for partial panel operations.
Tools vs Crutches: Partial panel operations serve as an effective crutch exposer. If a tool is taken
away, you can always use another tool, but if a crutch is taken away, you will fall flat on your
face. Exposing crutches in training and transforming them into tools is a critical process that all
professional pilots must endure to ensure no crutches remain to be exposed by real life situations
that can and will occur in the professional aviation environment.
2. Using the above configurations; practice climbs, descents, compass turns, timed turns, recovery from
unusual attitudes, non-precision approaches, and precision approaches. A professional pilot will be
proficient in flying IMC during all phases of flight, using the most advanced partial panel conditions.
3. The IFR instrument scan must adapt and compensate during partial panel. Use primary and secondary
information to rebuild the scan. Remember to always include the magnetic compass in the scan.
4. You will notice when a pilot loads an instrument approach using the Reversionary Mode the layout will
be different. Use the center control panel and FMS knob to navigate the programing.
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Section 3

Commercial / CFI

Maneuvers

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Cockpit Management

APPLICATION

Cockpit management is an essential skill that will allow a professional pilot to manage the
equipment and people (crew and passengers) that affect operation in the cockpit. Poor cockpit
management will cause delays, miscommunications and distractions that can have a large impact
on flight safety while a systematic method for managing the cockpit environment can lower pilot
workload and increase predictability and communication.

CONFIGURATION

There are three essential elements that must be considered when you are setting up your cockpit
management. The three things you must consider before you FLY are:
Flight crew / passengers
Legal requirements
Your preparation

EXECUTION

Flight crew / passengers

Flight Crew and Passengers must be briefed to ensure that everyone has the information they need
and they understand their roles in both normal and emergency operations. Passengers should be
briefed to maintain SAFTEY while crew need to be briefed to prevent workload saturation which could
turn them into a WET PUPPY.

F33A Brief
Passenger Brief Crew Brief
Seat and seatbelt usage Weather information
Air Vents / Oxygen / No smoking Environment brief (runway, departure,
Fire Extinguisher location/ usage instrument procedures, NOTAMS, TFRs)
Exits location / usage Transfer of Controls procedure (3-way)
Traffic Vigilance PIC (whose it gunna be?)
Your expectations Use of equipment
(Emergency gear extension / Performance (RA,TRD,TAP)
Sterile Cockpit, emergency Plan of action for emergencies
checklist usage) Your purpose for flight
(Syllabus objectives)

7GCAA Brief
Passenger Brief Crew Brief
Seat and seatbelt usage Weather information
Air Vents / Oxygen / No smoking Environment brief (runway, departure,
Fire Extinguisher not onboard instrument procedures, NOTAMS, TFRs)
Exits location / usage Transfer of Controls procedure (3-way)
Traffic Vigilance PIC (whose it gunna be?)
Your expectations Use of equipment
(Sterile Cockpit, emergency Performance (RA,TRD,TAP)
checklist usage) Plan of action for emergencies
Your purpose for flight
(Syllabus objectives)

Refer to section 1 for legal requirements and your preparation.

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Preflight Check

APPLICATION

The preflight check is performed prior to operating the aircraft to ensure continued airworthiness
and detect any conditions adversely affecting the safety of flight. Mechanical components rarely fail
without first showing signs of fatigue. The vast majority of inflight emergencies could be avoided by
a knowledgeable pilot conducting a thorough preflight. A professional pilot should understand every
nut and bolt, every system on their aircraft. Only then can discrepancies be consistently detected
before safety is affected. This can be a daunting task so start by asking a question of the day. Every
time a preflight is conducted the student should find something about the aircraft they do not
understand and ask a question.

CONFIGURATION

F33A
Maximum Fuel – 74 Gallons Usable (80 Gallons Total)
Standard Fuel – 32 Gallons per side (Gashes) (64 Gallons Total)
Fuel Minimums – All flights must be completed with SUU minimums (FAA mins + 10)
Oil Quantity Max - 12 quarts
Oil Quantity Min – 10 quarts (if the oil quantity could reasonably drop below 10 quarts during the flight,
the pilot should add oil during the preflight. Oil should be added in increments of 1 quart)
Brake Lining Min – 50 thousandths of in inch (roughly the width of a dime)

7GCAA
Maximum Fuel – 35 Gallons Usable (36 Gallons Total)
Standard Fuel – 10 Gallons per side (20 Gallons Total)
Fuel Minimums – All flights must be completed with SUU minimums (FAA mins + 10)
Oil Quantity Max - 7 quarts
Oil Quantity Min – 5 quarts (if the oil quantity could reasonably drop below 5 quarts during the flight,
the pilot should add oil during the preflight. Oil should be added in increments of 1 quart)
Brake Lining Min – 50 thousandths of in inch (roughly the width of a dime)

EXECUTION

Preflight inspection must be performed and found satisfactory by both the student and the instructor
prior to flight. Any concerns must be resolved with maintenance prior to flight.
1. Perform a thorough preflight in accordance with the aircraft manual and SUU checklist
2. Have the checklist in hand while conducting the preflight.
3. Flow through each section of the preflight and then verify completion using the checklist.
4. Note the following special emphasis areas of the F33A:
Engine cowling secured forward and aft on both sides
Uplock roller free and cable in good condition
Flap tracks lubricated and uncracked
Gascolator door secured
5. Note the following special emphasis areas of the 7GCAA:
Inspect the drain hole on the bottom of the rear strut
Ensure the fuel caps are on securely
Inspect the stringers on the empennage for any damage
Tailwheel attachment hardware secure, no cracks in leaf springs
Baggage door indication dots aligned
Fabric on the bottom of the empennage no rips or tears

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Starting Procedures

APPLICATION

Learning to “speak engine” is an essential skill a professional pilot must develop. This will greatly
affect a pilot’s ability to start an engine effectively but also the ability to run the engine properly
during normal operations and detect as well as properly diagnose engine problems in abnormal or
emergency situations.

CONFIGURATION

Avionics – off to avoid damage from uneven current flow during start
Lights – on as appropriate for conditions (day – strobes/beacon) (night – position)
Prime – as appropriate for engine and ambient air temperatures
Area – clear visually and verbally (3 seconds)

EXECUTION

1. Follow the starting execution in section 1 with the following adjustments.

F33A
Prime
 Evaluate the engine temp and ambient air temp before start.
i. For a cold start, prime until fuel flow peaks, hesitate for .5 seconds to ensure
maximum fuel flow, and then turn the fuel pump off.
ii. For a warm start, prime until the fuel flow climb begins to slow, then turn off the
fuel pump as the needle is reaching peak fuel flow.
iii. If vapor lock is suspected, purge the fuel system before priming by following the
procedure on page 4-8 of the F33 POH.
Start
 Engage the starter and crank the engine until the engine fires (don’t exceed starter limits)
i. Continue to hold the starter for half a second after the engine fires to allow
multiple cylinders to fire before disengaging the starter.
ii. If vapor lock is suspected it may be necessary to momentarily energize the electric
fuel pump to ensure continued fuel flow.
After Start
 Set the throttle lever to 1000 RPM
 Check the starter energized warning is off
 Check oil pressure in the green within 30 seconds
 Alt on, and check warning light off, and electrical load rising
7GCAA
Prime
 Evaluate the engine temp and ambient air temp before start.
i. For a cold start, prime for 6 pumps and secure.
ii. For a warm start, prime between 0 and 4 pumps depending on temp.
Start
 Engage the starter and crank the engine until the engine fires (don’t exceed starter limits)
i. Position the flight controls so you are prepared to receive airflow prior to start.
ii. If the engine does not fire, ensure you have both ignition switches set on
iii. If the engine does not turn, turn the ignitions off and the instructor will turn the
propeller until the starter solenoid is allowed to engage, then turn the ignitions on
and retry the starting procedure.
After Start
 Set the throttle to 1000 RPM
 Check the starter energized warning is off
 Check oil pressure in the green within 30 seconds

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Traffic Pattern F33A

APPLICATION

The traffic pattern is used to standardize traffic flow in the terminal area while setting up for a
stabilized approach. Standardizing the traffic flow allows better predictability and situational
awareness. Stabilizing the approach allows for consistency and safety in recognizing poor set up
before the pilot runs out of options.

CONFIGURATION

F33A
DEPARTURE LEG
1. Gear up when out of usable runway and accelerate to Vy (96KIAS)
2. Reduce manifold to 25” then reduce RPM to 2500 when performance is sufficient
3. Turn crosswind at a safe altitude (maintain noise abatement procedures)

CROSSWIND LEG
1. Clear then advise CTAF turning crosswind in the turn
2. Turn downwind at approximately 1 mile away from the runway

DOWNWIND LEG
1. Clear then advise CTAF turning downwind in the turn
2. Set manifold to 15” then reduce RPM to 2300
3. Complete pre-landing check before midfield downwind
4. Abeam landing point check speed (below 154 KIAS) and lower landing gear
(“Hear it. Feel it. See it. 3 green”) and 15° flaps
(Don’t take your hand off of the landing gear handle until you see and verbalize three green)
5. Decelerate through 105 KIAS
6. Turn base approximately 200 feet below TPA, 45° to the landing point

BASE LEG
1. Clear then confirm “3 green” and advise CTAF turning base in the turn
2. Set power as appropriate to intercept glideslope on final
3. Set flaps to 30°
4. Decelerate through 95 KIAS
5. Turn final on center line approximately 500’ AGL

FINAL LEG
1. Clear then confirm “3 green” and advise CTAF turning final in the turn
2. Decelerate to final approach speed 85 KIAS+½GF
3. Short final call ”3 green, stable, clear to land”
4. Cowl flaps open and prop full

EXECUTION

1. These procedures must be modified to meet the current requirements of the day. Traffic,
weather, and aircraft capabilities will all change what the traffic pattern should look like.
Effective situational awareness should be a key focus item in the traffic pattern. Always
remember to Aviate (maintain proper aircraft control), Navigate (try to hit your number and
distances adjusted for the situation), and Communicate (make good position reports and
communicate your intentions effectively with others in the area), in that order.
2. The “3 green” call also assumes the disagreement (red) light is extinguished

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Traffic Pattern 7GCAA

APPLICATION

The traffic pattern is used to standardize traffic flow in the terminal area while setting up for a
stabilized approach. Standardizing the traffic flow allows better predictability and situational
awareness. Stabilizing the approach allows for consistency and safety in recognizing poor set up
before the pilot runs out of options.

CONFIGURATION

7GCAA
DEPARTURE LEG
1. Accelerate to Vy (75 MPH)
2. Reduce RPM as necessary to maintain below 2700
3. Turn crosswind at a safe altitude as appropriate for other traffic

CROSSWIND LEG
1. Clear then advise CTAF turning crosswind in the turn
2. Turn downwind at approximately ½ mile away from the runway

DOWNWIND LEG
1. Clear then advise CTAF turning downwind in the turn
2. If other traffic is on downwind announce if you are planning number 1 or 2 in sequence
3. Downwind will be lower than normal (approximately 800 AGL) due to slower aircraft speed
4. Reduce RPM to 2300
5. Complete pre-landing check before midfield downwind
6. Abeam landing point reduce RPM to 1400
7. Decelerate through 95 MPH
8. Turn base approximately 200 feet below TPA, 45° to the landing point

BASE LEG
1. Clear then confirm “gear down” and advise CTAF turning base in the turn
2. Set power as appropriate to intercept glideslope on final
3. Decelerate through 85 MPH
4. Turn final on center line approximately 500’ AGL

FINAL LEG
1. Clear then confirm “gear down” and advise CTAF turning final in the turn
2. Decelerate to final approach speed 75 MPH+½GF
3. If a 3 point landing is desired, continue slowing to 65 MPH+½GF
4. Short final call ”gear down, stable, clear to land”

EXECUTION

1. These procedures must be modified to meet the current requirements of the day. Traffic,
weather, and aircraft capabilities will all change what the traffic pattern should look like.
Effective situational awareness should be a key focus item in the traffic pattern. Always
remember to Aviate (maintain proper aircraft control), Navigate (try to hit your number and
distances adjusted for the situation), and Communicate (make good position reports and
communicate your intentions effectively with others in the area), in that order.
2. The Citabria is slower and more maneuverable than most other fixed wing aircraft. As such it
is expected that the Citabria pilot will adjust their traffic pattern to allow for normal pattern
work for any other fixed wing in the pattern. Flying modified patterns at speeds and altitudes
that vary from these configurations will often be necessary.
3. Always have a plan on how you are going to integrate with other traffic. Then communicate
that plan with other traffic in the pattern. Remember to keep in mind that most other traffic is
faster than you and will catch up if you don’t give adequate spacing from behind.

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Normal Takeoff and Climb

APPLICATION

A normal takeoff is the foundation all other takeoffs are built on and will be the most common
takeoff performed during normal operations.

CONFIGURATION

F33A
1. Set and visually verify flaps up and prop full
2. Landing light – on
3. Clear the runway (VLE) and cross the hold short line
4. Smoothly apply full power (this should take approximately 3 seconds)
5. Verify and call out aircraft performance checks
“gauges green, airspeed alive, performance checks”
6. Pitch for Vy attitude (approximately 5 degrees nose up)(96 KIAS+½GF)
7. Out of usable runway - retract gear
8. Reduce manifold to 25” then reduce RPM to 2500.

7GCAA
1. Landing light – on
2. Clear the runway (VLE) and cross the hold short line
3. Smoothly apply full power (this should take approximately 3 seconds)
4. Maintain centerline control with rudder; turning tendencies will be amplified in tailwheel aircraft
5. Verify and call out aircraft performance checks
“gauges green, airspeed alive, performance checks”
6. Lift the tail to flight level when airflow allows (40 MPH)
7. If a 3-point takeoff is desired hold controls neutral until liftoff
8. Pitch for Vy attitude (approximately 10 degrees nose up)(75 MPH+½GF)

EXECUTION

1. Follow the normal takeoff execution from section 1 plus:

2. As pilots gain more experience there is a temptation to develop the mindset that normal
takeoffs are not important, or that they are easy. This mind set of taking fundamental
maneuvers for granted will develop lazy pilots with bad habits. Don’t get lazy! Execute every
normal takeoff with precision. If you are 1 foot off centerline, fix it! If you took 100 feet more
than planned on takeoff, recognize that it happened and make sure you understand why it
happened so you can fix it next time.
3. Remember, practice does not make perfect. Practice ingrains neural pathways, it makes habits.
Only perfect practice makes perfect. Lazy, sloppy, oblivious practice only deepens the hole you
will need to climb out of if you ever hope to truly become a “good pilot”. So pay attention to
your thoughts while performing maneuvers, especially “normal” maneuvers, because your
thoughts will determine your focus. Your focus will dictate the actions you decide to take. Your
actions will determine what you experience and that experience will determine your habits as a
pilot. Eventually those habits, if allowed to flourish, will form your character; the very essence
of who you are as a pilot. So, the next time you are performing a “normal” procedure, take a
second to ask yourself, “Is this who I want to be?”

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Normal Approach and Landing

APPLICATION
Going up is optional, coming down is mandatory. A normal landing is the foundation for all other
landings. It will be the most common landing performed during normal operations.

CONFIGURATION

F33A
1. Abeam landing point extend gear (“Hear it. Feel it. See it. 3 green”) and flaps 15° (below 154 KIAS)
2. Decelerate through 105 KIAS
3. Turn base approximately 200 feet below TPA, 45° to the landing point
4. Clear then call “3 green” and advise CTAF turning base in the turn
5. Set power as appropriate to intercept glideslope on final
6. Set flaps to 30° (below 123 KIAS)
7. Decelerate through 95 KIAS
8. Turn final on center line approximately 500’ AGL
9. Clear then call “3 green” and advise CTAF turning final in the turn
10. Decelerate to final approach speed (Vref 85 KIAS plus half gust factor)
11. Establish an “aiming point” approximately 500 feet short of your intended point of landing
12. Pitch for airspeed, Power for descent rate
13. Short final check call ”3 green, cowl flaps open, prop full, stable, cleared to land”
14. Begin the round out and flare appropriate for pilot level (S/A)
15. Pitch for descent rate to obtain ground contact and 0 FPM descent at the same time
16. If the approach becomes destabilized or uncontrolled, execute the 4C procedure
17. If a touch and go is performed, execute the 3C procedure
18. If a full stop is performed, complete the after-landing check after clear of the hold short line
7GCAA
1. Abeam landing point reduce power to 1400 RPM
2. Decelerate through 95 MPH
3. Turn base approximately 200 feet below TPA, 45° to the landing point
4. Clear then call “gear down” and advise CTAF turning base in the turn
5. Set power as appropriate to intercept glideslope on final
6. Decelerate through 85 MPH
7. Turn final on center line approximately 500’ AGL
8. Clear then call “gear down” and advise CTAF turning final in the turn
9. Decelerate to final approach speed (Vref 75 MPH plus half gust factor)
10. If a three-point landing is desired, continue to slow to 65 MPH+½GF
11. Establish an “aiming point” approximately 500 feet short of your intended point of landing
12. Pitch for airspeed, Power for descent rate
13. Short final check call ”gear down, stable, cleared to land”
14. Begin the round out and flare appropriate for pilot level (S/A)
15. Pitch for descent rate to obtain ground contact and 0 FPM descent at the same time
16. If the approach becomes destabilized or uncontrolled, execute the 4C procedure
17. If a touch and go is performed, execute the 3C procedure
18. If a full stop is performed, complete the after-landing check after clear of the hold short line

EXECUTION

1. Follow the normal landing execution of section 1 plus:

2. Pay attention to the details! Any bad habits that you bring from earlier training will be
amplified in more advanced aircraft.
3. Slow down! Remember that slow is smooth and smooth is fast! In order to keep up with the
aircraft you need to be slow and smooth.
4. Large, jerky inputs are going to get large jerky responses! Be nice to the plane and it will fly
nicely for you. Especially in windy conditions. You can’t control the wind but you can control
your response. Do your responses minimize the gust or amplify it?

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Soft-Field Takeoff and Climb

APPLICATION

Soft field techniques should be used when the field is soft. No surprise there but these techniques
apply to more than just grass and dirt strips. Operations on contaminated (snow/ice/water) and poor
condition paved runways should use soft field procedures as well.

CONFIGURATION

F33A
1. Follow normal takeoff configuration plus:
2. Maintain soft field taxi procedures while lining up
3. When taking off, s l o w l y increase throttle (10 seconds or longer)
4. When elevator effectiveness is sufficient, balance the aircraft on the roll
(Ground to prop clearance = ground to tail clearance) (Nose wheel approximately 6” AGL)
5. Once the aircraft lifts off, maintain ground effect (1-foot AGL) until Vy (Vx if obstacles require)
7GCAA
1. Follow normal takeoff configuration plus:
2. Maintain soft field taxi procedures while lining up
3. When taking off, s l o w l y increase RPM (10 seconds or longer)
4. When elevator effectiveness is sufficient, balance the aircraft on the roll
(Ground to prop clearance = ground to tail clearance) (Tail approximately 1’ below flight level)
5. Once the aircraft lifts off, maintain ground effect (1-foot AGL) until Vy (Vx if obstacles require)

EXECUTION

1. Follow the soft field takeoff execution of section 1 plus:

2. Aircraft awareness is critical for proper soft field (or any wheel landing) execution. Pay attention to
the location of critical components of your aircraft. (Wheels, prop, tail, wings, etc.) Once you know
where the components of your aircraft are located in flight, be purposeful with where you place
them in order to accomplish the most effective profile for the maneuver.

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Soft-Field Approach and Landing

APPLICATION

Soft field landing techniques should be used whenever debris may be present on the landing field or if
the ability of the landing gear to support the aircraft is in doubt. This can apply to a variety of paved,
unpaved, and emergency landing areas as well as emergencies involving compromised landing gear.

CONFIGURATION

F33A
1. Follow normal landing configuration plus:
2. Touchdown must be soft, minimal energy, and balanced
3. Maintain a balanced aircraft on the roll until elevator effectiveness won’t allow
4. Maintain soft field taxi procedures
7GCAA
1. Follow normal landing configuration plus:
2. Touchdown must be soft, wheel profile, and balanced
3. Maintain a balanced aircraft on the roll until elevator effectiveness won’t allow
4. Maintain soft field taxi procedures

EXECUTION

1. Follow the soft field approach and landing execution of section 1 plus:
2. As the aircraft slows, flight controls will become less effective due to lower airflow. This will
require more deflection in order to maintain the same profile. Once full scale deflection has
been reached, the aircraft can no longer be held in the desired profile. However, controls
should still remain at full scale deflection to maximize ground clearance. In a tailwheel
aircraft this will require a change from full forward elevator just before tailwheel touchdown,
to full aft elevator once the tail is on the ground.
3. In the 7GCAA, the balanced soft field profile will place the tail approximately 1’ lower than
the standard flight level profile. This will maximize ground clearance while increasing the AOA
of the wing as much as possible. This profile will make the aircraft harder to control and will
require better rudder control than a normal wheel landing.

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Short-Field Takeoff and Maximum Performance Climb

APPLICATION

Short field techniques should be used whenever the field is short. This can occur due to a short runway
distance or a portion of the runway becoming unusable due to the presence of an obstacle.

CONFIGURATION

F33A
1. Follow the normal takeoff configuration plus:
2. Position the aircraft at the end of the runway to maximize usable space.
3. Apply full power and verify “gauges green” while holding brakes.
4. Release the brakes and hold the aircraft at a level pitch attitude until just before Vx
(77 KIAS+½GF).
5. Move the “performance checks” call to TAP instead of 50%TRD and add the word “continuing”
6. Rotate briskly to the appropriate Vx attitude for the aircraft weight just before Vx is indicated
7. Gear up out of usable (up at simulated OOU if electric gear, up at actual OOU if hydraulic gear).
8. Once the obstacle is clear (approximately 2 seconds for 50 feet) pitch to a Vy attitude.
7GCAA
1. Follow the normal takeoff configuration plus:
2. Position the aircraft at the end of the runway to maximize usable space.
3. Apply full power and verify “gauges green” while holding brakes.
4. Release the brakes and hold the aircraft at a level pitch attitude until just before Vx
(58 MPH+½GF).
5. Move the “performance checks” call to TAP instead of 50%TRD and add the word “continuing”
6. Rotate briskly to the appropriate Vx attitude for the aircraft weight just before Vx is indicated
7. Once the obstacle is clear (approximately 2 seconds for 50 feet) pitch to a Vy attitude.

EXECUTION

1. Follow the short field takeoff execution of section 1 plus:

2. The wings are the largest drag producer on takeoff roll. Position the wings level to minimize drag.

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Short-Field Approach and Landing

APPLICATION
Solid energy management skills required to perform a short field landing are a must have in the tool
box of any professional pilot. Whether it’s getting into a small airport, or upgrading to a larger
aircraft (which makes all airports smaller), this skill is mandatory to ensure safe operations.
CONFIGURATION
F33A
1. Follow the normal landing configuration plus:
2. Approach must be stable on speed Vref (85KIAS+½GF)
3. Approach must be at or above glide slope (for the landing point) to ensure obstacle clearance
4. Touchdown must be at the desired point
5. Maximum braking procedure must be demonstrated immediately after touchdown(Maximum
braking may be discontinued before the aggressive braking phase for simulated short fields)
7GCAA
1. Follow the normal landing configuration plus:
2. Approach must be stable on speed Vref (65MPH+½GF)
3. Approach must be at or above glide slope (for the landing point) to ensure obstacle clearance
4. Touchdown must be at the desired point in the three point attitude
5. Maximum braking procedure must be demonstrated immediately after touchdown(Maximum
braking may be discontinued before the aggressive braking phase for simulated short fields)
EXECUTION
1. Follow the short field landing execution of section 1 plus:
2. Short field approaches should always land with minimal energy remaining near the back of the
AEZ. While short field landings can be made toward the front of the AEZ, any extra energy carried
into the landing will result in substantially longer stopping distances. Because of this fact, all short
field landings in a tailwheel aircraft should be in the 3 point profile. While the ideal 3 point will be
performed with all 3 wheels touching at the exact same time, when performing short field
landings (or learning to perform 3 Point landings), touchdown should be slightly tail wheel first.

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Forward Slip to Land

APPLICATION

The forward slip is a helpful tool a professional pilot can use to increase descent rate without
increasing airspeed when power management and configuration alone are not enough.

CONFIGURATION

F33A
1. Follow the configuration for normal approach plus:
2. Set up the approach well above glide slope without configuration
3. Reduce power to idle and evaluate
4. Apply gear down and 30° flaps, then evaluate (“Hear it. Feel it. See it. 3 Green”)
5. If power and configuration are insufficient, initiate the slip by applying full right rudder
6. Pitch for 85 KIAS+½GF and aileron for runway centerline
7. Just before desired glide slope intercept, neutralize controls and proceed with normal approach
7GCAA
1. Follow the configuration for normal approach plus:
2. Set up the approach well above glide slope
3. Reduce power to idle and evaluate
4. If power is insufficient, initiate the slip by applying full right rudder
5. Pitch for 75 MPH+½GF and aileron for runway centerline
6. Just before desired glide slope intercept, neutralize controls and proceed with normal approach

EXECUTION

1. Follow the forward slip execution of section 1 plus:

2. Substitute the recommended forward slip airspeed appropriate for the aircraft being flown.
3. Keep in mind that descent rates produced in these aircraft will be greater than the SR20 during a
forward slip. This will require more of a lead out when recovering to prevent sinking through the
desired glideslope.
4. Forward slips may be performed in a turn; however, this practice should be avoided when possible
due to increased risk factors. If a turning forward slip is performed the pilot must consider the
impact that variable load factor in a turn will play on stall speed. In addition to load factor, the
pilot must also consider that the airflow over the wings will not be symmetrical in an
uncoordinated turn. This will require the pilot to feel the airflow over each wing individually and
adjust for individual needs of each wing to avoid an inadvertent stall. While all of this is occurring,
it is very common for the airspeed indicator to become wildly inaccurate due to airflow
disturbances into the pitot tube during a forward slip. These inaccuracies are further exacerbated
by performing a turn and may make the airspeed indicator unusable. If the pilot is unable to
identify and overcome these errors, a departure from controlled flight is likely. Extreme caution
must be exercised to avoid this condition developing due to the unrecoverable nature of a low
altitude loss of aircraft control due to an inadvertent stall entry.

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Power-Off 180
APPLICATION

The power-off 180 is the ideal way to end an engine out emergency landing. Whenever altitude
allows, a professional pilot will perform a power-off 180 in the event of an emergency due to its
ability to give the pilot more information and control without the use of engine power.

CONFIGURATION
SR20
1. Fly a normal traffic pattern until reaching abeam your desired landing area.
2. Announce your intentions to perform a “short approach” at every radio call leading up to the
maneuver to ensure that other traffic in the area is aware of your nonstandard procedure.
3. Abeam your landing point (high key), reduce power to idle and call, “executing short approach”
4. Turn base immediately and pitch for best glide. (SR20 95 KIAS)
5. Utilize ground track and airspeed control to intercept the low key point on final slightly high.
6. Once stabilized on final, evaluate the acceptable energy zone (AEZ) and use flaps as necessary to
place the landing point in the center of the AEZ. The ideal power-off 180 will be performed in the
clean configuration to save the flaps for unforeseen variables.
7. Bleed off airspeed as necessary to perform a short field flare to your point.
F33A
1. Fly a normal traffic pattern until reaching abeam your desired landing area.
2. Announce your intentions to perform a “short approach” at every radio call leading up to the
maneuver to ensure that other traffic in the area is aware of your nonstandard procedure.
3. Abeam your landing point (high key), reduce power to idle and call “executing short approach”
4. Turn base immediately and pitch for best glide. (F33A 105 KIAS)
5. Utilize ground track and airspeed control to intercept the low key point on final slightly high.
6. Once stabilized on final, evaluate the acceptable energy zone (AEZ) and extend landing gear
accounting for the increased drag to place your landing point in the center of the AEZ.
7. Use flaps as necessary to adjust the location of the landing point in the AEZ if necessary. The ideal
power off 180 will be performed in the clean configuration to save the flaps for unforeseen
variables.
8. Bleed off airspeed as necessary to perform a short field flare to your point.
7GCAA
1. Fly a normal traffic pattern until reaching abeam your desired landing area.
2. Announce your intentions to perform a “short approach” at every radio call leading up to the
maneuver to ensure that other traffic in the area is aware of your nonstandard procedure.
3. Abeam your landing point (high key), reduce power to idle and call “executing short approach”
4. Turn base immediately and pitch for best glide+10. (7GCAA 75 MPH)
5. Utilize ground track and airspeed control to intercept the low key point on final on glideslope.
6. Once stabilized on final, evaluate the acceptable energy zone (AEZ) and lower speed to 65 MPH to
increase gliding distance or utilize a forward slip to decrease gliding distance as appropriate until
the landing point is in the middle of the AEZ.
7. Bleed off airspeed as necessary to perform a wheel landing on your point. If 65 MPH was required
to increase gliding distance it may be necessary to perform a 3-point landing.

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EXECUTION

1. The power-off 180 is a highly adaptable maneuver. Each one is slightly, and sometimes
drastically, different from the last. This requires the pilot to develop excellent judgment skills to
perceive and account for a variable energy state.
2. Factors that affect energy state include:
Increasing factors- Airspeed Decreasing factors- Drag (configuration)
Altitude Headwinds
Tailwinds Descent rate
Bank Angle
Speed less than Vg
3. There are three key points that must be achieved on a successful power-off 180.
High Key Point- The high key point is located abeam the landing point on a normal traffic
pattern. Usually this is 1000 AGL, 1 mile from the runway, at normal speed for the aircraft.
Low Key Point- The low key point occurs when the aircraft aligns with centerline on final.
This can occur at variable distances and altitudes depending on energy state. Up until l ow
key the pilot should use ground track and airspeed control exclusively to adjust for variances
in energy state. (Energy high=fly away or slow / Energy low= fly toward and maintain Vg)
If low key can’t be reached by 50 ft. AGL, the maneuver should be aborted due to the high
risk of accelerated stall, wing strike, and or gear up landing.
Landing Point- Once low key is reached, the pilot should lower the landing gear if applicable,
and slowly bleed off airspeed to obtain the landing point with minimal energy remaining. This
will require the pilot to understand the acceptable energy zone (AEZ) and the short field flare.
4. Flap usage: If the pilot reaches the low key point and determines that the aircraft is not within
the acceptable energy zone (AEZ), flaps may be used to adjust the aircraft energy state.
High Energy- Deploy full flaps immediately and initiate a forward slip. Hold the slip as long
as necessary to re-intercept the AEZ. Most pilots are prone to underestimating the amount
of energy they truly have. If you feel like you may be a little high, you are really high!
Delaying the execution of the forward slip will likely result in an inability to re-intercept the
AEZ in time to land on your point.
Low Energy- Maintain Vg until reaching ground effect. The lower the aircraft is flown in
ground effect, the lower induced drag it will encounter (if obstacles, persons or property
exist on the approach this may not be possible). Once ground effect has been achieved,
begin sacrificing airspeed to maintain altitude. As the aircraft nears the low side of the
AEZ, deploy the first settings of flaps and maintain altitude. Due to the change of chord
line this will lower the stalling speed and shift the AEZ further down the landing area. Once
the aircraft is again approaching the low side of the AEZ, deploy the second setting of
flaps. This will again adjust the chord line and AEZ of the aircraft. If the landing point
cannot be reached by the low side of the AEZ after the second adjustment, a go around
must be performed or the aircraft will stall and land short.
5. The power off 180 is simulating an emergency procedure during which a go around is not an option.
However, if the successful outcome of the maneuver is in doubt, a go around should be executed.

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Go-Around / Rejected Landing

APPLICATION

A go-around is almost always the safest course of action in resolving the risks of an unstable
approach. The goal of ever professional pilot should be to never be in a situation where they have to
say the words “I should have done a go-around”. If the question ever pops into your head “should I
do a go-around?”, the answer is YES!

CONFIGURATION

F33A
1. Decide to perform go-around
2. Verbalize the decision to yourself (and your crew) and apply the 4C procedure
3. Cram- the power (prop and throttle) full forward smoothly
4. Climb- first stop the descent rate without sacrificing airspeed, then pitch for Vy or Vx
5. Clean- Once obstacles are clear and the aircraft is climbing, flaps 15° above 71KIAS+½GF,
Gear up, flaps 0° above 77 KIAS+½GF, accelerate to 96 KIAS
6. Call- to CTAF / tower your decision to perform a go around and your intentions thereafter.
7GCAA
1. Decide to perform go-around
2. Verbalize the decision to yourself (and your crew) and apply the 4C procedure
3. Cram- the throttle full forward smoothly
4. Climb- first stop the descent rate without sacrificing airspeed, then pitch for Vy or Vx
5. Clean- Once obstacles are clear and the aircraft is climbing; carb heat off, accelerate to 75 MPH.
6. Call- to CTAF / tower your decision to perform a go around and your intentions thereafter.

EXECUTION

1. Don’t be afraid to go-around. I have never met a pilot who failed a checkride because they
decided to go-around, I have met a lot who have failed because they decided not to.
2. Consider the aircraft performance, traffic and airport procedures when executing the go around.
Performance- aircraft speed and climb performance will dictate when it is safe to turn cross
wind from the go around. Typically, an earlier than normal crosswind turn is appropriate.
Traffic- Consider the relevant traffic in the areas position and operation.
Often side stepping the runway and or turning an early cross wind will be required to
make way for departing or arriving traffic, especially if a large speed differential exists
between the aircraft involved.
Continue to maintain proper wake turbulence avoidance procedures during the go
around.
If multiple landing areas are being used, sidestep away from any parallel operations.
At Cedar this means sidesteps should always be performed to the west to avoid
helicopter traffic.
Airport procedures- doing a go-around does not exempt the pilot from noise abatement or
other airport specific restrictions. As long as safety allows, continue to follow any local
airport procedures despite the abnormal situation. This will help keep operations
predictable for other pilots and controllers as well as helping to keep airport neighbors
happy.

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Steep Turns

APPLICATION

The steep turn is aviation’s logic test of attitude control. In a logic test you take a position and
you follow it to the extreme. By exacerbating the position, you can more easily see if the
position is sound or if it has problems that only allow it to survive if it remains unchallenged.
Likewise, you may be able to get away with poor attitude control in shallow turns but steep
turns will be challenging unless you learn the importance of proper attitude control.

CONFIGURATION

F33A
1. Complete the pre-maneuver flow as described on page 10
2. Select an altitude that will allow completion of the maneuver at no less than 1500’AGL.
3. Set manifold to 15” / RPM to 2300 and note the airspeed the aircraft stabilizes at.
4. Note the attitude that maintains level flight
5. Note the heading and visual reference point (cardinal directions are preferred)
6. Smoothly roll to the desired bank angle while maintaining the same, flight level attitude.
(45° for private standards, 50° for commercial standards)
7. As back pressure increases on the elevator to maintain pitch attitude, add power to prevent
airspeed loss. (start with 17” and adjust as necessary)
8. Throughout the maneuver, coordination must be maintained and pitch, power and bank
corrections should be small and smooth. Pitch for attitude (which will determine altitude),
Rudder for coordination, aileron for bank angle, and power for airspeed.
9. Roll out should commence at ½ bank angle prior to the desired heading (approximately 22.5/25°).
During roll out, slowly reduce elevator back pressure and power to maintain attitude.
7GCAA
1. Complete the pre-maneuver flow as described on page 10
2. Select an altitude that will allow completion of the maneuver at no less than 1500’AGL.
3. Set 2200 RPM and note the airspeed the aircraft stabilizes at.
4. Note the attitude that maintains level flight
5. Note the heading and visual reference point (cardinal directions are preferred)
6. Smoothly roll to the desired bank angle while maintaining the same, flight level attitude.
(45° for private standards, 50° for commercial standards)
7. As back pressure increases on the elevator to maintain pitch attitude, add power to prevent
airspeed loss. (start with 2300 RPM and adjust as necessary)
8. Throughout the maneuver coordination must be maintained and pitch, power and bank
corrections should be small and smooth. Pitch for attitude (which will determine altitude),
Rudder for coordination, aileron for bank angle, and power for airspeed.
9. Roll out should commence at ½ bank angle prior to the desired heading (approximately 22.5 /25°).
During roll out, slowly reduce elevator back pressure and power to maintain attitude.

EXECUTION
1. Follow the steep turn execution of section 1 plus:
2. Steep turns at 50° are substantially more challenging than 45°. This is due to the lift vectors
becoming primarily horizontal. At 45°, 50% of the lift is vertical and 50% is horizontal, at 50° the
vertical lift component has dropped to nearly 40%. This will require a substantial increase in total
lift to compensate; however, as total lift increases, a disproportionate amount will be going to the
horizontal component. This equates to higher load factors and substantially higher power
requirements.
3. Commercial steep turns also require turns in both directions while private only requires one.

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Chandelle
APPLICATION
The chandelle is a maneuver designed to help a pilot understand how much energy they have, and
what they can do with that energy. In World War I, the French would perform what they called
monter en chandelle, or "to climb like a candle (vertically)". This practice evolved into our modern-
day chandelle. The core concept is still the same. How much energy do you have and how much of
your speed energy can you turn into altitude? The maneuver also complicates the question by adding
a turn which will vector some of your energy into the horizonal component of lift. A pilot that can
master all of these variables will have a greater knowledge of what their aircraft can and cannot do.

CONFIGURATION

SR20
1. Complete the pre-maneuver flow as described on page 10 and deactivate the ESP.
2. Select an altitude that will allow completion of the maneuver at no less than 1500’AGL.
3. Set power to 55% / flaps 0% and note the airspeed the aircraft stabilizes at.
4. Determine the desired pitch attitude considering current speed, density altitude, and
weight.
5. Verbalize the desired pitch, termination airspeed (70 KIAS), heading, and visual reference points
(Cardinal directions are preferred)
6. Smoothly roll to 30° bank while maintaining the same, flight level attitude.
7. Smoothly apply full power.
8. Slowly increase pitch to reach the predetermined max pitch at the 90° point.
9. Hold max pitch while evaluating the rate of airspeed decay and 180°-point arrival.
(Reaching 180° first = Roll out quicker / Reaching airspeed first = Roll out slower)
10. Roll out at the 180° point at the desired speed (70 KIAS) and maintain heading and altitude
while allowing airspeed to increase.
F33A
1. Complete the pre-maneuver flow as described on page 10
2. Select an altitude that will allow completion of the maneuver at no less than 1500’AGL.
3. Set manifold to 15” / RPM to 2300 / flaps 0°/ gear up / cowl flaps open and note the
airspeed the aircraft stabilizes at.
4. Determine the desired pitch attitude considering current speed, density altitude, and weight.
5. Verbalize the desired pitch, termination airspeed (65 KIAS), heading, and visual reference points
(Cardinal directions are preferred)
6. Smoothly roll to 30° bank while maintaining the same, flight level attitude.
7. Smoothly apply 2500 RPM and full throttle.
8. Slowly increase pitch to reach the predetermined max pitch at the 90° point.
9. Hold max pitch while evaluating the rate of airspeed decay and 180°-point arrival.
(Reaching 180° first = Roll out quicker / Reaching airspeed first = Roll out slower)
10. Roll out at the 180° point at the desired speed (65 KIAS) and maintain heading and altitude
while allowing airspeed to increase.
7GCAA
1. Complete the pre-maneuver flow as described on page 10
2. Select an altitude that will allow completion of the maneuver at no less than 1500’AGL.
3. Set 2200 RPM and note the airspeed the aircraft stabilizes at.
4. Determine the desired pitch attitude considering current speed, density altitude, and weight.
5. Verbalize the desired pitch, termination airspeed (55 MPH), heading, and visual reference points.
6. Smoothly roll to 30° bank while maintaining the same flight level attitude.
7. Smoothly apply full throttle and slowly increase pitch to reach the predetermined max pitch at 90°.
8. Hold max pitch while evaluating the rate of airspeed decay and 180°-point arrival.
(Reaching 180° first = Roll out quicker / Reaching airspeed first = Roll out slower)
9. Roll out at the 180° point at the desired speed (55 MPH) and maintain heading and altitude.

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EXECUTION
1. The chandelle is broken up into two parts:
1st 90°- During the first ninety degrees of turn, the bank should be held constant at 30°.
Once the bank angle is established, the pilot should execute a slow, controlled pull up at a
rate that reaches the desired pitch up attitude at the 90° point of the maneuver.
2nd 90°- Once the desired pitch attitude has been reached at the 90° point, the second
ninety degrees of the maneuver begins. During this half of the maneuver the pilot should
hold the desired pitch attitude and evaluate the aircraft energy state. At a consta nt pitch
attitude, the airspeed will bleed off at a consistent rate. If the rate of airspeed decay will
cause the desired speed to be reached before the 180° point, the bank angle should be held
and maybe increased slightly. If the 180° point will be reached before the desired speed is
obtained, the pilot should reduce bank angle. This will cause the aircraft to take longer to
reach the 180° point. The pilot should use their best judgment to slow the approach of the
180° point using reduced bank angles to accomplish reaching the desired speed and 180°
point at the exact same time.
2. Pick your pitch. The entire point on the maneuver is to teach the pilot how much they can do
with the energy they have. Because we operate the aircraft in a dynamic environment, t his
maneuver cannot be done mechanically. That’s the whole point. The pitch attitude required to
reach the 180° point at the desired speed will be somewhere between 10° pitch up and 20° pitch
up. When first learning the aircraft, the pilot should make their best guess and perform the
maneuver (typically around 15°). Note the rate of airspeed decay in the 2 nd 90°. If the speed is
decaying too quickly, the chosen pitch attitude was too high. If the aircraft is unable to reach the
desired airspeed without increasing pitch, the chosen pitch attitude was too low. Adjust as
necessary and pay attention to how changing variables affect the desired pitch attitude. Every
time the entry airspeed is increased, the required pitch will increase. If the weight is increased
the desired pitch will decrease and if the DA is increased, the desired pitch will be reduced. The
pilot must be able to accurately predict the desired pitch attitude within a 3° window. Ideal pitch
+/- 1° to be able to complete the maneuver as designed. Variations beyond the 3° window of
error may cause the successful completion of the maneuver to be impossible.
3. Pick your airspeed. The ACS requires the maneuver to terminate “just above stall speed”. In t his
condition the stall warning horn may be activated. However, most stall warning horns will not
activate at a consistent airspeed due to many fluctuating variables. Instead of aiming at this
moving target, SUU pilots should use the desired airspeeds prescribed for the aircraft in the
configuration section for this maneuver.

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Lazy Eight

APPLICATION

The Lazy Eight is designed to help pilots realize the importance of guiding the aircraft rather than
forcing it to accomplish maneuvers. The constantly changing variables of this maneuver are
designed to make it nearly impossible for a pilot to make the aircraft return to the exact same
heading, altitude and speed. The heavy-handed pilot will be able to hit one or two variables, but
at least one will consistently be outside of standards due to the complicated nature of the
maneuver. However, the pilot who takes the time to find out what the aircraft wants, and then
simply helps to guide the aircraft back home, will find the maneuver to be quite easy. Such a
pilot may even define the maneuver as being “lazy”.

CONFIGURATION

SR20
1. Complete the pre-maneuver flow as described on page 10
2. Select an altitude that will allow completion of the maneuver at no less than 1500’AGL.
3. Set power to 55% / flaps 0% and trim the aircraft for “hands off” flight.
4. It is critical that the aircraft is stabilized before maneuver entry.
5. Verbalize the altitude, airspeed, heading, and visual reference points at 0°,45°, 90°, 135°, and 180°.
(Cardinal directions are preferred)
6. S L O W L Y pitch and bank to reach approximately 15° of pitch and 15° of bank at the 45° Point.
7. At the 90° point the aircraft should be slicing through 0° of pitch at 30° of bank.
8. By the 135° point the aircraft should be approximately -15° of pitch and back to 15° of bank.
9. Roll out at the 180° point with the same speed, altitude, and inverse heading to your entry.
10. Repeat the same process in the opposite direction to complete the eight.
F33A
1. Complete the pre-maneuver flow as described on page 10
2. Select an altitude that will allow completion of the maneuver at no less than 1500’AGL.
3. Set manifold to 15” / RPM to 2300 / flaps 0°/ gear up / cowl flaps closed and trim the
aircraft for “hands off” flight.
4. It is critical that the aircraft is stabilized before maneuver entry.
5. Verbalize the altitude, airspeed, heading, and visual reference points at 0°,45°, 90°, 135°, and 180°.
(Cardinal directions are preferred)
6. S L O W L Y pitch and bank to reach approximately 15° of pitch and 15° of bank at the 45° Point.
7. At the 90° point the aircraft should be slicing through 0° of pitch at 30° of bank.
8. By the 135° point the aircraft should be approximately -15° of pitch and back to 15° of bank.
9. Roll out at the 180° point with the same speed, altitude, and inverse heading to your entry.
10. Repeat the same process in the opposite direction to complete the eight.
7GCAA
1. Complete the pre-maneuver flow as described on page 10
2. Select an altitude that will allow completion of the maneuver at no less than 1500’AGL.
3. Set 2200 RPM and trim the aircraft for “hands off” flight.
4. It is critical that the aircraft is stabilized before maneuver entry.
5. Verbalize the altitude, airspeed, heading, and visual reference points at 0°,45°, 90°, 135°, and 180°.
(Cardinal directions are preferred)
6. S L O W L Y pitch and bank to reach approximately 15° of pitch and 15° of bank at the 45° Point.
7. At the 90° point the aircraft should be slicing through 0° of pitch at 30° of bank.
8. By the 135° point the aircraft should be approximately -15° of pitch and back to 15° of bank.
9. Roll out at the 180° point with the same speed, altitude, and inverse heading to your entry.
10. Repeat the same process in the opposite direction to complete the eight.

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EXECUTION
1. The lazy eight is broken up into four 45° increments that contain constantly changing variables.
Never hold a constant pitch, roll, heading or speed while performing the lazy eight:
1st 45°- During the first 45° of the maneuver things should progress at a painfully slow rate.
This is because the rate of change at low bank angles is very slow. It is often helpful for
pilots to break the first 45° into 15° increments. At 15° of heading change you should have
slowly increased to 5° of pitch and 5° of bank. By the 30° point the aircraft should have
increased to 10° of pitch and 10° of bank. Once the aircraft reaches the 45° point it should
be at approximately 15° of pitch and 15° of bank. While the numbers are the same , 15° of
pitch will feel much more aggressive than 15° of bank. Additionally, each 15° increment
during the first 45° will take less time than the last due to increasing bank angle.
2nd 45(90°) - Once the aircraft reaches the 45° point the rate of heading change will
increase substantially. This will cause the aircraft to pass through the middle section of the
maneuver rather quickly. During this section the pilot should continue to increase the bank
angle to 30° while allowing the nose of the aircraft to drop at a rate that will cause it to slice
through the horizon at the 90° point. This will require slight back pressure to prevent the
nose from falling too early and gradually increasing bank.
3rd 45(135°) - After passing the 90° point the pilot should immediately start the roll out at a
rate to hit 15° of bank at the 135° point. At the same time, the pilot should allow the
aircraft nose to fall with minimal resistance until reaching approximately 15° nose down at
the 135° point. It is possible to let the aircraft fall too aggressively but most pilots will tend
to hold the aircraft back too much resulting in too much energy at the 180° point.
4th 45(180°) - The last 45° of the maneuver should resemble the first 45°. The pilot should
continue to reduce bank angle at a rate of 5° every 15° of heading change until reaching the
180° point, while at the same time raising the nose enough to catch the descent at the
correct altitude. Approximately 100 feet before intercepting the entry altitude , start
increasing back pressure at a rate that will stop the descent at altitude. Once the altitude is
captured, simply continue to make small pitch changes to maintain altitude while the aircraft
continues to come around and slowly roll out on the correct heading. If the aircraft was
trimmed properly on entry the airspeed will take care of itself.
2. Trim the aircraft! The importance of proper stabilization cannot be overstated. If you enter into
the maneuver with extra airspeed from a descent or trimmed for a climb (etc.), you have already
failed the maneuver, you just won’t realize it until you get to your 180° point.
3. Don’t fly a lazy U. The maneuver is not complete until you have completed both turns.

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Steep Spiral

APPLICATION

The steep spiral is the ideal way to lose altitude while staying over a desired landing area in the
event of an engine failure. This maneuver is meant to couple with the power off 180 maneuver.
The exit point of the steep spiral should set up the pilot to immediately perform a power off 180
to the ground. Additionally, this maneuver will also help pilots develop their mental vision.
Mental vision is the ability of the pilot to look through the console, wing, or any other obstruction
and see a reference point hidden in their blind spot using mental tracking and radiating
references rather than trying to move their head or the plane to see it with their eyes.

CONFIGURATION

SR20
1. Complete the pre-maneuver flow as described on page 10.
2. Select an altitude that will allow completion of the maneuver no less than 1500’AGL.
(The aircraft will lose approximately 1500’ per turn requiring an entry of 6000’ AGL)
3. Set power to 55% / flaps 0% and ensure the CHTs are as low as possible.
4. Enter the maneuver on the downwind, ½ mile away from your point.
5. Reduce power to idle, bank to approximately 30°, and pitch for 95 KIAS.
6. Complete three rotations around the point while maintaining ½ mile distance and 95 KIAS.
7. At the completion of each turn, increase power momentarily and call 1, 2, or 3 as appropriate.
8. At the end of the third turn increase the power to 55% and set mixture for altitude. Allow the engine
to slowly warm back up while maintaining altitude. (Or execute a power off 180 to a landing as
appropriate)
F33A
1. Complete the pre-maneuver flow as described on page 10.
2. Select an altitude that will allow completion of the maneuver no less than 1500’AGL.
(The aircraft will lose approximately 1500’ per turn requiring an entry of 6000’ AGL)
3. Set manifold to 15” / RPM to 2300 / flaps 0°/ gear up / cowl flaps open and ensure the CHTs
are as low as possible.
4. Enter the maneuver on the downwind, ½ mile away from your point.
5. Reduce throttle to idle, close cowl flaps, bank to approximately 30°, and pitch for 105 KIAS.
6. Complete three rotations around the point while maintaining ½ mile distance and 105 KIAS.
7. At the completion of each turn, increase throttle momentarily and call 1, 2, or 3 as appropriate.
8. At the end of the third turn increase throttle to 15”, set mixture, open cowl flaps and allow the
engine to slowly warm back up while maintaining altitude. (Or execute a power off 180 to a
landing as appropriate)
7GCAA
1. Complete the pre-maneuver flow as described on page 10.
2. Select an altitude that will allow completion of the maneuver no less than 1500’AGL.
(The aircraft will lose approximately 1500’ per turn requiring an entry of 6000’ AGL)
3. Set RPM to 2200 and ensure the CHTs are as low as possible.
4. Enter the maneuver on the downwind, ½ mile away from your point.
5. Reduce throttle to idle, bank to approximately 30°, and pitch for 75 MPH.
6. Complete three rotations around the point while maintaining ½ mile distance and 75 MPH.
7. At the completion of each turn, increase throttle momentarily and call 1, 2, or 3 as appropriate.
8. At the end of the third turn increase the throttle to 2200RPM, set mixture and allow the engine
to slowly warm back up while maintaining altitude. (Or execute a power off 180 to a landing as
appropriate)

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EXECUTION

1. Picking a point. The ideal point for a steep spiral will have lots of radiating references. Radiating
references lead the pilot to the point and help them maintain its location even if they can’t see it.
Radiating references will also help the pilot to judge distance away from the point more
accurately. Points that have long straight roads, power lines, fence lines, or other geographic
features leading to them are ideal for steep spirals.
2. Developing mental vison: During the last 30 seconds before entry and the majority of the first
turn, it is not uncommon for the pilot to have limited visibility of their point. In order to
compensate for this, the pilot must practice using radiating references and mental tracking to
look through the obstructions and see where the point should be. The more stable the aircraft
movements are, the easier mental tracking will become. Additionally, the pilot should avoid large
head movements which are likely to cause disorientation and degrade mental vision.
3. Entry practice. The entry of the steep spiral is the most critical part of the maneuver. A good
entry will make this maneuver very easy to perform; likewise, a bad entry will cause the pilot to
try to fix the maneuver the whole way down with limited success. Due to the critical nature of
the entry along with the fact that this maneuver requires large altitude sacrifice and thus can
only be practiced a limited number of times in a given flight, the pilot should first practice the
entry without performing the rest on the maneuver. Pick an entry point and practice using
mental vision to maneuver the aircraft to the correct entry location. Count down to the exact
entry time and roll into the steep spiral. Evaluate how close the actual entry was to the desired
entry and then break off the maneuver and find another point to practice again. Keep in mind
that at 6000’ AGL ½ mile will feel like it is directly below the aircraft. When the roll in is
performed, the pilot in the left seat should be able to see the point just ahead of the leading
edge of the wing near the wing root in a low wing aircraft. As the aircraft descends, a point that
is held at ½ mile will slowly move outboard along the leading edge of the wing until it reaches
the wing tip at approximately 1500’ AGL.
4. Division of attention: It is important for the pilot to pay attention to the right things at the right
time in a steep spiral. To help the pilot accomplish this, the steep spiral should be broken up into
3 sections:
1st Turn: During the first turn, judging distance from the point will be diffi cult to impossible due
to distance and limited visibility. As a result, the pilot should only give approximately 20% of
their attention to making bank angle changes to produce a consistent ground track. Instead , the
pilot should maintain approximately 80% of their attention on establishing and trimming for a
pitch attitude that will produce the desired best glide speed.
2nd Turn: By the second turn, this should shift to approximately a 50/50 split.
3rd Turn: On the third turn, the pitch attitude should be well established and the airspeed stable.
This will allow the pilot to devote approximately 80% of their focus to ground track management.
5. Turn direction: Steep spirals can be performed in either direction. However, visibility of the point
will be substantially better for the pilot in the left seat if the maneuver is performed to the left.

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Maneuvering During Slow Flight

APPLICATION

Performing slow flight operations gives the pilot an opportunity to get to know the slow speed
handling characteristics of their aircraft in a safe environment. Pilots who really understand these
characteristics will be much more prepared to operate their aircraft safely when the operation
dictates speeds less than cruise. Traffic pattern, takeoff, and landing are a few of the maneuvers
that are performed in this speed regime.

CONFIGURATION

F33A
1. Complete the pre-maneuver flow as described on page 10.
2. Select an altitude that will allow completion of the maneuver at no less than 1500’AGL.
3. Set RPM to 2500 and reduce power to 15” of manifold to slow the aircraft.
4. Maintain heading and altitude while slowing to the appropriate airspeed.
(70 KIAS Flaps 0°, gear up(Clean)) (65 KIAS flaps 15°, gear down) (60 KIAS flaps 30°, gear down(Dirty))
5. Deploy flaps and gear as appropriate for the desired configuration and open cowl flaps for cooling.
(Gear below 154 KIAS)(15° below 154 KIAS)(30° below 123 KIAS)
6. Maintain altitude with pitch until the desired airspeed is reached.
7. Once the desired speed is obtained, Pitch for airspeed and Power for altitude.
8. Recovery is achieved by adding full power and pitching for altitude while cleaning as speed builds.
(15° flaps at 65 KIAS)(Gear up at positive rate)(0° flaps at 71 KIAS)
7GCAA
1. Complete the pre-maneuver flow as described on page 10.
2. Select an altitude that will allow completion of the maneuver at no less than 1500’AGL.
3. Reduce power to slow the aircraft.
4. Maintain heading and altitude while slowing to the appropriate airspeed of 55 MPH.
5. Maintain altitude with pitch until the desired airspeed is reached.
6. Once the desired speed is obtained, Pitch for airspeed and Power for altitude.
7. Recovery is achieved by adding full power and pitching for altitude as speed builds.

EXECUTION

1. Follow the slow flight execution of section 1 plus:

2. Slow flight does not have an on/off switch. In reality, slow flight characteristics affect aircraft
gradually to varying degrees as speed is reduced. A professional pilot should be familiarized
with the changing need for control inputs as control effectiveness is reduced at slower speeds.
In order to gain this familiarity, it can be helpful to perform a speed drill.
3. Speed drill. Set up the aircraft for normal cruise flight and note attitude, power settings and
handling characteristics. Then reduce the airspeed by 10 knots and note any changes that
occurred. Continue stepping down in 10 knot intervals until the stall occurs. Then repeat the
process in different configurations until the pilot has a working knowledge on how their aircraft
will perform in variable configurations and speeds.

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Power-Off Stalls
APPLICATION

Power-OFF stalls simulate a stall occurring during approach or landing. This situation most commonly
occurs when pilots don’t pitch for airspeed. Instead they see the ground coming too quickly and decide
to start pitching for altitude. This increases their angle of attack and leads to an inadvertent stall.

CONFIGURATION

F33A
1. Complete the pre-maneuver flow as described on page 10.
2. Select an altitude that will allow completion of the maneuver at no less than 1500’ AGL.
3. Maintain altitude and heading while slowing and configuring the aircraft for landing.
(RPM 2500, manifold 15”, 85 KIAS, flaps 30°, gear down, cowl flaps open)
(Turning stalls should establish a left or right bank of not more than 20°).
4. Establish a stabilized descent at 85 KIAS in the landing configuration.
(This descent should be held for at least 200 feet to show stabilization)
5. Slowly reduce the throttle to idle and pitch to maintain altitude.
6. Perform verbal call outs as the stall develops:
At the activation of the stall warning horn, call “stall horn”
At the first aerodynamic indications of the stall (the buffet), call “Buffet”
At the full aerodynamic stall (un-commanded nose drop), call “Full Break”
7. Recover by simultaneously applying full throttle and reducing pitch attitude sufficient to
lower the wing below the critical angle of attack while minimizing altitude loss. (100 Feet)
8. Clean up as speed builds. (15° flaps at 65 KIAS)(Gear up at positive rate)(0° flaps at 71 KIAS)

7GCAA
1. Complete the pre-maneuver flow as described on page 10.
2. Select an altitude that will allow completion of the maneuver at no less than 1500’ AGL.
3. Maintain altitude and heading while slowing and configuring the aircraft for landing.
(75 MPH)(Turning stalls should establish a left or right bank of not more than 20°).
4. Establish a stabilized descent at 75 MPH in the landing configuration.
(This descent should be held for at least 200 feet to show stabilization)
5. Slowly reduce the power to idle and pitch to maintain altitude.
6. Perform verbal call outs as the stall develops:
At the activation of the stall warning horn, call “stall horn”
At the first aerodynamic indications of the stall (the buffet), call “Buffet”
At the full aerodynamic stall (un-commanded nose drop), call “Full Break”
7. Recover by simultaneously applying full throttle and reducing pitch attitude sufficient to
lower the wing below the critical angle of attack while minimizing altitude loss. (100 Feet)

EXECUTION

1. Follow the power on stall execution of section 1 plus:

2. Commercial level stalls can be recovered at the first indication or the full stall. Hence, commercial
students should still practice stalls to the full break, but recover at the “stall horn” call during
examinations. When recoveries are initiated at the first indication, altitude loss during recovery
should drop to 0 feet.

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Power-On Stalls

APPLICATION

Power-ON stalls simulate a stall occurring during takeoff or departure. This situation most commonly
occurs when pilots are distracted by terrain, obstacles, or traffic, and climb too aggressively.

CONFIGURATION

F33A
1. Complete the pre-maneuver flow as described on page 10.
2. Select an altitude that will allow completion of the maneuver at no less than 1500’AGL.
3. Set takeoff configuration then maintain altitude and heading while slowing to the appropriate speed.
(TAKEOFF / 71 KIAS) or (DEPARTURE / 96 KIAS).
(Turning stalls should establish a left or right bank of not more than 20°).
4. Apply 2500 RPM, maximum available manifold (up to 25”) and cowl flaps open. Smoothly increase
pitch t o reduce airspeed at a rate of approximately 1 knot per second until the stall occurs.
5. Perform verbal call outs as the stall develops:
At the activation of the stall warning horn, call “stall horn”
At the first aerodynamic indications of the stall (the buffet), call “Buffet”
At the full aerodynamic stall (un-commanded nose drop), call “Full Break”
6. Recover by simultaneously applying full throttle and reducing pitch attitude sufficient to
lower the wing below the critical angle of attack while minimizing altitude loss. (0 Feet)
7. Accelerate to Vy while maintaining altitude and heading, then clean the aircraft as appropriate.
7GCAA
1. Complete the pre-maneuver flow as described on page 10.
2. Select an altitude that will allow completion of the maneuver at no less than 1500’AGL.
3. Set takeoff configuration then maintain altitude and heading while slowing to the appropriate speed.
(TAKEOFF / 55 MPH) or (DEPARTURE / 75 MPH).
(Turning stalls should establish a left or right bank of not more than 20°).
4. Apply full power and smoothly increase pitch t o reduce airspeed at a rate of approximately 1
knot per second until the stall occurs.
5. Perform verbal call outs as the stall develops:
At the activation of the stall warning horn, call “stall horn”
At the first aerodynamic indications of the stall (the buffet), call “Buffet”
At the full aerodynamic stall (un-commanded nose drop), call “Full Break”
6. Recover by simultaneously applying full throttle and reducing pitch attitude sufficient to
lower the wing below the critical angle of attack while minimizing altitude loss. (0 Feet)
7. Accelerate to Vy while maintaining altitude and heading.

EXECUTION

1. Follow the power on stall execution of section 1 plus:

2. Coordinated flight is key in any stall condition to avoid potential spin entry. However, maintaining
proper coordination is more difficult in power on stalls due to increased turning tendencies and
higher pitch attitudes. In these conditions, it is even more critical that the pilot understands how
to effectively maintain coordinated flight.
3. Coordination. It is common for pilots to use the wrong instrument to maintain coordination. The
proper instrument pilots should use for maintaining coordinated flight is called “your butt”. This
instrument is ideally suited for sensing changes in coordination regardless of attitude. Pressure on
the right cheek = more right rudder needed, left cheek = more left rudder needed. The turn
coordinator on the other hand is mounted in line with the longitudinal axis of the aircraft and is only
accurate when the aircraft is level. In higher pitch attitudes it is very common for pilots to chase
the ball right into an uncoordinated stall. Make sure you are using the correct instrument.

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Accelerated Stalls

APPLICATION

Accelerated stalls are designed to help the pilot understand that a stall can occur at any airspeed
below Va. The best way to really understand this concept is to experience it first -hand.

CONFIGURATION
SR20
1. Complete the pre-maneuver flow as described on page 10.
2. Select an altitude that will allow completion of the maneuver at no less than 3000’ AGL.
3. Set power to 55% / flaps 0% and ensure the aircraft is well below Va.
(110 KIAS Max)(100 KIAS Recommended)(Below 90 KIAS too slow to be effective)
4. Roll to a 45° bank (or maintain level) and assertively increase back pressure until a stall
occurs. This must also increase aircraft G loading to change the stall speed.
(Do not exceed aircraft G loading limitations)
5. Reduce back pressure and lower G loading to recover. No speed or power changes are necessary.
F33A
1. Complete the pre-maneuver flow as described on page 10.
2. Select an altitude that will allow completion of the maneuver no less than 3000’ AGL.
3. Set RPM 2300 / Manifold 15” / Flaps 0° / Gear up and ensure the aircraft is well below Va.
(110 KIAS Max)(100 KIAS Recommended)(Below 90 KIAS too slow to be effective)
4. Roll to a 45° bank (or maintain level) and assertively increase back pressure until a stall
occurs. This must also increase aircraft G loading to change the stall speed.
(Do not exceed aircraft G loading limitations)
5. Reduce back pressure and lower G loading to recover. No speed or power changes are necessary.
7GCAA
1. Complete the pre-maneuver flow as described on page 10.
2. Select an altitude that will allow completion of the maneuver no less than 3000’ AGL.
3. Set throttle to 2200 RPM and ensure the aircraft is well below Va.
4. (100 MPH Max)(90 MPH Recommended)(Below 80 MPH too slow to be effective)
5. Roll to a 45° bank (or maintain level) and assertively increase back pressure until a stall
occurs. This must also increase aircraft G loading to change the stall speed.
(Do not exceed aircraft G loading limitations)
6. Reduce back pressure and lower G loading to recover. No speed or power changes are necessary.

EXECUTION
1. Understanding the Vg Diagram.
Below Va it is impossible to damage
the aircraft using positive Gs. If the
pilot demands too much lift, the
aircraft aerodynamic limits (stall) will
be reached before the positive G limit
can be achieved. Once the speed is
above Va the aircraft has enough
energy to structurally fail if excessive
load is applied. Be cautious when
combining high speed and high load.
Keep the aircraft in its Happy Place!
2. Don’t yank and bank. Make sure you
don’t add bank when pulling on the
elevator control. Pilots who
inadvertently increase bank angle
can exceed bank angle limits.

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Secondary Stalls (CFI)

APPLICATION

The secondary stall is designed to help a CFI candidate understand what will occur when a stall
recovery is performed incorrectly. This maneuver can help all pilots better understand how to
minimize altitude loss on a stall recovery without pushing the aircraft too far.

CONFIGURATION

SR20
1. Complete the pre-maneuver flow as described on page 10.
2. Select an altitude that will allow completion of the maneuver no less than 3000’ AGL.
3. Perform a power on or power off stall.
4. Upon reaching the full break, continue to increase back pressure on the controls.
5. On the second uncommanded nose drop, recover as normal with extra attention to coordination.
F33A
1. Complete the pre-maneuver flow as described on page 10.
2. Select an altitude that will allow completion of the maneuver no less than 3000’ AGL.
3. Perform a power on or power off stall.
4. Upon reaching the full break, continue to increase back pressure on the controls.
5. On the second uncommanded nose drop, recover as normal with extra attention to coordination.
7GCAA
1. Complete the pre-maneuver flow as described on page 10.
2. Select an altitude that will allow completion of the maneuver no less than 3000’ AGL.
3. Perform a power on or power off stall.
4. Upon reaching the full break, continue to increase back pressure on the controls.
5. On the second uncommanded nose drop, recover as normal with extra attention to coordination.

EXECUTION

1. Second vs Secondary stall. There is a fairly large difference between a second stall and a
secondary stall. When a second stall is performed, the pilot reaches the stall and then begins to
recover. This allows the aircraft to move away from the stall and start to build energy. The pilot
then applies excessive back pressure and performs another stall. With a second stall the pilot is
essentially just performing two stalls in a row and the characteristics of the first and second stall
are very similar if not identical to each other. This teaches the pilot nothing that the first stall
didn’t already accomplish. When a secondary stall is performed the pilot prevents the aircraft
from recovering from the stall by continuing to apply back pressure to the controls. This deepens
the stall characteristics due to the aircraft moving further into the region of reverse command.
2. Rudder! When a secondary stall is performed, the margin of error the aircraft is willing to accept
with regards to coordinated flight will be tightened. This means small errors in coordination that
would not cause a wing to drop in a primary stall will cause a wing drop in a secondary stall.
Pilots performing secondary stalls must exercise excellent rudder control or risk departing from
level flight and potentially entering into a spin if left uncorrected.

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Elevator Trim Stalls (CFI)

APPLICATION

The elevator trim stall simulates a stall that can occur if a go-around is executed poorly. Due to
the low altitude and aggressive nature this stall can develop to, CFI candidates must understand
the hazards of excessive trim on approach and what can happen if an elevator trim stall develops.

CONFIGURATION

SR20
1. Complete the pre-maneuver flow as described on page 10.
2. Select an altitude that will allow completion of the maneuver no less than 3000’ AGL.
3. Perform a normal approach until established at approach configuration and speed.
4. Reduce power to idle and trim the aircraft to maintain Vref (78 KIAS).
5. Apply full power smoothly and allow the aircraft to climb aggressively.
6. Once the stall is imminent, over power the trim and recover as normal while re-trimming.
F33A
1. Complete the pre-maneuver flow as described on page 10.
2. Select an altitude that will allow completion of the maneuver no less than 3000’ AGL.
3. Perform a normal approach until established at approach configuration and speed.
4. Reduce throttle to idle and trim the aircraft to maintain Vref (85 KIAS).
5. Apply full throttle smoothly and allow the aircraft to climb aggressively.
6. Once the stall is imminent, over power the trim and recover as normal while re-trimming.
7GCAA
1. Complete the pre-maneuver flow as described on page 10.
2. Select an altitude that will allow completion of the maneuver no less than 3000’ AGL.
3. Perform a normal approach until established at approach configuration and speed.
4. Reduce throttle to idle and trim the aircraft to maintain 3-point Vref (65 MPH).
5. Apply full throttle smoothly and allow the aircraft to climb aggressively.
6. Once the stall is imminent, over power the trim and recover as normal while re-trimming.

EXECUTION
1. Recovery from an elevator trim stall is fairly natural and common sense to most pilots. Due to
this most pilots find elevator trim stalls fairly easy to perform. This leads some to believe that
elevator trim stalls are “no big deal” and that they do not pose a substantial threat to the safety
of flight. Unfortunately, pilots that fall into this mindset will remain at risk of the dangers of the
elevator trim stall even after learning to perform them. The real danger in the elevator trim stall
is the surprise factor that it presents. If a pilot is not aware of the po tential danger adding power
will present, they may not be ready for the aggressive pitch up that will result. In this condition
the controls may be pulled out of the hands of the unsuspecting pilot and the stall will be allowed
to develop. If the stall develops there are two potential courses it may take.
If the pilot remains completely off of the controls, the aircraft will pitch up aggressively.
However, before achieving the full stall entry, the left turning tendencies at such a high pitch
will cause the aircraft to slice left and dive into the ground.
If the pilot remains on the rudders and maintains coordination without preventing the pitch
up, the aircraft will enter into a deep power on stall. Due to the aggressive nature of the
entry, the aircraft will proceed deep into the region of reverse command. In this c ondition
the aircraft will lose flight control effectiveness for an extended period of time. During this
period, the aircraft will be fully stalled and falling with no ability to recover before impacting
the ground.
Both of these conditions can and will prove fatal to any pilots who allow them to develop if
surprised by the aggressive nature of the elevator trim stall on a go around. CFI’s may not even
know that their student is adding excessive trim on approach and so must always be on guard for
this scenario.
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Cross Controlled Stalls (CFI)

APPLICATION

The cross controlled stall occurs when the pilot performs any kind of stall without maintaining
appropriate coordination. The greater the lack of coordination, the more aggressive these stalls
can become. If left unchecked, a cross controlled stall can develop into an incipient spin within
fractions of a second.

CONFIGURATION

SR20
1. Complete the pre-maneuver flow as described on page 10.
2. Select an altitude that will allow completion of the maneuver no less than 3000’ AGL.
3. Perform a power off stall with the following modifications. (Flaps 0%)
(Turning stalls should establish a left or right bank of not more than 20°)
4. As the stall approaches, slowly add full right rudder and opposite aileron as necessary.
5. When the stall occurs, the aircraft will drop aggressively in the direction of rudder.
6. Immediately apply full rudder opposite the drop and recover as normal once re-coordinated.
F33A
1. Complete the pre-maneuver flow as described on page 10.
2. Select an altitude that will allow completion of the maneuver no less than 3000’ AGL.
3. Perform a power off stall with the following modifications. (Flaps 0° / Gear down)
(Turning stalls should establish a left or right bank of not more than 20°)
4. As the stall approaches, slowly add full right rudder and opposite aileron as necessary.
5. When the stall occurs, the aircraft will drop aggressively in the direction of rudder.
6. Immediately apply full rudder opposite the drop and recover as normal once re-coordinated.
7GCAA
1. Complete the pre-maneuver flow as described on page 10.
2. Select an altitude that will allow completion of the maneuver no less than 3000’ AGL.
3. Perform a power off stall.
(Turning stalls should establish a left or right bank of not more than 20°)
4. As the stall approaches, slowly add full right rudder and opposite aileron as necessary.
5. When the stall occurs, the aircraft will drop aggressively in the direction of rudder.
(If flight controls are added gradually the aircraft may not experience a wing drop)
6. Immediately apply full rudder opposite the drop and recover as normal once re-coordinated.

EXECUTION

1. A cross controlled stall incorporates both of the key ingredients of a spin. Exceeding the critical
angle of attack and uncoordinated flight. In this condition, a spin entry is very likely to develop.
Inadvertent spins are highly hazardous and must be strictly avoided.
2. Due to the rapid nature of a spin entry, time is of the essence when performing cross controlled
stalls. If opposite rudder is promptly applied, the spin cannot develop. However, if the pilot
hesitates and fails to apply rudder input, the aircraft will likely be fully established in a spin
within 1-2 seconds of entry. Proper mental preparation and understanding is essential to
performing cross controlled stalls safely.
3. The configuration above will produce the most benign cross controlled stall possible. The cross
controlled stall will become more aggressive as pro-spin factors are added. Pro-spin factors include:
Uncoordinated left rudder input
High Power settings
Turns into the direction of rudder input
Aggressive control inputs

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Eights on Pylons

APPLICATION

The Eights on Pylons maneuver introduces the pilot to the fourth key a professional pilot needs
to understand to maintain situational awareness in the wind; Pivotal Altitude. This is the
crowning ground reference maneuver that completes the lessons of 1. Arc velocity 2. Wind drift
3. Aircraft orientation and finally 4. Pivotal altitude.

CONFIGURATION

SR20
1. Complete the pre-maneuver flow as described on page 10.
2. Determine the wind direction by observing blowing dust, smoke, etc. and maneuver upwind of
your desired point at 55% power.
3. Establish the pivotal altitude appropriate for your ground speed.
4. Enter 45° to the downwind in-between your pylons and pass the first pylon at a distance of ½ mile.
5. Turn abeam the first pylon and use pitch to compensate for pivotal altitude changes.
(Pylon moving aft = pitch up)(Pylon moving forward = pitch down)(Follow the pylon with the stick)
6. After the first turn, roll out on a heading that will cross your second pylon at a distance on ½ mile .
7. Repeat the same procedure in the opposite direction until rolling out on the entry heading to exit.
F33A
1. Complete the pre-maneuver flow as described on page 10.
2. Determine the wind direction by observing blowing dust, smoke, etc. and maneuver upwind of
your desired point at 2300 RPM and 15” Manifold.
3. Establish the pivotal altitude appropriate for your ground speed.
4. Enter 45° to the downwind in between your pylons and pass the first pylon at a distance of ½ mile.
5. Turn abeam the first pylon and use pitch to compensate for pivotal altitude changes.
(Pylon moving aft = pitch up)(Pylon moving forward = pitch down)(Follow the pylon with the stick)
6. After the first turn, roll out on a heading that will cross your second pylon at a distance on ½ mile .
7. Repeat the same procedure in the opposite direction until rolling out on the entry heading to exit.
7GCAA
1. Complete the pre-maneuver flow as described on page 10.
2. Determine the wind direction by observing blowing dust, smoke, etc. and maneuver upwind of
your desired point at 2200 RPM.
3. Establish the pivotal altitude appropriate for your ground speed.
4. Enter 45° to the downwind in-between your pylons and pass the first pylon at a distance of ½ mile.
5. Turn abeam the first pylon and use pitch to compensate for pivotal altitude changes.
(Pylon moving aft = pitch up)(Pylon moving forward = pitch down)(Follow the pylon with the stick)
6. After the first turn, roll out on a heading that will cross your second pylon at a distance on ½ mile.
7. Repeat the same procedure in the opposite direction until rolling out on the entry heading to exit.

Use the following charts to compute pivotal altitude in flight.

Pivotal Altitude in KNOTS (𝑮𝑺𝟐 /11.3 KNTS) Pivotal Altitude in MPH (𝑮𝑺𝟐 /15 MPH)
80 KNOTS 566 Ft AGL 70 MPH 326 Ft AGL
90 KNOTS 716 Ft AGL 80 MPH 426 Ft AGL
100 KNOTS 884 Ft AGL 90 MPH 540 Ft AGL
110 KNOTS 1070 Ft AGL 100 MPH 666 Ft AGL
120 KNOTS 1274 Ft AGL 110 MPH 806 Ft AGL
130 KNOTS 1495 Ft AGL 120 MPH 960 Ft AGL
140 KNOTS 1734 Ft AGL 130 MPH 1126 Ft AGL
150 KNOTS 1991 Ft AGL 140 MPH 1306 Ft AGL

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EXECUTION

1. Picking Pylons. Pylons can be any two points that are easily identified from the air. Pick points
that stand out from the surrounding area so you don’t get disoriented and mistake your second
pylon for another point half way through the maneuver. The pylons should be approximately 1
mile away from each other and must be perpendicular to the wind. When picking your points:
First establish the wind direction.
Look downwind for two points that stand out.
Make sure they are perpendicular to the wind and about a mile apart.
Set a heading that will pass between the points and place you about ½ mile away from the
first pylon.
Make sure to calculate your pivotal altitude when on the downwind because your ground
speed will change with the wind.
2. Holding the pylon. Make sure to roll into the maneuver when the first pylon is exactly in line with
your lateral axis. If you roll in too early you will appear to be above your pivotal altitude, if you
roll in too late you will appear to be below your pivotal altitude. Once you have the p ylon in the
middle of your wing tip make sure you hold the tip of your wing just touching your pylon. While
bank angle in the maneuver does not matter (as long as you don’t exceed 40°), the farther away
from the point your wing gets, the more delayed your corrections will become because it will be
more difficult for you to perceive relative motion.
3. Controlling bank angle. The maximum bank angle will occur when your pivotal altitude is its
highest, on the downwind. This means that you will be set by the distance you choose on the
entry to your turn. If you set the distance of ½ mile on your roll in, bank angle will never be a
concern in the maneuver. If you don’t set a heading that will achieve the correct distance on
entry you will have to choose between losing your pivotal altitude or banking more than 40°.
No matter what your choice is, you will fail the maneuver. So, don’t put yourself in that situation.

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Emergency Descent

APPLICATION

The emergency descent is the most expeditious way to get an airplane on the ground. In most
cases an emergency descent should not be used, however if you find yourself flying a time bomb
instead of an airplane, you should execute an emergency descent. This condition can occur when
there is an uncontrollable fire or an explosive decompression event.

CONFIGURATION

F33A
1. Complete the pre-maneuver flow as described on page 10
2. Establish an altitude that will provide sufficient time to perform the maneuver.
(Expect descent rates in excess of 10,000 FPM)
3. Cool the engine as much as possible prior to starting the maneuver.
4. Pull power to idle / extend the landing gear / close the cowl flaps and bank 45° to the left.
(Power, Gear, Bank, Clear)
5. Pick a landing area directly below the aircraft and accelerate to VLE-5ish (150KNTS)
Do not exceed maximum speeds! Hold 5KNTS under for a safety buffer during training.
6. Once airspeed is stabilized, evaluate the condition that caused the emergency descent.
7. If the condition is resolved, slow to best glide and continue with an emergency landing
8. If the condition is not resolved, note the descent rate and use bank and speed control to fly the aircraft to
the landing field as fast as safely possible. The descent should end in a maximum forward airspeed
approach if possible.
7GCAA
1. Complete the pre-maneuver flow as described on page 10
2. Establish an altitude that will provide sufficient time to perform the maneuver.
(Expect descent rates in excess of 10,000 FPM)
3. Cool the engine as much as possible prior to starting the maneuver.
Pull power to idle and bank 45° to the left. (Power, Gear, Bank, Clear)
4. Pick a landing area directly below the aircraft.
5. Accelerate to VNO-5 (115MPH) if calm conditions prevail, consider accelerating to VNE-5ish (155MPH)
Do not exceed maximum speeds! Hold 5KNTS under for a safety buffer during training.
6. Once airspeed is stabilized, evaluate the condition that caused the emergency descent.
7. If the condition is resolved, slow to best glide and continue with an emergency landing
8. If the condition is not resolved, note the descent rate and use bank and speed control to fly the aircraft to
the landing field as fast as safely possible. The descent should end in a maximum forward airspeed
approach and landing if possible.

EXECUTION

1. Follow the emergency descent execution of section 1 plus:

2. Ideally the emergency descent will end in a max forward airspeed approach. This will allow for
minimum time aloft without compromising airspeed limitations. To perform a max forward
airspeed approach, execute the following procedure:
Maintain maximum speed using judgment to maneuver the aircraft to short final while
pitching for airspeed.
Descent below desired glide slope, pull power to idle (if the engine is running) and trade
airspeed for altitude. This will simultaneously climb you back up past glideslope while
lowering your speed to allow for configuration changes.
Deploy any configuration your aircraft has (that isn’t already deployed) as you slow through
the maximum extension speeds.
Once you have achieved the maximum drag configuration (flaps full, gear down), perform a
forward slip to re-intercept glide slope, ideally just before initiating the flare to land.
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Emergency Approach and Landing

APPLICATION

You never know when an engine failure may occur. A professional pilot always has a plan for
what they are going to do if an engine fails. The less time you have to react to an engin e failure,
the more critical an immediate plan becomes. It has to be as easy as the ABC’s because you only
get one try in real life.

CONFIGURATION

F33A
1. Airspeed - pitch for best glide (105KNTS)
2. Best place to land – set up an approach to the best landing field within gliding distance.
3. Checklist – If time allows, run the appropriate checklist to troubleshoot and secure the aircraft.
4. Declare – MAYDAY, MAYDAY, MAYDAY then state your location, intentions and souls on board.
5. Evacuate – Plan and execute your exit from the aircraft after landing.
7GCAA
1. Airspeed - pitch for best glide (75MPH)
2. Best place to land – set up an approach to the best landing field within gliding distance.
3. Checklist – If time allows, run the appropriate checklist to troubleshoot and secure the aircraft.
6. Declare – MAYDAY, MAYDAY, MAYDAY then state your location, intentions and souls on board.
4. Evacuate – Plan and execute your exit from the aircraft after landing.

EXECUTION

1. There are 3 categories of emergency landing areas.

Category 1 is an airport. This is the most preferable landing area if possible.
Category 2 is a field. This is referring to manmade (farmer’s) fields. These areas have been
carefully cleared of most obstacles. What obstacles remain (irrigation systems, equipment,
crop bales, ETC) are usually easy to see and avoid.
Category 3 is anything else. If you have to make a category 3 emergency landing yo u are
almost guaranteed to hit obstacles on landing. Most of these obstacles will be impossible to
detect until seconds before impact. Tighten seatbelts and limit energy on impact as much as
possible.
If the ability of the landing surface to support the weight of the aircraft is in doubt. Consider
landing gear up if able. (Snow, deep mud, water, etc.)
2. Don’t aim for your landing area! You only get one chance in an emergency landing, you need to
stack the deck in your favor. There are two problems with straight in approaches.
You don’t know what the conditions are. Even a small misjudgment of the wind can result in
coming up short or overshooting your landing area.
You haven’t practiced a gliding straight in final to this spot before nearly 100% of the time.
The chances of you performing almost anything correctly the first time are minimal.
Instead aim for 1000 feet AGL, abeam your point on the downwind. This will allow you to
see how close your first guess was and then adjust if you are high or low. Additionally, it
sets up a familiar situation that you have practiced. Engine failure from the traffic pattern
should be a comfortable and familiar procedure. In commercial training you should be able
to land an engine failure from the pattern (power off 180) with consistent accuracy.
3. Think about what happens after touchdown. If you are lucky enough to have multiple good
options to land at, think about what will happen after the landing. Often the landing location you
pick can greatly affect your proximity to help after you get out of the aircraft.
4. Know how you are going to get out. It is not uncommon for aircraft to flip upside down on
landing or become submerged if landing in water. These scenarios can be very disorienting and
make the task of removing your restraints and opening the door very difficult. Even a relatively
good emergency landing can twist the frame of some aircraft and cause the door to jam,
preventing your ability to exit the aircraft. Combine these scenarios with the possibility of a fire
and having a solid exit plan that is well rehearsed can be a matter of life or death.
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After Landing

APPLICATION

Transitioning to ground operations is something that must happen after every flight. Treating
this transition lightly can lead to mistakes that can threaten the safety of the operation for you
and other pilots operating near you.

CONFIGURATION

F33A
1. Clear the runway at the nearest taxiway commensurate with speed.
2. Taxi past hold short line, leave room for other aircraft if possible. (At KCDC pilots should
taxi clear of the runway and taxiway A before stopping)
3. Make a radio call clear of the runway. Contact Ground if towered, CTAF if untowered.
4. Complete after landing flow.
F33A– Flaps (UP), Cowl Flaps (open), Pitot Heat (Off), Landing Light (OFF, as appropriate).
5. Complete After Landing Checklist.
6. Make radio call with taxi intentions or clearance as appropriate.
7GCAA
1. Clear the runway at the nearest taxiway commensurate with speed.
2. Taxi past hold short line, leave room for other aircraft if possible. (At KCDC pilots should
taxi clear of the runway and taxiway A before stopping)
3. Make a radio call clear of the runway. Contact Ground if towered, CTAF if untowered.
4. Complete after landing flow.
7GCAA– Landing Light (OFF, as appropriate).
5. Complete After Landing Checklist.
6. Make radio call with taxi intentions or clearance as appropriate.

EXECUTION

1. Don’t make false radio calls. You are not clear of the runway until every part of your aircraft is
past the hold short line. Just thinking about getting off of the runway doesn’t count.
2. Think about the traffic on approach behind you and don’t take more time on the runway than
you need for safety.
3. Don’t push buttons (or flip switches) while the aircraft is moving on the ground. You are
operating in a terminal area where you are very close to obstacles and other aircraft. Take the
two seconds to come to a complete stop and then run your flow. The one time it matters, you
will be glad that you did.

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Parking and Securing

APPLICATION

Parking and shutdown is one of the most visible operations that pilots perform. Make sure to park
like a professional. Additionally, improper parking or shutdown procedures can be very hazardous
for the aircraft and ground crews in the area.

CONFIGURATION

F33A
1. Follow parking and securing configuration of section 1 plus:
2. Obtain and record the tach number before turning off the master.
3. Ensure the gust lock is securing both the elevator and the aileron.

7GCAA
1. Follow parking and securing configuration of section 1 plus:
2. Obtain the tach numbers by holding the two center white buttons on the EDM for 3 seconds.
3. Enter the new fuel quantity by holding the two left buttons on the EDM for three seconds.
4. Secure the flight controls by fastening the seat belt around the control stick in the aft position.

EXECUTION
1. Park in the correct priority! In the picture below the next pilot to return is expected to park in spot 2.
The next pilot would park in spot 4, after that spot 8, 9, and then 10.

2. Shutting down the aircraft with the avionics master on can damage the radios.
3. Grounding the magnetos before the prop has stopped turning can fowl the spark plugs.
4. Leave the aircraft airworthy! If anything occurred during your flight that affects its airworthiness status,
the pilot who flew it should be the pilot who downs it. Do a thorough Postflight and don’t leave any
surprises for the next person to fly it.

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Section 4

Multiengine

Maneuvers

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Cockpit Management
APPLICATION

Cockpit management is an essential skill that will allow a professional pilot to manage the
equipment and people (crew and passengers) that affect operation in the cockpit. Poor cockpit
management will cause delays, miscommunications, and distractions that can have a large impact
on flight safety while a systematic method for managing the cockpit environment can lower pilot
workload and increase predictability and communication.

CONFIGURATION

There are three essential elements that must be considered when you are setting up your cockpit
management. The three things you must consider before you FLY are:
Flight crew / passengers
Legal requirements
Your preparation

EXECUTION

Flight crew / passengers

Flight Crew and Passengers must be briefed to ensure that everyone has the information they need
and they understand their roles in both normal and emergency operations. Passengers should be
briefed to maintain SAFTEY while crew need to be briefed to prevent workload saturation which could
turn them into a WET PUPPY.

Passenger Brief Crew Brief

Seat and seatbelt usage Weather information
Air Vents / Oxygen / No smoking Environment brief (runway, departure,
Fire Extinguisher location/ usage instrument procedures, NOTAMS, TFRs)
Exits location / usage Transfer of Controls procedure (3-way)
Traffic Vigilance PIC (whose it gunna be?)
Your expectations Use of equipment
(Emergency gear extension / Performance (RA,TRD,TAP)
Sterile Cockpit, emergency Plan of action for emergencies
checklist usage) Your purpose for flight
(Syllabus objectives)
Legal Requirements

The pilot and the aircraft must be physically and legally airworthy before flight so you don’t DIE.
Documents Pilot: CLIMB Aircraft: ARROW
Inspections Pilot: IMSAFE Aircraft: THE AA (VIP)
Equipment Pilot: PACC Aircraft: ATOMATO FFLAMES (FLAPS)

Your Preparation

Verify that you are properly prepared for the flight to include:
1. Syllabus preflight briefing performed and flight objective and times determined.
2. Adjust seats and s e at belts s e t so as to allow proper control authority and visibility. Flying a
multiengine aircraft requires more rudder authority. Pilots should be able to reach full scale
deflection with the rudder and hold approximately 150 LBS of force at full scale deflection.
3. Organize and carefully secure all loose items, ensuring materials appropriate for the flight
are readily available.
4. Set intercom, coms, headset volume, and squelch to appropriate and comfortable levels.
5. Ensure that all occupants are properly seated and briefed.
6. Ensure that the doors and windows are closed properly before flight.
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Preflight Check

APPLICATION

The preflight check is performed prior to operating the aircraft to ensure continued airworthiness
and detect any conditions adversely affecting the safety of flight. Mechanical components rarely fail
without first showing signs of fatigue. The vast majority of inflight emergencies could be avoided by
a knowledgeable pilot conducting a thorough preflight. A professional pilot should understand every
nut and bolt, every system on their aircraft. Only then can discrepancies be consistently detected
before safety is affected. This can be a daunting task so start by asking a question of the day. Every
time a preflight is conducted the student should find something about the aircraft they do not
understand and ask a question.

CONFIGURATION

Maximum Fuel – 136 Gallons Usable (142 Gallons total)

Standard Fuel – 37 Gallons per side (Topped Mains) (64 Gallons Total)
Fuel Minimums – All flights must be completed with SUU minimums (FAA mins + 10)
Oil Quantity Max - 12 quarts
Oil Quantity Min – 10 quarts (if the oil quantity could reasonably drop below 10 quarts during the flight,
the pilot should add oil during the preflight. oil should be added in increments o f 1 quart)
Brake Lining Min – 50 thousands of in inch (roughly the width of a dime)

EXECUTION

Preflight inspection must be performed and found satisfactory by both the student and the instructor
prior to flight. Any concerns must be resolved with maintenance prior to flight.
1. Perform a thorough preflight in accordance with the aircraft manual and SUU checklist
2. Have the checklist in hand while conducting the preflight.
3. Flow through each section of the preflight and then verify completion using the checklist.
4. Note the following special emphasis areas of the B55:
Oil dip stick locked
Uplock roller free and cable in good condition
Flap tracks lubricated and uncracked
Vortex Generators (VG) not missing more than two
Check the Aux tank sump if using the aux tank during flight

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Starting Procedures

APPLICATION

Learning to “speak engine” is an essential skill a professional pilot must develop. This will greatly
affect a pilot’s ability to start an engine effectively but also the ability to run the engine properly
during normal operations and detect as well as properly diagnose engine problems in abnormal or
emergency situations.

CONFIGURATION

1. Follow the starting execution in section 1 with the following adjustments.

B55
Always start the left engine first
Prime
 Evaluate the engine temp and ambient air temp before start.
i. For a cold start, prime until fuel flow peaks, hesitate for half a seconds to ensure
maximum fuel flow, and then turn the fuel pump off.
ii. For a warm start, prime until the fuel flow climb begins to slow, then turn off the
fuel pump as the needle is reaching peak fuel flow.
iii. If vapor lock is suspected, purge the fuel system before priming by applying the
fuel pump for a period of 20 seconds with the mixture in the cutoff positon.
Start
 Engage the starter and crank the engine until the engine fires (don’t exceed starter limits)
i. Continue to hold the starter for half a seconds after the engine fires to allow
multiple cylinders to fire before disengaging the starter.
ii. If vapor lock is suspected it may be necessary to momentarily energize the electric
fuel pump to ensure continued fuel flow.
After Start
 Set the power lever to 1000 RPM
 Check the starter energized warning is off
 Check oil pressure in the green within 30 seconds
 Alt on and check warning light off and electrical load rising
Repeat procedure for the right engine.

EXECUTION

1. Follow the starting procedure execution of section 1 plus:

2. The left engine will be started first for two reasons:
The normal exit on the B55 is on the right hand side. If an engine fire results due to the
attempted start, egress will be safer if the right engine is not running.
The left engine is the critical engine. While failure of either engine is problematic, failure of
the left engine is worse. During startup the pilot has an opportunity to listen for any signs of
abnormal operations. Once both engines are running, detecting these signs will become
much more difficult, there for the pilot should start the left engine first in order to better
detect any abnormalities on the more critical engine.
3. When clearing a multi engine aircraft the pilot needs to be more specific. Instead of calling
“clear prop”, a multiengine pilot should call “clear left” or “clear right”. This will more clearly
communicate the others the pilots intended actions.
4. If the door is left open for ventilation during startup, the pilot must disengage the door stand
before starting the right engine to avoid damage to the door stand.

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Traffic Pattern

APPLICATION

The traffic pattern is used to standardize traffic flow in the terminal area while setting up for a
stabilized approach. Standardizing the traffic flow allows better predictability and situational
awareness. Stabilizing the approach allows for consistency and safety in recognizing poor set up
before the pilot runs out of options.

CONFIGURATION

DEPARTURE LEG
1. Reduce pressure on nose wheel during takeoff roll to avoid nose bobble
2. Gear up when out of usable runway and accelerate to Vy (100KNTS) in ground effect if possible
4. Reduce manifold to 25” then reduce RPM to 2500 and sync when performance is sufficient
5. Turn crosswind at a safe altitude (maintain noise abatement procedures)

CROSSWIND LEG
1. Clear then advise CTAF turning crosswind in the turn
2. Turn downwind at approximately 1.5 miles away from the runway

DOWNWIND LEG
1. Clear then advise CTAF turning downwind in the turn
2. Set manifold to 15” then reduce RPM to 2300 and sync
3. Complete pre-landing check before midfield downwind
4. Abeam landing point check speed (below 152 KIAS) and lower landing gear
(“Hear it. Feel it. See it. 3 green”) and 15° flaps
(Don’t take your hand off of the landing gear handle until you see and verbalize three green)
5. Decelerate through 120 KIAS
6. Turn base approximately 200 feet below TPA, 45 to the landing point

BASE LEG
1. Clear then call “3 green” and advise CTAF turning base in the turn
2. Set power as appropriate to intercept glideslope on final
3. Set flaps to 30°
4. Decelerate through 110 KNTS
5. Turn final on center line approximately 500’ AGL

FINAL LEG
1. Clear then call “3 green” and advise CTAF turning final in the turn
2. Decelerate to final approach speed 100 KNTS+½GF
3. Short final call ”3 green, stable, clear to land”
4. Cowl flaps open and prop full

EXECUTION

1. These procedures must be modified to meet the current requirements of the day. Traffic,
weather, and aircraft capabilities will all change what the traffic pattern should look like.
Effective situational awareness should be a key focus item in the traffic pattern. Always
remember to Aviate (maintain proper aircraft control), Navigate (try to hit your number and
distances adjusted for the situation), and communicate (make good position reports and
communicate your intentions effectively with others in the area), in that order.
2. If flying N455Q substitute the call “Mains down, Nose down” for “3 green” because the landing
gear system has individual indicators for mains and nose instead of a typical 3 green setup.
Additionally, the flaps must be manually set. Hold flaps down for approximately 5 seconds to
achieve 15° of flaps. The flap handle can be left in the down position for 30°.
3. When leveling off from a climb, the cruse check should be a straight line proceeding from right
to left. Throttle, props, cowl flaps, lights, heat
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Normal Takeoff and Climb

APPLICATION

A normal takeoff is the foundation all other takeoffs are built on and will be the most common
takeoff performed during normal operations.

CONFIGURATION

1. Set and visually verify flaps - 0°

2. Landing light – on
3. Clear the runway (VLE) and cross the hold short line
4. Smoothly apply full power (this should take approximately 3 seconds)
5. Verify and call out aircraft performance checks
“gauges green, airspeed alive, performance checks”
6. Hold level pitch in ground effect until reaching Vyse (100 KIAS)
7. Pitch for Vy attitude (approximately 10 degrees nose up)(100 KIAS+½GF)
8. Gear up when out of usable runway
9. When performance allows reduce manifold to 25” then RPM to 2500 and sync

EXECUTION

1. Follow the normal takeoff execution of section 1 plus:

2. A multi engine pilot MUST plan on an engine failing on every takeoff! If an engine failure surprises
the pilot, there often is not sufficient time to realize what has happened and react before the
situation becomes unrecoverable.
3. Establish predetermined decision points for performing accelerate go vs accelerate stop:
If the aircraft has a V1 speed, abort all takeoffs when the engine fails before V1 and
continue with all takeoffs where the engine fails after V1.
If the aircraft does not have a V1 speed, substitute the gear retraction point. All engine
failures that occur before gear retraction should be handled with an immediate power
reduction and the takeoff should be aborted. If the engine fails after the gear has been
retracted, full power should be applied and the takeoff should be continued.
4. If the engine does not fail, be thankful for your blessings and continue the flight.
5. There are two flows in the B55. The circle flow, which will be discussed further in landing and engine
failure procedures, and the line flow which will be used to perform the cruise checks. The line flow
travels right to left and consists of 6 areas. Throttle, props, pumps, cowl flaps, lights, heat.

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Normal Approach and Landing

APPLICATION
Going up is optional, coming down is mandatory. A normal landing is the foundation for all other
landings. It will be the most common landing performed during normal operations.

CONFIGURATION
1. Abeam landing point extend gear (“Hear it. Feel it. See it. 3 green”) and flaps 15° (below 152 KIAS)
2. Decelerate through 120 KIAS
3. Turn base approximately 200 feet below TPA, 45 to the landing point
4. Clear then call “3 green” and advise CTAF turning base in the turn
5. Set power as appropriate to intercept glideslope on final
6. Set flaps to 30° (below 122 KIAS)
7. Decelerate through 110 KNTS
8. Turn final on center line approximately 500’ AGL
9. Clear then call “3 green” and advise CTAF turning final in the turn
10. Decelerate to final approach speed (Vref 100 KNTS plus half gust factor)
11. Establish an “aiming point” approximately 500 feet short of your intended point of landing
12. Pitch for airspeed, Power for descent rate
13. Short final check call ”3 green, cowl flaps open, props full, stable, cleared to land”
14. Begin the round out and flare appropriate for pilot level (S/A)
15. Pitch for descent rate to obtain ground contact and 0 FPM descent at the same time
16. If the approach becomes destabilized or uncontrolled, execute the 4C procedure
17. If a touch and go is performed, execute the 3C procedure
18. If a full stop is performed, complete the after-landing check after clear of the hold short line

EXECUTION
1. Follow the normal takeoff execution of section 1 plus:
2. The pre-landing flow should proceed in a circle that has 14 areas. Throttle, mixture, engine,
gear, fuel selector, seatbelts, ignitions, alternators, heat, lights, cowl flaps, pumps, flaps,
props, and back to throttle. This circle may omit some of these items depending on what
section of the traffic pattern the check is being performed at.
Midfield - Throttle, mixture, fuel selector, seatbelts, heat, lights, props, and back to
throttle.
Abeam - Throttle, gear, flaps and back to throttle.
Base - Throttle, gear, flaps and back to throttle.
Final – Throttle, gear, flaps and back to throttle.
Short Final - Throttle, gear, cowl flaps, flaps, props and back to throttle.
3. This same flow will be used for emergency operations such as engine shut down, trouble
shoot, restart, securing, etc.
4. Always use checklists to ensure you didn’t miss anything on your flow.

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Forward Slip to Land

APPLICATION

The forward slip is a helpful tool a professional pilot can use to increase descent rate without
increasing airspeed when power management and configuration alone are not enough.

CONFIGURATION

1. Follow the configuration for normal approach plus:

2. Set up the approach well above glide slope without configuration
3. Reduce power to idle and evaluate
4. Apply gear down and 30° flaps, then evaluate (“Hear it. Feel it. See it. 3 Green”)
5. If power and configuration is insufficient, initiate the slip by applying full right rudder
6. Pitch for 100 KIAS+½GF and aileron for runway centerline
7. Just before desired glide slope intercept, neutralize controls and proceed with normal approach

EXECUTION

1. Engine failures in a slip are even more dangerous, exercise extreme caution while slipping a
multiengine aircraft due to increased loss of control forces.
2. The Forward slip should be considered a last resort tool. If you haven’t fully utilized your power
and configuration, use that to correct your descent rate. If power and configuration alone are not
enough, you should perform a go around in most situations instead of a forward slip.
3. Keep in mind when performing a forward slip that the aircraft is in an uncoordinated condition.
Exceeding the critical angle of attack in this condition by losing airspeed or increasing load factor,
will result in an unrecoverable loss of control due to insufficient altitude to recover. Thus flight
below 100 KIAS is unacceptable in a forward slip.
4. The entire purpose of the forward slip is to loose altitude without gaining speed. Pitching forward
to increase descent rate will appear to cause the aircraft to come down more quickly at first.
However as the airspeed increases the aircraft will cover more ground in the time you have to
descend which will cause a more shallow descent profile. Additionally you will then need to
dissipate the energy you have accumulated on the way down which will cost you even more
distance in the flare. Thus flight above 100 KIAS is unacceptable in a forward slip.
5. Be sure to adhere to forward slip duration limitations in the Aircraft POH to ensure fuel flow
disruption and subsequent loss of engine power does not occur.
6. Keep in mind that you still need to hit your spot!
Don’t wait so long to initiate the forward slip that you can’t hit your spot. Every second you
hesitate is a second you can’t get back.
If you start the forward slip too soon, that just makes it easier to hit your spot. Hold the
forward slip until just before glideslope intercept, the aircraft will still be descending
aggressively until you restabilize your approach, and then fly a normal approach to your spot.
7. There is no such thing as a “little slip”. It will often surprise pilots how much energy they really
have. By the time you get to the point you need to slip, you are already behind. You don’t have
time to do a little slip, realize that it is still not descending fast enough and then slip more. If you
think you need to perform a forward slip, initiate a full forward slip immediately, and then
discontinue the forward slip when the approach is under control again.
8. A forward slip can be performed in either direction. However SUU will practice forward slips to the
right for three reasons.
Forward slips that are in the opposite direction of any crosswind component will be more effective
then slips into the wind. However the time it takes to evaluate the wind and remember which
rudder pedal you should use will almost always cost you more distance than the wind.
Forward slips to the right will always provide better runway visibility to the pilot in the left seat.
In the event the pilot does inadvertently approach critical AOA, a loss of control event will
occur more slowly and give the pilot more warning before becoming unrecoverable due to the
effect of turning tendencies in a right forward slip.
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Engine Failure Below VMC (Takeoff)

APPLICATION

The likelihood of a multiengine pilot experiencing an engine failure is increased dramatically.

When this occurs, a multiengine pilot must develop two sections in their brain for engine failures,
Below VMC and above VMC. This is a critical skill because the reaction to engine failure is
diametrically opposed depending on which category you are currently operating in. For failures
below VMC the pilot must always react by minimizing power to the remaining engine(s).

CONFIGURATION

1. Follow the configuration for normal takeoff plus:

2. When the engine failure is detected, promptly and smoothly reduce all throttles to idle.
3. Maintain centerline control with rudder input and slow the aircraft as necessary. If the aircraft is
airborne, pitch for airspeed to re-land the aircraft as necessary.

EXECUTION

1. Simulated engine failures will not be evaluated by DPE’s or stage checks between 50% Vmc and
400 Feet on takeoff due to the high risk involved with inappropriate pilot action. However, Real
life does not care about these restrictions. Due to the lack of practice, combine with the high risk
involved, pilot passing through the “50 to 400” stage of takeoff should be at high alert.
2. If engine failure are practiced during training within the 50 to 400 window extreme cation must
be used and the following limitation must be followed.
Engine failures performed between 40-100 KIAS must be demonstrated by the instructor and
must be briefed before execution every time.
Engine failures performed above 100 KIAS but below 400 AGL can be performed under the
following conditions:
The student must have demonstrated proficiency at handling previous engine failures on
takeoff at higher altitudes.
Aircraft performance must allow for a climb in the current conditions.
Undue hazard will not be posed to persons of property due to the simulated engine
failure.
Noise abatement considerations must be considered in the operations.
If the student fails to handle the situation appropriately, the instructor must assume
control prior to safety concerns arising due to obstacles or VMC/stall scenarios.

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Engine Failure Above VMC (Takeoff)

APPLICATION

There are two reasons why you should put multiple engines on an aircraft. 1 st, the more engines
an aircraft has, the more load carrying capacity it will have. 2nd, more engines provides
redundancy in flight. This gives the pilot the opportunity to continue flying in the event of an
engine failure. However, the remaining operating engine will also try to kill you due to loss of
control forces. A professional multiengine pilot must be prepared to deal with these forces in
order to maintain safe OEI flight operations. (One engine inoperative).

CONFIGURATION

1. Follow the configuration for normal takeoff plus:

2. When the engine failure is detected, promptly and smoothly apply the 7C’s engine failure in flight
procedure;
3. Control - Bank, Ball, Blue line
4. Cram – Power up
5. Clean – Gear up, Flaps up
6. Consider – Identify and verify
7. Commit – Fix or Feather (Always feather if you don’t have sufficient altitude or are on approach)
8. Climb – Evaluate performance and climb as capabilities and necessity demands
9. Call – Determine the best course of action and inform the controller / traffic as necessary

EXECUTION

1. Every engine failure that occurs after your decision point (gear up or V1) will be handled the
same way. However, the lower the altitude is, the more critical a prompt action becomes. When
performing high stress, high consequence procedures it is imperative that pilots do not rush!
2. Remember, Slow is Smooth, and Smooth is Fast. This is a commonly used phrase but it is very
applicable to engine failures on takeoff. Each C should only take 1-2 seconds to perform, this
means that all 7C’s should be completed in approximately 14 seconds. Do not skip steps or try to
accomplish the procedure faster, this will only lead to safety critical items being missed and more
time being taken. Engine failures on takeoff can be an intense experience, train for disciple and
take the time to do it right 100% of the time. Clarity of purpose and disciplined practice is
necessary to build this skill set which is mandatory for safe operations as a multiengine pilot.
3. Further details on the 7C’s will be discussed in the engine failure in cruise section.

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One Engine Inoperative Landing

APPLICATION

Being able to fly to an airport in the event of an engine failure doesn’t do you much good if you
can’t land the aircraft. The professional multiengine pilot must be prepared to und erstand and
compensate for the changing forces that will be experience d during an OEI landing.

CONFIGURATION

1. Follow the normal landing configuration plus:

2. Take time to set up a stabilized approach, do not rush as a go around may be impossible!
3. Configuration should be applied as performance allows based on drag demo numbers.
(Gear, manifold 15”, flaps 15°, flaps 30°)
4. As power is reduced during the round out / flare, reduce and then reverse rudder pressure to
maintain centerline alignment.
5. Have a taxi plan ahead of time. Turns during taxi will only be possible into the dead engine and
straight line taxi will be difficult to impossible depending on power settings.

EXECUTION

1. Follow normal approach and landing execution plus:

2. OEI traffic patterns should be larger than normal traffic patterns to give the pilot more time to
stabilize the approach and achieve the setup with smaller bank angle requirements. If
performance allows, drop gear abeam your landing point as normal and reduce manifold as
appropriate.
3. Only deploy flaps on an OEI approach after reaching 15” manifold. If you need more than 15” to
fly the approach, you do not have enough performance to extend the flaps and consistently make
it to the runway safely.
4. As the throttle is reduced on the round out and flare, asymmetrical thrust will be reduced. This
diminishes the strength of the loss of control forces and requires less rudder input. As the
manifold pressure is reduced through 10”, the drag created by the idling engine will exceed the
drag created by the feathered engine and the loss of control forces will swap. Consequently the
pilot must reverse rudder inputs to compensate for the changing asymmetrical drag. All of these
calculations must occur while simultaneously flaring the aircraft for landing. The resulting high
workload area can cause the pilot to touch down aggressively and uncoordinated causing aircraft
damage and potential runway excursion. To avoid this situation multiengine pilots must be
mentally and physically prepared for the high workload flare in an OIE approach.

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Go Around / Rejected Landing

APPLICATION

A go around is almost always the safest course of action in resolving the risks of an unstable
approach. The goal of ever professional pilot should be to never be in a situation where they have to
say the words “I should have done a go around”. If the question ever pops into your head “should I
do a go around?”, the answer is YES! That being said, a multiengine pilot must always be aware of
the capabilities of their aircraft. Especially in high DA environments a go around may not be a realistic
option for many OEI approaches due to performance decreases that often exceed 100%. In these
cases the pilot only gets one try to shoot the perfect approach.

CONFIGURATION

1. Decide to perform go around

2. Verbalize the decision to yourself (and your crew) and apply the 4C procedure
3. Cram- the power (throttle and prop) full forward smoothly
4. Climb- first stop the descent rate without sacrificing airspeed, then pitch for Vy or Vx
5. Clean- Once obstacles are clear and the aircraft is climbing, flaps 15° above 80 KIAS+½GF, Gear
up, flaps 0° above 85 KIAS+½GF, accelerate to 100 KIAS
6 . Call- to CTAF / tower your decision to perform a go around and your intentions thereafter.

EXECUTION

1. Follow go around / rejected landing execution of section 1 plus:

2. Performing a go around can be more difficult in a multi engine aircraft for two reasons:
Complexity – In multi engine operations there are more systems to manage and more things to
think about when performing any maneuver, including the go around. Additionally, multiengine
aircraft typically will approach at greater speed given the pilot less time to complete more tasks.
This required the pilot of a multiengine aircraft to remain farther ahead of the aircraft and make
a go around decision earlier to avoid potentially hazardous conditions developing.
Engine failure – Every time a multiengine aircraft is operated below its Vyse speed, the flight is
exposed to extra hazard if an engine failure occurs. This hazard is increased if it is combine with
high power settings as is the case in a go around. In addition to this increased hazard if an
engine fails, multiengine pilots may need to perform a go around from an OEI approach.
Performing an OEI go around requires extensive performance familiarization and may not be
possible in some cases. Determination of go around feasibility must be performed on every OEI
approach and if performance allows, early execution of the go around is critical due to low
performance margins in combination with changing loss of control tendencies of the aircraft.

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Maneuvering During Slow Flight

APPLICATION

Performing slow flight operations gives the pilot an opportunity to get to know the slow speed
handling characteristics of their aircraft in a safe environment. Pilots who really understand these
characteristics will be much more prepared to operate their aircraft safely when the operation
dictates speeds less than cruise. Traffic pattern, takeoff and landing are a few of the maneuvers
that are performed in this speed regime.

CONFIGURATION

1. Complete the pre-maneuver flow as described on page 10

2. Select an altitude that will allow completion of the maneuver at no less than 3000’AGL.
3. Set RPM to 2500 and reduce power to 15” of manifold to slow the aircraft.
4. Maintain heading and altitude while slowing to the appropriate airspeed.
(75 KIAS Flaps 0°, gear up (Clean)) (70 KIAS flaps 15°, gear down) (65 KIAS flaps 30°, gear down (Dirty))
5. Deploy flaps and gear as appropriate for the desired configuration and open cowl flaps for cooling.
(Gear below 152 KIAS)(15° below 152 KIAS)(30° below 122 KIAS)
6. Maintain altitude with pitch until the desired airspeed is reached.
7. Once the desired speed is obtained, Pitch for airspeed and Power for altitude.
8. Recovery is achieved by adding full power and pitching for altitude while cleaning as speed builds.
(15° flaps at 80 KIAS)(Gear up at positive rate)(0° flaps at 85 KIAS)

EXECUTION

1. Follow the slow flight execution of section 1 and 3 plus:

2. Flight below 100 KIAS should be performed with extreme caution. Due to the low airflow over
the rudder combine with the high power settings required when operating on the back side of
the power curve, the chance of loss of control if an engine failure is experienced is high.
When operating on the back side of the power curve in a multiengine aircraft any abnormal engine
operations or aircraft handling issues should be corrected with an immediate power reduction.

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Power-Off Stalls
APPLICATION

Power-OFF stalls simulate a stall occurring during approach or landing. This situation most commonly
occurs when pilots don’t pitch for airspeed. Instead they see the ground coming too quickly and decide
to start pitching for altitude. This increases their angle of attack and leads to an inadvertent stall.

CONFIGURATION

1. Complete the pre-maneuver flow as described on page 10

2. Select an altitude that will allow completion of the maneuver at no less than 3000’AGL.
3. Maintain altitude and heading while slowing and configuring the aircraft for landing.
(RPM 2500, manifold 15”, 100 KIAS, flaps 30°, gear down, cowl flaps open)
(Turning stalls should establish a left or right bank of not more than 20°).
4. Establish a stabilized descent at 100 KIAS in the landing configuration.
(This descent should be held for at least 200 feet to show stabilization)
5. Slowly reduce the throttle to idle and pitch to maintain altitude.
6. Perform verbal call outs as the stall develops:
At the activation of the stall warning horn, call “stall horn”
At the first aerodynamic indications of the stall (the buffet), call “Buffet”
At the full aerodynamic stall (un-commanded nose drop), call “Full Break”
7. Recover by simultaneously applying full power, right rudder and reducing pitch attitude sufficient
to lower the wing below the critical angle of attack while minimizing altitude loss. (100 Feet)
8. Clean up as speed builds. (15° flaps at 80 KIAS)(Gear up at positive rate)(0° flaps at 85 KIAS)

EXECUTION
1. Follow the Power off stall execution of section 1 and 3 plus:
2. If directional control is in question during the recovery, an engine may have failed. To recover the
following procedure must be performed in order:
Reduce power on all engines to idle.
Add opposite rudder as necessary.
Pitch down to increase airspeed to Vyse.
As Vyse is accomplished, slowly increase power and expect OEI forces to resume.

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Power-On Stalls
APPLICATION

Power-ON stalls simulate a stall occurring during takeoff or departure. This situation most commonly
occurs when pilots are distracted by terrain, obstacles, or traffic and climb too aggressively.

CONFIGURATION

1. Complete the pre-maneuver flow as described on page 10

2. Select an altitude that will allow completion of the maneuver at no less than 3000’AGL.
3. Set takeoff configuration then maintain altitude and heading while slowing to the appropriate speed.
(TAKEOFF / 85 KIAS Flaps 0°, Gear Down) or (DEPARTURE / 100 KIAS flaps 0°, Gear Up).
(Turning stalls should establish a left or right bank of not more than 20°).
4. Apply 2500 RPM, maximum available manifold (up to 25”) and cowl flaps open. Smoothly
increase pitch t o reduce airspeed at a rate of approximately 1 knot per second until the stall
occurs.
5. Perform verbal call outs as the stall develops:
At the activation of the stall warning horn, call “stall horn”
At the first aerodynamic indications of the stall (the buffet), call “Buffet”
At the full aerodynamic stall (un-commanded nose drop), call “Full Break”
6. Recover by simultaneously applying full power and reducing pitch attitude sufficient to lower the
wing below the critical angle of attack while minimizing altitude loss. (0 Feet)
7. Accelerate to Vy while maintaining altitude and heading, then clean the aircraft as appropriate.

EXECUTION

1. Follow the power on stall execution of section 1 and 3 plus:

2. Power on stalls are the most hazardous of the maneuvers performed on the backside of the power
curve due to the combination of minimum possible speed with maximum possible power. This
combination makes the chances of loss of control if an engine fails extremely high. Multiengine
pilots performing power on stalls must maintain strict vigilance of engine operating parameters.
3. If directional control is in question during the performance of or recovery from a power on stall,
recovery must be promptly accomplished using the following procedure in order:
Reduce power on all engines to idle.
Add opposite rudder as necessary.
Pitch down to increase airspeed to Vyse.
As Vyse is accomplished, slowly increase power and expect OEI forces to resume.

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Engine Failure in Cruise

APPLICATION

More engines equal more chance of engine failure. While a single engine pilot may prepare and
yet hope to never experience an engine failure in flight, a multiengine pilot should consider this
scenario a certainty. It’s only a matter of time. When an engine failure occurs, properly handling
the situation is critical to the safety of flight.

CONFIGURATION

1. Complete the pre-maneuver flow as described on page 10

2. Ensure CHTs are below 300°F and reduce throttle to idle on the desired engine.
3. Promptly and smoothly apply the 7C’s engine failure in flight procedure.

EXECUTION

1. Control - Bank, Ball, Blue line

Bank- Raise the dead engine to approximately 5° of bank into the good engine using ailerons.
Ball- Apply sufficient rudder pressure to bring the inclinometer ball (or brick) back to the
“zero side slip” positon. This is what coordinated OEI flight will indicate:

Blue Line- If the speed is below Vyse, pitch down promptly to increase speed. If he speed is
above Vyse, pitch up gently to maintain altitude or slow to Vyse as appropriate.
2. Cram – Power up. Increase manifold and RPM to full (2500 RPM for simulations) on all engines.
Then increase mixture on all engines as necessary.
3. Clean – Gear up, Flaps up to maximize aircraft performance capabilities.
4. Consider – Identify and verify
Identify- Often engine failures are harder to identify that you may think. Engine failure instrument
indications will vary based on the cause of failure. In some cases, detecting an engine failure using
the engine gauges is impossible. However, the resulting loss of control forces will constantly and
accurately inform the pilot of the failure and the engine that has failed. This will cause one foot to
be working the rudders with substantial force while the other foot does nothing or is considered
“dead”. Hence the memory aid “dead foot, dead engine”. If the left foot has no rudder force to
maintain zero side slip, the left engine has failed.
Verify- Once the dead engine is identified, verbalize which engine and failed and then touch
the throttle of the appropriate engine. If you are CRM, have your copilot verify you are
touching the correct throttle. If you are SRM, ask yourself if you are touching the correct
throttle and verbalize. “Left throttle? Left throttle”. When an engine fails, a lot of things must
happen quickly to maintain safe OEI flight. This pressure has enticed many pilots to rush past
this step to their demise. Remember, slow if smooth, and smooth is fast.
5. Commit – Fix or Feather
Fix- Run the engine trouble shoot flow and checklist if you have time and workload capacity.
You want to restart the engine if possible but there are no guarantees it will work. On the other
hand you are guaranteed to lose altitude that you might not be able to get back if you don’t
feather. Do you have enough altitude to make that sacrifice?
Feather- If you are unsure which to do, FEATHER! If you don’t have enough altitude to trouble
shoot (start with 3000 AGL minimum and lower as proficiency increases) or if you don’t have
the workload bandwidth, as is the case on approach, feather the engine and fly the plane.
6. Climb – Evaluate performance and climb as capabilities and necessity demands. If you are at or
above your single engine service ceiling, you will not be able to climb and may not be able to
maintain altitude. Find the best place to land that is within the aircrafts capabilities.
7. Call – Determine the best course of action and inform the controller / traffic as necessary. If you
are close to full scale rudder input, DO NOT TURN INTO THE DEAD ENGINE!
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Engine Shutdown in Flight

APPLICATION

The engine shutdown gives the pilot real world experience with what an engine failure will be
like. By understanding the physical and mental conditions that will exist in a “real” engine failure,
the pilot will be better prepared to react correctly when there life depends on it.

CONFIGURATION

1. Complete the pre-maneuver flow as described on page 10

2. Ensure that an airport is within OEI capability of the aircraft in the event the engine does not restart.
3. Cool the engine as much as possible (must be below 300° F) with cowl flap and manifold settings.
4. Move the appropriate fuel selector to “OFF”.
5. Execute the 7C’s, feather and secure the engine.
6. Restart the engine within 2 minutes using the restart flow.
7. After releasing the accumulator pressure, verify restart with the EGT’s.
8. If EGT’s are not climbing, apply the appropriate fuel pump on low to supply fuel flow.
(If restart is unsuccessful, proceed to the predetermined airport OEI and land)

EXECUTION

B55 Secure Circle Flow

1. Identify / Verify prop feather
2. Identify / Verify throttle set 15”
3. Identify / Verify mixture cutoff
4. EGT’s dropping
5. Gear as needed
6. Identify / Verify selector off
7. Seat belt as needed
8. Identify / Verify ignition off
9. Identify / Verify alt off
10. Heat as needed
11. Lights as needed
12. Cowl flaps Failed=C Operating=O
13. Pumps off
14. Flaps as needed

B55 Restart Circle Flow

1. Identify / Verify throttle set 15”
2. Identify / Verify mixture set for alt
3. Engine gauges evaluate (after prop)
4. Gear as needed
5. Identify / Verify selector on
6. Seat belt as needed
7. Identify / Verify ignition both
8. Identify / Verify alt off(on after start)
9. Heat as needed
10. Lights as needed
11. Cowl flaps Failed=O Operating=C
12. Pumps off (on if needed)
13. Flaps as needed
14. Identify / Verify prop full forward

*In N229RB cowl flaps move to

Section 5, the rest remains unchanged.*

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VMC Demo
APPLICATION

VMC demos are performed to help the pilot recognize what a slow speed loss of control
progression will feel like in both the stall first area and the VMC first area.

CONFIGURATION

1. Complete the pre-maneuver flow as described on page 10

2. Cool the engine as much as possible (must be below 300° F) with cowl flap and manifold settings.
3. Use throttle to simulate a critical (left) engine failure, 7C’s but do not simulate feather
4. Slow the aircraft at a rate of 1-2 knots per second and watch for the first indications of loss of control.
If operating in the stall first area, the stall warning horn sounding will be the first indication.
If operating in the VMC first area, inability to maintain zero side slip will be the first indication.
5. Once the first indication is encountered, reduce throttle immediately!
6. Pitch to trade altitude for speed.
7. As Vyse (100 KIAS) is obtained, reintroduce power and control (bank, ball, blue line)

EXECUTION

1. The VMC demo must be performed at a minimum of 5000 AGL per the POH.
2. At those altitudes stall will always be reached first so the VMC first area will be simulated by the
MEI blocking rudder pedal travel. This will artificially raise the cross over altitude .
3. Don’t stop flying the plane! The FAA considers up to 150 LBS of rudder force to be normal OEI
operating control pressures. If you only apply 10 LBS of force and then give up and let the ball
slide out; you missed the point. That is failure to fly the plane, not VMC. If your rudder pressure
is insufficient to maintain zero side slip, push harder! If it is still insufficient, push harder! And
finally if it is still insufficient, perform a VMC recovery.
4. Flying OEI will be a workout. Always position your seat / rudder pedals to be able to supply 150
LBS of force at full scale rudder deflection. If you have to stretch and shift to get pedal force at
extension, you are not set up for safe multiengine operations.

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Drag Demo
APPLICATION

The drag demo is one of the first maneuvers you should perform when learning a new
multiengine aircraft. This is your chance to get to know how the aircraft will respond to
configuration changes when operating OEI. The information gained by performing a d rag demo is
instrumental to making educated configuration decision for all OEI operations.

CONFIGURATION

1. Complete the pre-maneuver flow as described on page 10

2. Cool the engine as much as possible (must be below 300° F) with cowl flap and manifold settings.
3. Use throttle to simulate an engine failure and perform the 7C’s.
4. Hold the aircraft perfectly stable as even small changes will affect your numbers.
5. Note the aircraft performance and then lower the gear without adjusting any other variables.
6. Note the aircraft performance and then lower flaps 15° without adjusting any other variables.
7. Note the aircraft performance and then lower flaps 30° without adjusting any other variables.
8. Once you have recorded your numbers recover from the simulated engine failure.

EXECUTION

1. The purpose of the drag demo is to get to know the plane. The more external factor you
introduce to the maneuver the less effective it is. When performing a drag demo consider the
following factors than may impact your numbers:
Density Altitude- As you descend the density altitude will increase. This will increase your
performance and change your numbers. If you can’t work through the configuration changes
quickly, consider climbing back up and starting again to get accurate numbers.
Turbulence- Try to perform drag demos on clam days / areas if possible to minimize interference.
Human Error- This is the biggest factor you will have to deal with. Make sure you hold your profile
perfectly and make corrections when they are small (less than 1 knot). You will never be able to
compensate for all of these variables perfectly so you will need to average your numbers.
2. There are two ways that configuration will impact OEI performance depending on what
maneuvers you are performing.
FPM- If you are holding altitude FPM will be affected. Gear=-400FPM Flaps=-250FPM
KIAS- If you are holding glide slope KIAS will be affected. Gear =-20KIAS Flaps=-10KIAS

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One Engine Inoperative Instrument Approach

APPLICATION

OEI instrument approach is how you land in IMC with an engine failure. You only need to perform an
approach OEI on your checkride but you will probably perform it without an engine failure as well in
real life.

CONFIGURATION

1. Inbound:
Manifold 23”, RPM 2300, gear up, flaps up.
If an engine failure occurs while inbound, perform the 7C’s while navigating. After performing
the 7C’s maintain a clean configuration.
2. Intermediate:
Manifold 15”, RPM 2300, gear down at GSI, flaps 15° at GSI, slow to 120 KIAS.
If an engine failure occurs while intermediate, perform the 7C’s while navigating. Then
evaluate performance to determine configuration. First if you have more than 140KIAS
extend the gear. Next reduce the manifold until reaching 15”. If glide slope requires more
than 15” use manifold as necessary. If you can maintain glide slope at 15” with more than
130 KIAS extend the flaps to 15°.
3. Terminal:
Manifold 15”, RPM 2300, gear down, flaps 15°, 120 KIAS.
If an engine failure occurs while terminal, perform the 7C’s while navigating. Then evaluate
performance to determine configuration. First if you have more than 140KIAS extend the
gear. Next reduce the manifold until reaching 15”. If glide slope requires more than 15” use
manifold as necessary. If you can maintain glide slope at 15” with more than 130 KIAS
extend the flaps to 15°.
4. Visual:
Manifold as necessary, RPM full, gear down, flaps 15°(flaps 30° if your break out altitude is
more than 500 AGL, 120 KIAS at break out, then slowing to normal approach speed (100KIAS).
If an engine failure occurs while visual, perform the 7C’s while navigating but keep the gear
down. If time allows, consider flap usage and perform an OEI landing procedure.

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EXECUTION

1. Workload management. Flying an instrument approach in a multiengine airplane is the same as

flying an instrument approach in a single engine airplane. However, while the procedure is
identical, the workload is substantially higher due to three factors:
Speed- Typically multiengine airplane will fly the approach faster than single engine airplanes.
This speed differential leaves the multiengine pilot with less time to execute the procedure and
results in the same corrections having a larger impact on navigation.
Complexity- A multiengine pilot has at least double the amount of engine configuration and
monitoring to perform. Additionally, multiengine aircraft typically have more advanced
systems that add to pilot workload.
Failure- While having an engine failure on the approach in a single engine aircraft is not a
good situation to be in, at least you no longer have to worry about flying the approach. In a
multiengine aircraft you still have to keep up with all of the same workload of a normal
instrument approach and deal with an engine failure at the same time. This makes it very easy
to fixate and lose your navigation, control of the aircraft, or both.
Remember, Aviate, Navigate, and then Communicate. Always in that order.
2. Configuration impact. If you have managed to perform all of that, you now have one more thing to
think about. How should you configure the aircraft? Too little configuration and you will use up a
ton of runway and land gear up, too much and you may not even make it to the runway. The drag
demo gives the multiengine pilot the information they need to solve this riddle.
If you have extra airspeed, you can sacrifice some of that speed for configuration. Gear will cost
you approximately 20 KIAS while flaps will cost about 10 KIAS a piece. If you were on
glideslope at 160 KIAS and chose to deploy gear and flaps 30°, you could maintain glide slope
at 120 KIAS without power changes. However, if configuration would cause you to slow below
Vyse (100KIAS), you do not have enough energy for that configuration and will not make the
airport. Keep in mind that this is all assuming that the conditions remain constant, which just
about never happens. In order to keep a reserve of energy for the unknown, never deploy flaps
until you have reduced manifold pressure to 15”. This will allow you to adjust for small
deviations using extra manifold pressure without the need to reconfigure which comes at a cost.
If your configuration causes you to slow below Vyse (100KIAS), you have three choices:
1. Accept a FPM loss and land short of the runway.
2. Pitch for glideslope, lose control of the aircraft and crash well short of the runway.
3. Clean the configuration and accept a further loss of performance in the short term in order
to achieve a net gain in the long term. Depending on when you make this decision and your
aircraft performance, you may or may not be able to get away with this safely. It is much
more difficult to build energy OEI than it is to get rid of it. That is why it is critical for a
multiengine pilot to make educated choices on the aircraft configuration that will work for
the current conditions of the day rather than following a procedure that may or may not
work and then trying to fix it on the fly while juggling all of the other tasks on their plate.

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Emergency Descent
APPLICATION

The emergency descent is the most expeditious way to get an airplane on the ground. In most
cases an emergency descent should not be used, however if you find yourself flying a time bomb
instead of an airplane, you should execute an emergency descent. This condition can occur when
there is an uncontrollable fire or an explosive decompression event.

CONFIGURATION

1. Complete the pre-maneuver flow as described on page 10

2. Establish an altitude that will provide sufficient time to perform the maneuver.
(Expect descent rates in excess of 10,000 FPM)
3. Cool both engines as much as possible prior to starting the maneuver (must be below 300° F).
4. Pull power to idle / extend the landing gear / close the cowl flaps and bank 45° to the left.
(Power down, Gear down, Plane down)
5. Pick a landing area directly below the aircraft and accelerate to VLE-5 (147KNTS)
Do not exceed maximum speeds! Hold 5KNTS under for a safety buffer during training.
6. Once airspeed is stabilized, evaluate the condition that caused the emergency descent.
7. If the condition is resolved, recover from the dive and proceed to an airport OEI.
8. If the condition is not resolved, note the descent rate and use bank and speed control to fly the aircraft to
the landing field as fast as safely possible. The descent should end in a maximum forward airspeed
approach if possible.

EXECUTION

1. Don’t rush to the emergency descent. You should avoid performing an emergency descent if
possible. If you have an emergency (including an inflight fire), deal with the emergency. This
should be performed calmly and methodically. Don’t rush it. However, once you have tried to
deal with the emergency and found that you no longer have an inflight fire, you now have an
uncontrollable fire (a fire you have done everything you can to put out and not been successful),
now is the time to go into emergency descent mode.
2. In a normal engine failure situation your objective is to keep the aircraft flying as long as
possible. More time airborne equals more options. In an emergency descent, you want to make
the flight as short as possible. More time airborne equals death.
3. Don’t go to the airport! Multiengine pilots can get used to being able to fly to an airport if there is
an emergency. However, when there is an uncontrollable fire event, this is no longer the case.
Even if there is an airport only a few miles away, flying to the airport will give the fire more time
to burn. As the fire burns, one of two things are about to happen. Option 1: The fire burns
though the fire wall and compromises the structural integrity of the wing spare causing the wing
to depart the aircraft. Option 2: The fire burns into the fuel tank. This causes the fuel tank to
explode and the explosion removes the wing from the aircraft. Regardless of which one of these
options occur, you don’t want to be in the aircraft when they happen. For this reason, you must
not delay. You are flying a time bomb with an unknown amount of time remaining on the timer.
Every second you are airborne is another second closer to death.
4. Don’t forget to follow up. Once your airspeed is stabilized in the emergency descent, evaluate if
you should continue. As the airflow is increased the stoichiometric ratio of the fire is becoming
more and more lean. Above approximately 135 KNTS it is probable that the fire will be too lean
to continue burning. If this occurs, STOP PERFORMING THE EMERGENCY DESCENT! Use your
remaining engine to fly to an airport instead of smashing the aircraft into the closest survivable
crash site.

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Emergency Approach and Landing

APPLICATION

The chances of experiencing a duel engine failure are remote. However if it happens you don’t
want to figure out how to perform a dead stick landing for the first time with your life on the line.
The chances of you successfully performing a maneuver you have never done before perfectly
while performing it under pressure is unlikely. So, while this is not a required maneuver on a
checkride, it is a maneuver a professional pilot should be familiar with.

CONFIGURATION

1. Airspeed - pitch for best glide (100 KIAS)

2. Best place to land – set up an approach to the best landing field within gliding distance.
3. Checklist – If time allows, run the appropriate checklist to troubleshoot and secure the aircraft.
4. Declare – MAYDAY, MAYDAY, MAYDAY then state your location, intentions and souls on board.
5. Evacuate – Plan and execute your exit from the aircraft after landing.

EXECUTION

1. There are 3 categories of emergency landing areas.

Category 1 is an airport. This is the most preferable landing area if possible.
Category 2 is a field. This is referring to manmade (farmer’s) fields. These areas have been
carefully cleared of most obstacles. What obstacles remain (irrigation systems, equipment,
crop bails, ETC) are usually easy to see and avoid.
Category 3 is anything else. If you have to make a category 3 emergency landing you are
almost guaranteed to hit obstacles on landing. Most of these obstacles will be impossible to
detect until seconds before impact. Tighten seatbelts and limit energy on impact as much as
possible.
If you cannot make a category 1 landing area in an SR20, maneuver over the most open
area you can and deploy CAPS at approximately 1000 AGL. If possible, position the aircraft
upwind of your intended landing spot to allow for wind drift.
2. Don’t aim for your landing area! You only get one chance in an emergency landing, you need to
stack the deck in your favor. There are two problems with straight in approaches.
You don’t know what the conditions are. Even a small misjudgment of the wind can result in
coming up short or overshooting your landing area.
You haven’t practiced a gliding straight in final to this spot before nearing 100% of the time.
The chances of you performing almost anything correctly the first time are minimal.
Instead aim for 1000 feet AGL, abeam your point on the downwind. This will allow you to
see how close your first guess was and then adjust if you are high or low. Additionally, it
sets up a familiar situation that you have practiced. Engine failure from the traffic pattern
should be comfortable and familiar procedure. In commercial training you should be able to
land an engine failure from the pattern (power off 180) with consistent accuracy.
3. Think about what happens after touchdown. If you are lucky enough to have multiple good
options to land at, think about what will happen after the landing. Often the landing location you
pick can greatly affect your proximity to help after you get out of the aircraft.
4. Know how you are going to get out. It is not uncommon for aircraft to flip upside down on
landing or become submerged if landing in water. These scenarios can be very disorienting and
make the task of removing your restraints and opening the door very difficult. Even a relatively
good emergency landing can twist the frame of some aircraft and cause the door to jam,
preventing your ability to exit the aircraft. Combine these scenarios with the possibility of fire
and having a solid exit plan that is well rehearsed can be a matter of life or death.
5. Multi engine aircraft typically do not glide well and glide information will likely not be contained in
the aircraft POH. Know your aircrafts glide ratio and plan accordingly. The B55 has a clean glide
ratio of approximately 7:1. (7000 foot horizontal possible for every 1000 feet of vertical)

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After Landing

APPLICATION

Transitioning to ground operations is something that must happen after every flight. Treating
this transition lightly can lead to mistakes that can threaten the safety of the operation for you
and other pilots operating near you.

CONFIGURATION

1. Clear the runway at the nearest taxiway commensurate with speed.

2. Taxi past hold short line, leave room for other aircraft if possible. (At KCDC pilots should
taxi clear of the runway and taxiway A before stopping)
3. Make a radio call clear of the runway. Contact Ground if towered, CTAF if untowered.
4. Complete after landing flow.
B55– Flaps (UP), Cowl Flaps (OPEN), Fuel Pumps (OFF), Landing Light (OFF, as
appropriate), Pitot Heat (OFF), Cabin Heat (OFF).
5. Complete After Landing Checklist.
6. Make radio call with taxi intentions or clearance as appropriate.

EXECUTION

1. Don’t make false radio calls. You are not clear of the runway until every part of your aircraft is
past the hold short line. Just thinking about getting off of the runway doesn’t count.
2. Think about the traffic on approach behind you and don’t take more time on the runway than
you need for safety.
3. Don’t push buttons (or flip switches) while the aircraft is moving on the ground. You are
operating in a terminal area where you are very close to obstacles and other aircraft. Take the
two seconds to come to a complete stop and then run your flow. The one time it matters, you
will be glad that you did.
4. Don’t underestimate your inertia. As your aircraft gets heavier, it will carry more inertia. This
makes it much easier to lock tires and overshoot turns, even at slow speeds.
5. Don’t let your guard down. Engines can fail on the ground too. If you experience an engine
failure on taxi the aircraft will likely become difficult if not impossible to control. Turns will only
be possible in one direction and the aircraft will initially attempt to depart the runway or
taxiway. Maintain vigilance so that you are not caught off guard because you thought the flight
was over.

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Parking and Securing

APPLICATION

Parking and shutdown is one of the most visible operations that pilots perform. Make sure to park
like a professional. Additionally, improper parking or shutdown procedures can be very hazardous
for the aircraft and ground crews in the area.

CONFIGURATION

1. Select and taxi to an appropriate parking spot, considering wind conditions, obstructions,
people, and airplane servicing requirements. If you are parking on the SUU ramp park in the
correct parking priority spot. Spot 1, then spot 2, etc.
2. If a pull through spot is available, pull into position over the spot. If a pull through is not
available, park with your wing abeam the tail of the next open spot to the south and shut down.
3. Complete the shut- down checklist.
4. Pilots will not remove seatbelts or headsets until:
the parking brake is set,
both engines are shutdown,
the ignitions are verified off
6. Ensure the gust lock is securing both the elevator and the aileron.
5. Supervise the deplaning of all passengers, giving special attention to anyone not familiar with
ramp hazards.
6. Secure the airplane with tie downs and wheel chocks as appropriate.
7. Perform a visual inspection of the airplane.
8. Ensure that discrepancies have been entered in the Aircraft Daily Log and that the Hobbs
meter and tachometer data are entered into the appropriate time blocks.

EXECUTION
1. Park in the correct priority! In the picture below the next pilot to return is expected to park in spot
2. The next pilot would park in spot 4, after that spot 8, 9, and then 10.

2. Shutting down the aircraft with the avionics master on can damage the radios.
3. Grounding the magnetos before the prop has stopped turning can foul the spark plugs.
4. Leave the aircraft airworthy! If anything occurred during your flight that affects its airworthiness
status, the pilot who flew it should be the pilot who downs it. Do a thorough Postflight and don’t
leave any surprises for the next person to fly it.

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