Manuvers

Question 1

Normal Take Off and Climb

Answer 1

1. Note wind direction and velocity.
2. Call out, *“Cleared for
   Takeoff Runway (Runway Number).” * “Cleared for Takeoff
   Runway (Runway Number).”
   call out,
3. Check Heading: “Runway (Runway Number) Identified?” Wait for PM’s response, “Runway (Runway
   Number) Verified.”
4. Smoothly and continuously apply full throttle, maintaining directional control and runway centerline with the rudder pedals.
5. Check engine instruments and tachometer (RPM) and call out, “Engine Instruments in
   the Green.”
6. Verify the airspeed is increasing and call out, “Airspeed Alive.”
7. At VR (55) pitch up to the takeoff pitch attitude where the top of the glareshield meets the horizon
   (approx. 9-10° up). Add ½ of the gust factor to VR. During liftoff, hold aileron pressure into the wind.
8. After liftoff, establish and maintain a pitch attitude that allows to obtain VY (74 KIAS)
   while maintaining the flight path over the runway centerline. Trim as necessary.
9. positive rate of climb depress the brake pedals to ensure main wheels rotation has stopped, and call out, “Positive Climb.”
10. At 500’ AGL, lower the pitch (approx. 7-8° up) to establish and maintain a pitch attitude that allows to obtain 85 KIAS climb to improve forward visibility. Re-trim as necessary.

Execute a departure procedure, or remain in the traffic pattern, as appropriate (see
TRAFFIC PATTERN DEPARTURE).
13.Complete the CLIMB CHECKLIST, when appropriate.

Question 2

Short Field Takeoff

Answer 2

1. Ensure the BEFORE TAKEOFF “FINAL ITEMS” CHECKLIST is complete and the flaps are
   set to 10°.
2. Note wind direction and velocity.
   3.“Cleared for Takeoff Runway (Runway Number).” Wait for PM’s response, “Cleared for Takeoff
   Runway (Runway Number).”
3. Taxi into takeoff position utilizing all runway possible, aligning airplane with the runway
   centerline, and positioning the flight controls for existing wind conditions (verify the magnetic heading matches the assigned/intended takeoff runway and call out,“Runway (Runway Number) Identified?” Wait for PM’s response, “Runway (Runway
   Number) Verified.”
4. Firmly depress the brake pedals to ensure holding the airplane in position during full power run-up.
5. Smoothly and continuously apply full throttle, checking engine instruments and tachometer (RPM) and call out, “Engine Instruments in the Green.”
6. Release the brakes, maintaining directional control and runway centerline with the
   rudder pedals. Verify the airspeed is increasing and call out, “Airspeed Alive.”
7. At VR (51 KIAS, or as recommended for lower takeoff weight), call out, “V-R, Rotate.”
   Increase control wheel backpressure to pitch up to the takeoff pitch attitude
   (approximately where the top of the glareshield meets the horizon). (9-10) Add ½ gust factor to VR. During liftoff, hold aileron pressure into the wind.
8. After liftoff, establish and maintain obstacle clearance speed (56 KIAS, or as recommended for lower takeoff weight) until all obstacles are cleared (50’ AGL), while maintaining the flight path over the runway centerline. Add ½ of the gust factor to the
   obstacle clearance speed.
   10.With a positive rate of climb and no available landing area remaining, depress the brake pedals to ensure main wheel rotation has stopped, call out, “Positive Climb.”
   11.With obstacle(s) cleared:
   a) Establish a pitch attitude that allows to obtain VY climb (approx. 9-10° up).
   b) At or above 60 KIAS, retract the flaps to UP.
9. Establish and maintain a pitch attitude that allows to obtain VY (74 KIAS). Trim as necessary. (9-10)
   13.At 500’ AGL, lower the pitch (approx. 7-8° up) to establish and maintain a pitch attitude
   that allows to obtain 85 KIAS climb to improve forward visibility. Re-trim as necessary
10. Execute a departure procedure, or remain in the traffic pattern, as appropriate (see
    TRAFFIC PATTERN DEPARTURE).
    15.Complete the CLIMB CHECKLIST, when appropriate.

Question 3

Soft Field TakeOff

Answer 3

1. Ensure the BEFORE TAKEOFF “FINAL ITEMS” CHECKLIST is complete and the flaps are set to 10°.
2. Note wind direction and velocity.
3. If applicable, prior to crossing runway holding-position marking, call out, “Cleared for Takeoff Runway (Runway Number).” Wait for PM’s response, “Cleared for Takeoff Runway (Runway Number).”
4. Taxi toward the takeoff position while maintaining the control yoke fully aft, aligning with the runway centerline, and positioning the flight controls for existing wind conditions (full ailerons into the wind and full aft elevator), if applicable. After lining up with the runway, verify the magnetic heading matches the assigned/intended takeoff runway and call out, “Runway (Runway Number) Identified?” Wait for PM’s response,
   “Runway (Runway Number) Verified.”
5. Without stopping the airplane, smoothly and continuously apply full throttle, checking engine instruments and tachometer (RPM). Call out, “Engine Instruments in the Green.”
6. Maintain adequate amount of control wheel back pressure to lift and maintain the nose wheel off the runway surface at the start of the takeoff roll.
   Do not begin the takeoff roll with full aft elevator. After applying full power, do not allow the airplane to pitch up excessively. Either action may cause a tail strike.
7. Maintain directional control and runway centerline with the rudder pedals.
8. Verify the airspeed is increasing and call out, “Airspeed Alive.”
9. As the main wheels lift off the runway, lower the pitch attitude to establish and maintain a level flight attitude while remaining in ground effect to obstacle clearance
   speed (56 KIAS, or as recommended for lower takeoff weight), then 10.

With no obstacle(s):
a) Establish and maintain a pitch attitude that allows to obtain VY (74 KIAS).
b) Maintain the flight path over the runway centerline. Trim as necessary.

With obstacle(s):
a) Establish and maintain a pitch attitude to obtain obstacle clearance speed until all obstacles are cleared (50’ AGL). Add ½ of the gust factor to the speed.
b) Maintain the flight path over the runway centerline. Trim as necessary.
c) With obstacle(s) cleared, establish and maintain pitch attitude that allows to obtain VY (74 KIAS)

With a positive rate of climb and no available landing area remaining, depress the brake
pedals to ensure main wheels rotation has stopped, call out, “Positive Climb.”
12. At or above 60 KIAS, retract the flaps to UP. Establish and maintain VY (74 KIAS). Trim as necessary.
13. At 500’ AGL, lower the pitch (approx. 7-8° up) to establish and maintain a pitch attitude
that allows to obtain 85 KIAS climb to improve forward visibility. Re-trim as necessary.

NOTE
Maintain VY (74 KIAS) if climb performance warrants.
14. Execute a departure procedure or remain in the traffic pattern, as appropriate (see
TRAFFIC PATTERN DEPARTURE).
15. Complete the CLIMB CHECKLIST, when appropriate.

Question 4

Touch and Go

Answer 4

1. Complete the appropriate landing procedure.
2. After the nose wheel is down and directional control is maintained, call out, “Flaps Identified?” Wait for PM’s response, “Flaps Verified.” Place the flap selector switch in the up position to retract the flaps to UP (assumes flaps were extended for the approach and landing). Once the flaps are retracted and visual check is completed, call out, “Flaps Up?” and wait for PM’s response, “Flaps Up, Verified.”
3. Reset the pitch trim as required.
4. ONLY with flaps fully retracted and adequate runway remaining (minimum 3,000 ft.), smoothly and continuously apply full throttle, maintaining directional control and runway centerline with the rudder pedals.
5. Check engine instruments and tachometer (RPM) and call out, “Engine Instruments in
   the Green.”
6. Verify the airspeed is increasing and call out, “Airspeed Alive.”
7. At VR (55 KIAS), call out, “V-R, Rotate.” Increase control wheel back pressure to pitch up to the takeoff pitch attitude where the top of the glareshield meets the horizon
   (approx. 9-10° up). Add ½ of the gust factor to VR.
8. After liftoff, establish and maintain a pitch attitude that allows to obtain VY (74 KIAS) while maintaining the flight path over the runway centerline. Trim as necessary.
9. With a positive rate of climb and no available landing area remaining, depress the brake pedals to ensure main wheel rotation has stopped, call out, ”Positive Climb.”
   10.At 500’ AGL, lower the pitch (approx. 7-8° up) to establish and maintain a pitch attitude that allows to obtain 85 KIAS climb to improve forward visibility. Re-trim as necessary.

NOTE
Maintain VY (74 KIAS) if climb performance warrants.

11. Execute a departure procedure, or remain in the traffic pattern, as appropriate (see
    TRAFFIC PATTERN DEPARTURE).
12. Complete the CLIMB CHECKLIST, when appropriate.

Question 5

Departure

Answer 5

1. Departing the pattern:
   a) After reaching pattern altitude, continue straight out on the departure leg until at least 2 nm form the airport and at least 500 feet above pattern altitude before turning on course, or

b) When reaching pattern altitude and beyond the departure end of the runway, exit the traffic pattern with a turn to a heading to track 45° from the runway heading direction and in the direction of the traffic pattern.

c) Complete the CLIMB CHECKLIST, when appropriate.

2. Remaining in the pattern:
   a) Extend the departure leg to establish the appropriate spacing,

b) Commence a turn to the crosswind leg when beyond the departure end of the runway and within 300’ of pattern altitude.

Question 6

Clearing Turns

Answer 6

MANEUVER STANDARDS:
1. Establish the initial direction the maneuver is to be performed.
2. Set power (approximately 2300 RPM).
3. Perform the PRE-MANEUVER CHECKLIST:

PRE-MANEUVER CHECKLIST
1. FUEL SELECTOR ………………… BOTH
2. MIXTURE……………..AS APPROPRIATE
3. LIGHTS…………………….RECOG
4. IGNITION…………………….. BOTH
5. ESP ……………….. VERIFY OFF

NOTE
When a maneuver requires an airspeed reduction from present airspeed, initiate airspeed change during the clearing turns.

First 90° clearing turn:
4. Visually scan the area to the left and to the right of the aircraft.
5. Select a visual landmark off the wing tip in the direction of the turn to be executed as a 90° reference point to roll onto.
6. Enter a 30° bank turn in the direction of the visual landmark.
7. Continuously scan the area above, below and ahead of the flight path.
8. After 90° of turn has been completed, rollout to wings level on the selected landmark.

Second 90° clearing turn:
9. Visually scan the area to the left and right of the aircraft.
10. Select a visual landmark off the wing tip in the direction of the turn to be executed as a 90° reference point to roll onto.
11. Enter a 30° bank turn in the same or opposite direction.
12. Continuously scan the area above, below and ahead of the flight path.
13. After 90° of turn has been completed, rollout wings level on the selected landmark.

NOTE
After completion of the second clearing turn and with no conflicting traffic observed, immediately commence the maneuver to be performed. For any turning maneuver, ensure that the turn in the maneuver is made in the direction cleared (e.g., If a 90°
clearing turn was initiated to the left, the turning maneuver is initiated to the left).

180° clearing turn:
1. Visually scan the area to the left and right of the aircraft.
2. Enter a 30° bank turn in the desired direction.
3. Continuously scan the area above, below and ahead of the flight path.
4. After the 180° turn has been completed, rollout wings level on a selected landmark.

NOTE
If a 180° clearing turn was initiated to the left, the turning maneuver is initiated to the
right.
While in a local practice area, monitor the appropriate radio frequency (122.75 MHz), making position reports prior to beginning each series of maneuvers (e.g., “Auburn air
to air, Skyhawk Niner Six Two Alpha Uniform, One-Fife Miles Northeast of Columbus, Four Thousand Fife Hundred, Stalls.”)

Question 7

Slow Flight

Answer 7

MANEUVER STANDARDS:
1. Select an altitude that will allow the maneuver to be completed no lower than 1500’ AGL.
2. Perform the CLEARING TURNS.
3. Identify a visual reference ahead of the airplane to assist in maintaining heading.
4. Reduce power to 1500 RPM, adjusting pitch (trim) to maintain altitude. Maintain heading.
5. For flaps FULL (landing configuration)
a) Below VFE 10° (110 KIAS), call out, “Below 1-10, Flaps 10.” Extend the flaps to 10°, adjusting the pitch (trim) to maintain altitude.
b) Below VFE 20° (85 KIAS), call out, “Below 85, Flaps 20.” Extend the flaps to 20°, adjusting the pitch (trim) to maintain altitude.
c) Below VFE FULL (85 KIAS), call out, “Below 85, Flaps Full.” Extend the flaps to FULL, adjusting the pitch (trim) to maintain altitude.
d) Slow the airplane until the first indication of stall occurs (i.e. airplane buffet or stall warning, whichever occurs first). Call out, “Stalling.” Note the airspeed.
e) Increase power (approx. 1900 RPM) and set the pitch attitude (trim as necessary) to maintain the minimum airspeed approximately 2 knots above the speed at which the stall warning activates.

For flaps UP (clean configuration)
a) Slow the airplane until the first indication of stall occurs (i.e. airplane buffet or stall
warning, whichever occurs first). Call out, “Stalling.” Note the airspeed.
b) Increase power (approx. 1700 RPM) and set the pitch attitude (trim as necessary) to maintain the minimum airspeed approximately 2 knots above the speed at which the stall warning activates.

NOTE
Maintain airspeed at which any further increase in angle of attack, load factor, or reduction in power would result in a stall warning.
6. Maintain the entry altitude and heading (straight and level) or turn, climb, and descend
as directed, adjusting power as necessary.

NOTE
In turns, establish a 15-20° of bank.

Recovery:
7. To return to cruise flight, smoothly and continuously increase power to full, adjusting
pitch to maintain altitude, trimming as necessary. Maintain heading.
8. If returning to cruise flight from flaps FULL (landing configuration):
a) Retract the flaps to 20°.
b) Above 60 KIAS, retract the flaps incrementally to UP.
7. As cruise airspeed is attained, set cruise power, 2300 RPM.
8. Re-trim as necessary.
9. Complete the CRUISE CHECKLIST.

Question 8

Power Off Stalls

Answer 8

MANEUVER STANDARDS:
1. Select an altitude where recovery will occur no lower than 1500’ AGL.
2. Perform the CLEARING TURNS.
3. Reduce power to 1500 RPM, adjusting pitch (trim) to maintain altitude.
4. Below VFE 10° (110 KIAS), call out, “Below 1-10, Flaps 10.” Extend the flaps to 10°, adjusting pitch and trim to maintain altitude.
5. Below VFE 20° (85 KIAS), call out, “Below 85, Flaps 20.” Extend the flaps to 20°, adjusting pitch and trim to maintain altitude.
6. Below VFE FULL (85 KIAS), call out, “Below 85, Flaps Full.” Extend the flaps to FULL, adjusting pitch and trim to maintain altitude.
7. Maintain altitude until reaching 70 KIAS, and then establish a stabilized descent (trimmed) at 65 KIAS to simulate a normal approach to landing (approx. 3° down).
8. Descending no lower than 200’ from the entry altitude, simultaneously reduce power to idle and slowly pitch up to the VY attitude (approx. 9-10° up) in straight flight or in turns
with up to a 20° bank.

9. For Private Pilot training
   a) When the first indication of the stall occurs (i.e. airplane buffet or stall warning, whichever occurs first), call out, “Stalling.”
   b) Continue to slow the airplane until a stall occurs.
   c) After a fully-developed stall, reduce the angle of attack to regain control
   effectiveness.
   d) Apply full power.

10.Maintain coordinated use of the ailerons and rudder to level the wings and prevent a spin.
11.Adjust pitch to the VY attitude to minimize altitude loss, immediately retract the flaps to 20° (re-trimming as necessary).
12.At or above 60 KIAS, retract the flaps in increments to UP. Re-trim as necessary.
13.Return to the altitude, heading, and airspeed specified.
14.As cruise speed is attained, set power to 2300 RPM.
15.Complete the CRUISE CHECKLIST.

Question 9

Power On Stall

Answer 9

MANEUVER STANDARDS:
1. Select an altitude where recovery will occur no lower than 1500’ AGL.
2. Perform the CLEARING TURNS.
3. Reduce power to 1500 RPM, adjusting pitch (trim) to maintain altitude.

NOTE
As an alternative takeoff configuration, flaps may be extended to 10°.
4. At VR (55 KIAS), set full power and slowly increase pitch up to approximately 20° in straight flight or in turns with up to 20° bank.
5. For Private Pilot training
a) When the first indication of the stall (i.e. airplane buffet or stall warning, whichever occurs first), call out, “Stalling.”
b) Continue to slow the airplane until a stall occurs.
c) After a fully-developed stall, reduce the angle of attack to regain control
effectiveness
d) Maintain full power

6. Maintain coordinated use of the ailerons and rudder to level the wings and prevent a
   spin.
7. Establish a VY climb (approx. 9-10° up). Trim as necessary.
8. If flaps were extended, at or above 60 KIAS, retract the flaps to UP.
9. Return to the altitude, heading, and airspeed specified.
   10.As cruise speed is attained, set power to 2300 RPM.
   11.Complete the CRUISE CHECKLIST.

Question 10

Steep Turns

Answer 10

MANEUVER STANDARDS:
1. Select an altitude no lower than 1500’ AGL.
2. Perform the CLEARING TURNS.
3. Select a prominent visual reference point directly ahead of the airplane and out towards the horizon.
4. Adjust the pitch and power to maintain altitude and 95 KIAS (approx. 2150 RPM). Re-trim as necessary.
5. Note the pitch attitude required for level flight.
6. Roll into a 45° bank (Private) or 50° bank (Commercial) in the direction previously cleared.
7. Rolling through 30° of bank, increase power (approx. 2250-2350 RPM) to maintain 95 KIAS while adding elevator backpressure (approx. additional 1° nose up) to maintain altitude. Use trim, as necessary, to assist with increasing/maintaining the
backpressure.
8. Referencing the selected visual point, initiate your rollout approximately 20°-25° before the entry heading.
9. Transitioning through 30° of bank, reduce power (approx. 2150 RPM) to maintain 95 KIAS and decrease pitch and adjust trim to maintain altitude.
10. Return to wings-level flight at the entry heading, altitude, and airspeed.
11.Check for traffic and roll into a 45° bank (Private) and repeat steps 7 through 10.
12. Upon completion of the maneuver, set cruise power to 2300 RPM. Re-trim as necessary.
12.Complete the CRUISE CHECKLIST.

Question 11

S-Turns

Answer 11

MANEUVER STANDARDS:
1. Determine the wind direction.
2. Perform the CLEARING TURNS.
3. Select a straight ground reference line or road in an area where an emergency landing can be made if necessary, and that lies 90° (perpendicular) to the direction of the wind.
4. Establish and maintain 90 KIAS (approx. 2100 RPM) and 1000’ AGL.
5. Enter the maneuver on a downwind heading (flying perpendicular to the reference line).
6. When directly over the line or road (highest groundspeed), roll into the steepest bank (not to exceed 45°) to establish the radius of the turn that must be maintained throughout the maneuver.
7. As the turn continues (groundspeed decreases), begin to shallow the bank as necessary to continue maintaining that constant radius.
8. Level the wings when crossing the reference line (lowest groundspeed) and immediately roll into a shallower banked turn in the opposite direction to continue maintaining the established radius.
9. As the turn continues (groundspeed increases), begin to steepen the bank as necessary to continue maintaining that constant radius.
10. Level the wings when crossing the reference line (highest groundspeed).

NOTE
The rollouts must be timed in order to be straight and level directly over and
perpendicular to the line or road.
In addition to varying the bank angle, crabbing is also necessary. Crab in during the downwind half of the circle; crab out during the upwind half of the circle.
11.After completing the second turn depart on the entry heading.
12.As cruise airspeed is attained, set cruise power to 2300 RPM. Re-trim as necessary.
13.Complete the CRUISE CHECKLIST.

Question 12

Turns Around A Point

Answer 12

MANEUVER STANDARDS:
1. Determine the wind direction.
2. Perform the CLEARING TURNS.
3. Select a reference point in an area where an emergency landing can be made if necessary.
4. Establish and maintain 90 KIAS (approx. 2100 RPM) and 1000’ AGL.
5. Enter on a downwind (left or right) to one side of the selected point at a distance equal to the desired radius of the turn.

NOTE
In a high-wing airplane, the radius distance must permit seeing the point throughout the maneuver, even in a bank.
6. Directly downwind (highest groundspeed) and abeam the reference point, roll into the
steepest bank (not to exceed 45°) to establish the radius of the turn that must be maintained throughout the maneuver.
7. As the turn continues (groundspeed decreases), begin to shallow the bank as necessary to continue maintaining that constant radius.
8. Directly upwind (lowest groundspeed), the bank should be at its shallowest.
9. As the turn continues (ground speed increases), begin to steepen the bank as necessary to continue maintaining that constant radius.

NOTE
In addition to varying the bank angle, crabbing is also necessary. Crab in during the downwind half of the circle; crab out during the upwind half of the circle.
10.Complete two complete circles, or as directed, and depart on the entry heading.
11.As cruise airspeed is attained, set cruise power to 2300 RPM. Re-trim as necessary.
12.Complete the CRUISE CHECKLIST.

Question 13

Diversion

Answer 13

NOTE
Because of limited space and the need to divide attention between flying the aircraft, making calculations, and scanning for other aircraft, it is permissible to use shortcuts
and rule-of-thumb computations.
Maintain priority to flying the aircraft while dividing attention between navigation and planning.

1. Determine your present position along your current course (preferably over a prominent ground feature).
2. Determine the location of a suitable diversion (alternate) airport.
3. After selecting the most appropriate alternate airport, determine an approximate magnetic course heading (dead reckoning) and cruising altitude to the alternate airport considering cloud heights, winds, terrain, and radio reception.

NOTE
The course to an alternate airport can be measured with reasonable accuracy using a straightedge and the compass rose depicted around VOR stations on the basis of a radial from a nearby VOR or an airway that closely parallels the course to your
alternate.

4. Turn the airplane to the alternate airport and note the time.
5. Using the winds aloft nearest to your diversion point, calculate the new heading and groundspeed.
6. Once groundspeed has been calculated, determine the estimated time enroute (ETE), the estimated time of arrival (ETA) to the alternate airport, and the estimated fuel consumption.
7. Select prominent landmarks to assist in flying the new course and to determine a point from which descent to the airport should be commenced.
8. Contact FSS to amend your flight plan.

NOTE
Although a direct course to the new destination is the most preferred routing, airspace, terrain, obstructions, adverse weather, or other restrictions may require other than direct routing

Question 14

Lost Procedures

Answer 14

MANEUVER STANDARDS:
1. Remain calm and maintain positive aircraft control at all times.
2. If at low altitude and traffic and weather allows, climb (in a circular manner) to a higher altitude to improve visibility, communication and navigation reception, and radar
coverage.
3. Conserve fuel by leaning the engine for a best economy operation (lean to peak EGT) and reducing power as much as practical.
4. Maintain situational awareness using a combination of the following resources:

MFD and FMS:
a) Verify topographical features are overlaid on the navigation map.
b) Zoom out to a wide range to determine the general region.
c) Gradually zoom in while correlating prominent landmarks and topographical features on the navigation map to those visible outside.
d) Use the FMS NRST function to locate the nearest airport or NAVAID.

Sectional Chart:
a) Check the HSI and magnetic compass
b) Turn the sectional chart to match your heading.
c) Correlate prominent landmarks and topographical features on the sectional chart to those visible outside.
d) Identify the nearest airport or NAVAID.

NAVAIDs:
a) Check the HSI and magnetic compass.
b) Tune and identify nearby VORs identified on the MFD navigation map or sectional chart.
c) Using the HSI bearing pointers, locate the aircraft position by intersecting radials.
5. Determine a course to proceed to the destination or to intercept the planned course, as appropriate.
6. Obtain assistance from ATC or FSS, using the frequency appropriate to you are. If unable to establish contact with anyone or unable to identify correct frequency, squawk 7700 and transmit on 121.50 MHz to obtain assistance.
7. Carefully monitor the amount of fuel and make a precautionary landing, preferably at an airport, before exhausting the fuel supply.

Question 15

Emergency Descent

Answer 15

MANEUVER STANDARDS:
1. Select an altitude where recovery will occur no lower than 1500’ AGL and the descent will be no more than 1000’.
2. Perform the CLEARING TURNS.

NOTE
Prior to initiating the EMERGENCY DESCENT, ensure to enrichen the mixture by rotating the vernier mixture knob 1/4 turn clockwise. If the maneuver is combined with the EMERGENCY APPROACH AND LANDING (SIMULATED), smoothly enrichen the
mixture to Full-Rich position.
3. Advise all passengers to ensure seatbelt security. Ensure to secure all loose items in the cabin.
4. Select a visual landmark off the wing tip in the direction the turn is to be made.
5. Simultaneously reduce the throttle smoothly to idle (smoothly and slowly to prevent engine backfiring), roll into a 30 - 45° bank in the desired direction, and lower the pitch to establish and maintain a pitch attitude to achieve 124 KIAS (approx. 12-15° down).

All the control movements and power adjustment must occur simultaneously.

NOTE
During training and practice, CFI or Check Instructor may notify the learner that engine fire has been extinguished (simulated), and the descent may be terminated.
6. Approaching the target altitude, begin to level off by increasing pitch to reduce the descent rate.

NOTE
Begin to level off when approximately 10% of the FPM on VSI until the target altitude is remaining (e.g. if the VSI is showing -1700 FPM, begin to level off approximately 170 feet prior to the target altitude).

7. At the target altitude, adjust pitch to maintain level flight.
8. Set cruise power to 2300 RPM. Re-trim as necessary.
9. Complete the CRUISE CHECKLIST.

Question 16

Emergency Approach and Landing

Answer 16

NOTE
Know your ABCDs – In summary, establish the best glide Airspeed, determine the Best place to land, perform the emergency Checklist, and practice Decision-making to plan the approach and landing.

1. Establish best glide attitude for attaining 68 KIAS.
2. Ensure that the flaps are in the UP position.
3. When 68 KIAS is attained, trim to maintain the airspeed.
4. Determine wind direction and select a suitable landing site, checking the area in the immediate vicinity of the aircraft’s position (i.e. seek a suitable site in all directions closest to the airplane’s position first, looking outward from the aircraft as necessary).
   Choose a nearby airport within gliding distance if one is available.

NOTE
At nighttime, if the condition of the terrain in the vicinity of the aircraft is known and is suitable, choose an unlighted area in which to make a forced landing. However, if possible, consider making the forced landing close to public access to aid in
assistance and rescue.

5. Turn the airplane towards the selected landing site.

NOTE
The learner must advise the CFI or check instructor of the site selected and the direction of intended landing.

6. Complete the ENGINE FAILURE DURING FLIGHT CHECKLIST as appropriate.
7. If engine restart is unsuccessful, maneuver the aircraft as necessary for the approach and landing.

NOTE
If landing off airport in an open field, the landing direction should be aligned with the direction of any furrows. This may require landing with a crosswind. Otherwise, land with a headwind.
How to maneuver the aircraft for the pattern and the approach and landing will depend on many variables, including location of the closest suitable landing site to the aircraft’s current position, altitude, wind direction, landing direction,
obstructions, etc. All variables must be considered when developing a maneuvering plan.
Maneuvering the aircraft from an altitude significantly higher than the desired altitude for the commencement of the approach and landing, may require that the landing
area is circled (spiral).
Circling over the landing area allows for continual monitoring of the intended landing site (the landing area is always in sight) and allows for making immediate corrections
to the planned flight path when necessary.
Operating the engine at idle speed for prolonged periods may result in excessive engine cooling or spark plug fouling. The CFI or check instructor must check engine operation during the glide by “clearing” the engine at least every 1000 feet of descent.

8. When appropriate, maneuver the aircraft to arrive at a point abeam the point of intended landing at 1000’ AGL (high-key point).
9. Complete the EMERGENCY LANDING WITHOUT ENGINE POWER CHECKLIST.

NOTE
Turning off the master switch will disable the ability to extend flaps.

NOTE
In some situations, the remaining altitude may not permit reaching the abeam point as part of the maneuvering plan. In those situations, proceed as appropriate to the point (low-key point) where a judgment can be made as when to turn onto the final approach.

10. If the use of an abeam point was possible, turn onto the base leg when appropriate.
11. From the base leg (low-key point), determine if adjustment of the flight path of the base leg is necessary to conserve or dissipate altitude to ensure reaching the desired landing point. Set flaps to 10°, if desired.
    12.When appropriate, turn onto final, aligning the aircraft’s flight path with the landing site, and, if desired, set the flaps to 20° or FULL when the landing is assured.
    13.When prompted by the CFI or Check Instructor, execute a GO-AROUND/REJECTED LANDING.
    14.Complete the CLIMB CHECKLIST.

Question 17

Normal Approach and Landing

Answer 17

MANEUVER STANDARDS:
1. Abeam the point of intended landing or approximately 3 nm from the runway, set power to 1500 RPM. At or below VFE10° (110 KIAS), call out, “Below 1-10, Flaps 10.” Set the
flaps to 10°.
2. Establish a descent at 80 KIAS (approx. 1° down). Trim as necessary.
3. At the 45° point to the intended touchdown point (or at a point appropriate for wind conditions), commence a turn to the base leg while maintaining 80 KIAS.
4. On the base leg or approximately 2 nm from the runway, and at or below VFE20° (85 KIAS)
call out, “Below 85, Flaps 20.” Set the flaps to 20°.
5. Establish and maintain 70 KIAS (approx. 3° nose down). Trim as necessary.
6. Visually verify that the final approach (including the extended final and the opposite base leg) is clear, and turn final while maintaining 70 KIAS.
7. When landing is assured and at or below VFE FULL (85 KIAS), call out, “Below 85, Flaps Full.” Set the flaps to FULL. Establish and maintain approach speed. Add ½ of the gust factor to approach speed, if applicable. Trim as necessary.

NOTE
Flaps FULL approach speed for all weights is 65 KIAS Flaps 20° approach speed for all weights is 70 KIAS

NOTE
In gusty wind conditions, use no more than 20° of flaps.

8. By 300’ AFE, complete a GUMP (Gas, Undercarriage, mixture, power) check.
9. If the approach is stabilized, call out, “200 feet, Stabilized, Continuing.”
10. If the approach is not stabilized, call out, “200 feet, Not Stabilized, Going Around.” Execute a GO-AROUND/REJECTED LANDING.
11. Transition from a crab angle to a side slip (wing low method) to correct for wind drift.
12. At the round out, commence reducing power to idle, smoothly and slowly increase elevator backpressure to increase the angle of attack and dissipate excess energy.
    13.Allow the airplane to touch down on the main wheels first, holding the nose wheel off the runway with continuous backpressure throughout the rollout, allowing the nose-wheel to eventually settle gently onto the runway.
13. As the airplane decelerates, increase aileron deflection into wind.
    15.Maintain directional control throughout the rollout, slowing sufficiently before turning onto a taxiway.
14. Complete the AFTER LANDING CHECKLIST.

Question 18

Short Field Approach and Landing

Answer 18

MANEUVER STANDARDS:
1. Abeam the point of intended landing or approximately 3 nm from the runway, set power to 1500 RPM. At or below VFE10° (110 KIAS), call out, “Below 1-10, Flaps 10.” Set the
flaps to 10°.
2. Establish a descent at 80 KIAS (approx. 1° down). Trim as necessary.
3. At the 45° point to the intended touchdown point (or at a point appropriate for wind conditions), commence a turn to the base leg while maintaining 80 KIAS.
4. On the base leg or approximately 2 nm from the runway, and at or below VFE20° (85 KIAS) call out, “Below 85, Flaps 20.” Set the flaps to 20°.
5. Establish and maintain 70 KIAS (3° nose down). Trim as necessary.
6. Visually verify that the final approach (including the extended final and the opposite base leg) is clear, and turn final while maintaining 70 KIAS.
7. When landing is assured and at or below VFE FULL (85 KIAS), call out, “Below 85, Flaps Full.” Set the flaps to FULL. Establish and maintain approach speed. Add ½ of the gust factor to approach speed, if applicable. Trim as necessary.

NOTE
Flaps FULL approach speed for all weights is 61 KIAS
NOTE
In gusty wind conditions, use no more than 20° of flaps.

8. By 300’ AFE, complete a GUMP check.
9. If the approach is stabilized, call out, “200 feet, Stabilized, Continuing.”
10. If the approach is not stabilized, call out, “200 feet, Not Stabilized, Going Around.”
    Execute a GO-AROUND/REJECTED LANDING.
11. Transition from a crab angle to a side slip (wing low method) to correct for wind drift.
12. Begin gradually reducing power on short final and increasing angle of attack (flaring) while continuing to descend toward the aiming point. Maintain a constant descent angle toward the aiming point

NOTE
Avoid closing the throttles rapidly, which may result in an immediate increase in the rate of descent and a hard landing.

13. Touch down at minimum controllable airspeed (near stall speed) with a power-off stall pitch attitude, on the upwind main wheel first, followed with the downwind main wheel,
    with minimum float, and with the throttle at the idle (closed) position.
14. After the main wheels touch down, allow the excess energy to dissipate and the nose wheel to naturally touch down. At nose wheel touch down:

a) Retract the flaps to the up position (for maximum braking effectiveness),
b) Hold the control wheel full back for aerodynamic braking, and

c) Apply braking as necessary to stop within the shortest distance possible, consistent with safety and controllability.

NOTE
Retraction of the flaps and application of the brakes are authorized only during dual flight activities. When applying brakes, gradually increase to maximum braking to avoid skidding.
Differential braking must be avoided during the Short-Field landing attempt.

15. As the airplane decelerates, increase aileron deflection into wind.
16. Maintain directional control throughout the rollout, slowing sufficiently before turning onto a taxiway
17. Complete the AFTER LANDING CHECKLIST.

Question 19

Soft Field Approach and Landing

Answer 19

MANEUVER STANDARDS:
1. Abeam the point of intended landing or approximately 3 nm from the runway, set power to 1500 RPM. At or below VFE 10° (110 KIAS), call out, “Below 1-10, Flaps 10.” Set the
flaps to 10°.
2. Establish a descent at 80 KIAS (approx. 1° down). Trim as necessary.
3. At the 45° point to the intended touchdown point (or at a point appropriate for wind conditions), commence a turn to the base leg while maintaining 80 KIAS.
4. On the base leg or approximately 2 nm from the runway, and at or below VFE 20° (85 KIAS) call out, “Below 85, Flaps 20.” Set the flaps to 20°.
5. Establish and maintain 70 KIAS (3° nose down). Trim as necessary.
6. Visually verify that the final approach (including the extended final and the opposite base leg) is clear, and turn final while maintaining 70 KIAS.
7. When landing is assured and at or below VFE FULL (85 KIAS), call out, “Below 85, Flaps Full.” Set the flaps to FULL. Establish and maintain approach speed. Add ½ of the gust factor to approach speed, if applicable. Trim as necessary.

NOTE
Flaps FULL approach speed for all weights is 61 KIASFull 20° approach speed for all weights is 61 KIAS

NOTE
In gusty wind conditions, use no more than 20° of flaps.

8. By 300’ AFE, complete a GUMP check.
9. If the approach is stabilized, call out, “200 feet, Stabilized, Continuing.”
10. If the approach is not stabilized, call out, “200 feet, Not Stabilized, Going Around.” Execute a GO-AROUND/REJECTED LANDING.
11. Transition from a crab angle to a side slip (wing low method) to correct for wind drift.
    12.Begin the round out on short final by gradually reducing power and increasing the angle of attack (flaring) while continuing to descend toward the touchdown point. Maintain a side slip for wind drift control.

13.Continue the round out so the airplane is held 1-2 feet off the surface in ground effect as long as possible (to gradually dissipate forward speed).

NOTE
During the flare, maintain an appropriate power setting (typically 1200-1300 RPM) throughout the level-off and touchdown to ensure touching down at the slowest possible speed.

14. Touch down at minimum controllable airspeed (near stalling speed) with a power-off stall pitch attitude, on the upwind main wheel first, followed with the downwind main
    wheel. Continue to use power during and after touchdown.

NOTE
Use power and control wheel back pressure (elevator deflection) to control the rate at which the airplane’s weight is transferred to the main wheels.

15. As the airplane decelerates, increase back pressure to hold the nose wheel off the surface, increase aileron deflection into the wind. Use the aerodynamic braking
    throughout the rollout.
16. Maintain directional control throughout the rollout, slowing sufficiently before turning
    onto a taxiway.
17. Complete the AFTER LANDING CHECKLIST.

NOTE
Conduct all taxi operations with the control wheel fully aft. On softer surfaces, additional power may be needed to maintain taxi speed and to avoid becoming stuck.
Avoid the use of brakes to prevent imposing additional loading on the nose gear, which
may cause the nose gear to “dig” into the soft surface and possibly damage the nose gear assembly or cause nose gear collapse.

Question 20

Forward Slip to A Landing

Answer 20

1. Ensure that the flaps are set to the final setting and the throttle is in the idle position.
2. Initiate the slip by simultaneously providing aileron input (bank) to lower a wing (upwind wing in a crosswind condition) and rudder input (yaw) in the opposite direction so that the longitudinal axis is at an angle to the original flight path.
3. Maintain the appropriate amount of bank and yaw to maintain the extended runway centerline.

NOTE
The amount of slip (sink rate) is determined by the bank angle: the steeper the bank—the greater the descent rate—the greater (steeper) the descent angle—the greater the need for opposite direction yaw (rudder) up to the “practical slip limit” (banking
capability exceeds rudder effectiveness).
4. Adjust the pitch attitude, as appropriate, to maintain airspeed. Trim as necessary.

NOTE
Because of the location of the pitot tube and static source, airspeed indicator error may be observed when performing slips. Recognize a properly performed slip by the airplane’s attitude and flight control feel.

5. Prior to the round out, discontinue the forward slip.
6. Complete the appropriate approach and landing procedure.

Question 21

Go Around/Rejected Landing

Answer 21

MANEUVER STANDARDS:
1. Upon deciding to go-around, simultaneously:
a) Verify the mixture control is in the full-forward (full-rich) position,
b) Apply full power,
c) Establish an appropriate climb attitude (based on airspeed at the go-around decision), and
d) Call out “Going Around.”

NOTE
The airplane may initially have a nose-up tendency due to the pre-trimmed condition for landing. Ensure to override the nose-up tendency by applying appropriate amount of forward control wheel pressure to prevent a stall.
2. With the rate of descent slowed or arrested, retract the flaps to 20°.
3. At or above 60 KIAS, retract the flaps in increments to UP.
4. With a positive rate of climb and no available landing area remaining, call out, “Positive Climb.”
5. Establish VY climb attitude (approx. 9-10° up).
6. Maneuver (side-step) to the non-pattern side of the runway (left or right side) to remain clear and avoid any conflicting traffic, as appropriate.
7. Maintain directional control, proper wind-drift correction, and collision avoidance precautions throughout the climb.
8. Announce the go-around on the appropriate advisory frequency or inform the ATC.
9. At 500’ AGL, lower the pitch (approx. 7-8° up) to establish and maintain 85 KIAS.

NOTE
Maintain VY (74 KIAS) if climb performance warrants.

10. Execute an appropriate departure procedure, or remain in the traffic pattern, as appropriate (see TRAFFIC PATTERN DEPARTURE).
    11.Complete the CLIMB CHECKLIST