piper arrow student handbook-rev 0 effective 24-aug-09

8/21/2019 Piper Arrow Student Handbook-REV 0 Effective 24-AUG-09

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Henderson State University

Department of Aviation

Record of Revisions

Piper Arrow Student Handbook

Revision No. Page Action Remarks Initials

1 All N/A 1. Original Issuance N/A



This Page Intentionally Left Blank.





List of Effective Pages


Page(s) Date Page(s) Date Page(s) Date

All 24-Aug-09





Table of Contents


Section............................................................................................... Section-Page NumberRecord of Revisions ............................................................................................................ i

List of Effective Pages ....................................................................................................... iiTable of Contents .............................................................................................................. iii

Quick Reference Numbers .............................................................................................. 1-1

Checklists ........................................................................................................................ 2-1Expanded Checklists ....................................................................................................... 3-1

Standard Operating Procedures-Amplified (SOPA) ....................................................... 4-1

Standardized Maneuvers and Configurations (SMAC) .................................................. 5-1

Briefing Guide .................................................................................................. Appendix 1GTX330 Transponder Pilot’s Guide ................................................................. Appendix 2

GMA340 Audio Panel Pilot’s Guide ................................................................ Appendix 3

Cockpit Flows ................................................................................................... Appendix 4



HENDERSON STATE UNIVERSITY

DEPARTMENT OF AVIATION

Quick Reference Numbers

For the Piper PA-28R-201



Quick Reference Numbers PA-28R-201

Do not exceed in any operation --------------- V NE --------------------------- 183 KIASExceed only in smooth air --------------------- V NO --------------------------- 146 KIAS

No full/abrupt control inputs (2750 lbs) ----- VA ---------------------------- 118 KIAS

No full/abrupt control inputs (1865 lbs) ----- VA ------------------------------- 96 KIAS

Max flap extended speed ---------------------- VFE ---------------------------- 103 KIAS

Max landing gear extended speed ------------ VLE ---------------------------- 129 KIAS

Max landing gear retraction speed ------------ VLO

---------------------------- 107 KIAS

Stall speed landing configuration ------------- VS0 ------------------------------ 55 KIAS

Stall speed clean configuration --------------- VS1 ------------------------------ 60 KIAS

Best angle of climb ----------------------------- VX ------------------------------- 78 KIAS

Best rate of climb ------------------------------- VY ------------------------------- 90 KIAS

Max gliding distance speed -------------------- ----------------------------------- 79 KIAS

Max crosswind component -------------------- ----------------------------------- 17 KIAS

Fuel grade ---------------------------------------- ------------------------------------- 100LLOil grade ----------------------------------------- ------------------------------- 15W50 X-C

Oil capacity -------------------------------------- ----------------------------------- 8 Quarts

Max Weight ------------------------------------- ------------------------------ 2750 Pounds

Electrical System ------------------------------- ------------------------------------ 14 Volt

Fuel Capacity

Aircraft Model Mains (Total) Mains (Usable)

N224HS PA-28R-201 38.5 gal/side 36 gal/side

N877HS PA-28R-201 38.5 gal/side 36 gal/side

1. This airplane must be operated as a normal category airplane in

compliance with the operating limitations stated in the flight

manual and in the form of placards and markings.

2. No aerobatic maneuvers including spins, approved.

3. Maneuvering speed: 118 KIAS.

4. This airplane approved for day or night IFR non-icing flight when

equipped in accordance with FAR 91 or FAR 135



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Aircraft Checklists




Exterior Inspection (Read & Do)

Right Wing Surface-------------------- CLEAR of ICE, FROST, SNOWRight Flap and Hinges --------------------------------------------- CHECKRight Aileron and Hinges ------------------------------------------ CHECK

Right Static Wicks -------------------------------------- CHECK SECURE

Right Wing Tip and Lights ---------------------------------------- CHECKRight Fuel Tank ----------------- CHECK VISUALLY / SECURE CAPRight Fuel Tank Vent ----------------------------------------------- CLEARFuel Tank Sump------------------------------------------------------ DRAINRight Tie Down and Chock ------------------------------------- REMOVE

Right Main Gear Strut ------------ PROPER INFLATION (2.0 ± 0.25”)Right Tire ------------------------------------------------------------ CHECKRight Brake Block and Disk--------------------------------------- CHECKRight Fresh Air Inlet ------------------------------------------------ CLEAR

Nose General Condition ------------------------------------------- CHECK

Engine Cowling ---------------------------------------------------- SECUREOil --------------------------------------------------------------- 6-8 QUARTSEngine Baffle Seals ------------------------------------------------- CHECK

Windshield ------------------------------------------------------------CLEANPropeller and Spinner ---------------------------------------------- CHECKCowling Air Inlets --------------------------------------------------- CLEARAlternator Belt ----------------------------------------- CHECK TENSION

Landing Light ------------------------------------------------------- CHECK Nose Chock -------------------------------------------------------- REMOVE Nose Gear Strut ------------------ PROPER INFLATION (2.75 ± 0.25”) Nose Wheel Tire ---------------------------------------------------- CHECK

Nose Fuel Strainer --------------------------------------------------- DRAINLeft Wing Surface --------------------- CLEAR of ICE, FROST, SNOW

Left Fresh Air Inlet -------------------------------------------------- CLEARLeft Fuel Tank------------------- CHECK VISUALLY / SECURE CAPLeft Stall Warning Vane ------------------------------------------- CHECKLeft Chock --------------------------------------------------------- REMOVE

Left Main Gear Strut ------------- PROPER INFLATION (2.0 ± 0.25”)Left Tire -------------------------------------------------------------- CHECKLeft Brake Block and Disc ---------------------------------------- CHECKLeft Fuel Tank Vent ------------------------------------------------- CLEAR

Left Fuel Tank Sump ------------------------------------------------ DRAINLeft Tie Down ----------------------------------------------------- REMOVELeft Pitot Mast ------------------ REMOVE COVER – HOLES CLEARLeft Wing Tip Lights ----------------------------------------------- CHECKLeft Aileron and Hinges ------------------------------------------- CHECK

Left Flap and Hinges ----------------------------------------------- CHECKLeft Static Wicks ---------------------------------------- CHECK SECUREAntennas ------------------------------------------------------------- CHECKLeft Static Vent ------------------------------------------------------ CLEAR

Left Fresh Air Inlet -------------------------------------------------- CLEAREmpennage ----------------------------- CLEAR of ICE, FROST, SNOWStabilator and Trim Tab -------------------------------------------- CHECK

Tail Tie Down ----------------------------------------------------- REMOVERight Static Vent ----------------------------------------------------- CLEARTow Bar and Baggage ----------------- STOW PROPERLY – SECURE

Baggage Door ------------------------------------------------------ CLOSED

SAFETY CHECK (Read & Do) All Electrical Switches ------------------------------------------------ OFF

PREFLIGHT CHECK

Squawk Book ------------------------------------------ CHECKED, AC____Weight & Balance ----------------------------------------------- COMPLETEPerformance Data ----------------------------------------------- COMPLETE

Aircraft Documents ----------------------------------------------- PRESENTHobbs ------------------------------------------------------------ RECORDEDExterior Check --------------------------------------------------- COMPLETEFuel ----------------------------------------- FLT PLAN FUEL ON BOARD

Parking Brake -------------------------------------------------------------- SETCircuit Breakers --------------------------------------- (BOTH) CHECKEDFuel Selector -------------------------------- FULLEST (L/R) SELECTEDPitot & Static System --------------------------------------------- DRAINED

Flaps ---------------------------------------------------------------------------- 0°Trim ---------------------------------------------------------- SET, NEUTRAL

Seatbelts ---------------------------------------------- (BOTH) FASTENEDPAX/Crew Briefing --------------------------------------------- COMPLETE

BEFORE START CHECK Battery Switch -------------------------------------------------------------- ON

Alternator Switch ----------------------------------------------------------- ONBeacon/Strobe Lights ------------------------------------------------------ ON

NAV Lights --------------------------------------------------------- OFF (ON)Fuel Pump ------------------------------------------------------------------- ON

Ramp -------------------------------------------------------------------- CLEAR

BEFORE TAXI CHECK

Oil Pressure ------------------------------------------------------- CHECKEDAlternator ---------------------------------------------------------- CHECKEDAltimeters -------------------------------------- (BOTH) __.__ IN, ____FTHeading -------------------------------- (BOTH) __DEGREES, NORMAL

Flight Plan --------------------------------------------- SET & ACTIVATEDFuel Pump ------------------------------------------------------------------ OFF

TAXI CHECKBrakes -------------------------------------------------------------- CHECKEDRadios ----------------------------------------------------------------------- SETFlight Instruments ------------------------------------------------ CHECKED

Flight Controls ---------------------------------------------------- CHECKEDSTBY Attitude IND ----------------------------------- TEST & CHECKEDAHRS ------------------------------------------ ALIGNMENT COMPLETE

ENGINE CHECK (Read & Do)Parking Brake -------------------------------------------------------------- SET

Power --------------------------------------------------------------- 2000 RPMMagnetos ---------------------------------------------------------- CHECKEDAlternate Air ------------------------------------------------------ CHECKEDProp -------------------------------------------------------- EXERCISE/FULLEngine Instruments ------------------------------------------------ NORMAL

Alternator --------------------------------------------------------- CHARGING

f t h e D a y o r I M C

n s - S t a n d b y

C h e c k R e q u i r e d

Power ---------------------------------------------- 2300 RPM

Alternator ------------------------------------------------ OFF

STBY Alternator ------------------------------------------ ON

STBY Alternator Annunciator Lt ----------------------- ON

ELEC Load >20 Amps ------ STBY ALTR LT FLASHING

R d ELEC < 20 A STBY ALTR LT ON



TAKE OFF PROCEDURES

Normal/ X-W Short Field Soft FieldFlaps 0° Flaps 25° Flaps 25°

VR 70 KTS VR 55 KTS VR ≈ NA

Target Pitch AttitudePitch ≈8° Pitch ≈10° Pitch ≈10°

VY 90 KTS VX 78 KTS VX 78KTS

BEFORE TAKEOFF CHECK

Take Off Briefing ------------------------ COMPLETE

Flaps --------------------- ___ DEGREES, VERIFIED

Heading & Altitude Bugs -------------------------- SETPFD --------------------------------------------------- SET

Fuel Pump -------------------------------------------- ONTransponder ----------------- SET ____, ALTITUDE

Recog Lights ----------------------------------------- ON

CLIMB CHECK

Gear---------------------------------------------------- UP

Flaps ---------------------------------------------------- 0°Climb Power ------------------------------- SET, _____

Airspeed ------------------- CRUISE CLIMB,104 KTS

Fuel Pump ------------------------------------------- OFF

CRUISE CHECK

RECOG or Landing Lights ------------------------ OFFPower ---------------------------------------- SET, _____

Mixture -------- at or above 3000 X-C only)—LEAN

Fuel Selector --------- FULLEST (L/R) SELECTEDSystems ------------------------- (BOTH) CHECKED

DESCENT CHECK

RECOG or Landing Lights ------------------------- ON

Altimeters ----------------- (BOTH) __.__IN, ____FTMixture --------------------------------------------- RICH

Fuel Selector --------- FULLEST (L/R) SELECTED

Aircraft Systems --------------- (BOTH) CHECKED

Annunciator --------------------- TEST & CHECKED

LANDING FLAPS AND VREF SPEEDS

Normal Landing X-Wind Short/Soft Field

Flaps 25° Flaps 25° Flaps 40°

VREF 78 KTS VREF 83 KTS VREF 72 KTS

Missed Approach / GA ProcedureProps – Full Forward

TOGA Power

Target Pitch 10°

Retract Flaps to 25°, VX 78 KTS,

Positive Rate – Gear Up

@ 500 ft AGL Flaps 0°, VY 90 KTS

APPROACH CHECK

Passenger Briefing -------------------------- COMPLETE

Landing/GA Procedures ---------------------- BRIEFED

(IFR FLIGHT)Approach Briefing -------------------------- COMPLETE

Minimums ------------------------ (BOTH) SET____FT

APP FREQ & Course -------- (BOTH) ___, ___INBDLANDING CHECK

Fuel Pump ---------------------------------------------- ON

Fuel Selector ------------ FULLEST (L/R) SELECTED

Mixture ----------------------------------------------- RICHGear -------------------------------- DOWN & 3 GREEN

Flaps ------------------------------------- ____DEGREES

Prop ----------------------------------- FULL FORWARD

AFTER LANDING CHECK(Clear of runway)

Fuel Pump --------------------------------------------- OFF

RECOG Lights ---------------------------------------- OFF

Transponder ---------------------------------- STBY (ON)

Flaps ------------------------------------------------------- 0°Trim ------------------------------------- SET, NEUTRAL

PARKING CHECK

Avionics Switch -------------------------------------- OFFMixture ----------------------------------- IDEL CUTOFF

Electrical Switches ----------------------------------- OFF

Panel Lights ------------------------------------------- OFFBATT & ALTR Switches --------------------------- OFF

Magnetos OFF KEY REMOVED





Expanded Checklists




PA-28R-201 ARROWExpanded Checklist

The purpose of the expanded checklist is to assist a pilot new to the Piper PA-28 Arrow. Theformat for the following pages allows for expanded explanation of what the pilot will be looking

for and how a system is tested. Often a single response implies that several items have been

done and completed.

The checklist with exception is designed to verify that something has been done or checked or a

switch selected. Therefore, it is a Read and Verify list. Therefore, the pilot is expected to

complete a flow of items when triggered by a phase of flight. Once the procedural flow is

complete, call for the appropriate checklist, then respond to each challenge with the correctresponse, as verification.

There are three (3) exceptions. The “SAFETY CHECK”, “ENGINE CHECK”, and“SECURING CHECK” are Read and Do checklist. The “SAFETY CHECK” is Read and Do for

safety reasons. The “ENGINE CHECK” is Read and Do because of the depth of test and checks

performed. Finally, the “SECURING CHECK” is Read and Do because of the randomness ofthe activities performed.



SAFETY CHECK (Read & Do)

All Electrical Switches --------------------------------------------------------------------------------- OFF

Scan the entire instrument panel and verify all switches are off. Verify that the Avionics switch

is off to protect the radios.

Magnetos ------------------------------------------------------------------------ OFF, KEY REMOVED

Verify that the Switch is in the OFF position and the key is removed. Place the key on the glare

shield as further confirmation that the magneto switch is OFF.

Control Lock ------------------------------------------------------------------------------------ REMOVE

Place the control lock in the back seat or the cargo area.

Gear Lever ------------------------------------------------------------------------------------------- DOWN

Battery Switch -------------------------------------------------------------------------------------------- ON

Placing the Battery Switch on powers the PFD/MFD it takes a minute until the MFD comes on

and you must wait till the message that will activate the MFD screen.

Gear ------------------------------------------------------------------------------------- DOWN, 3 GREENCheck for three green indicator lights to show the lights are working properly.

Fuel Qty -------------------------------------------------------------------------- CHECKED (REFUEL)

Check the fuel quantity indicators and determine if an adequate amount of fuel is on board for

the intended flight. It is HSU policy that the aircraft always has a minimum of half tanks forlocal flights and maximum allowable for cross country. Make note of the exact position of the

fuel indicator to check against the visual check of the fuel during the exterior preflight. The fuel

tank has tabs that can be viewed with the fuel caps off. Fuel at the tabs means there is 25 gallonsuseable in that tank.

Lights (night) ---------------------------------------------------------------------------------- CHECKED

It is permissible to leave the Battery Switch – ON while outside the aircraft to check the light.

Battery Switch ------------------------------------------------------------------------------------------ OFF

Exterior Check --------------------------------------------------------------------------------- PERFORM

The exterior check is found in the QRH and in the abbreviated checklist. Use this checklist as a

read and do to perform the exterior preflight inspection of the airplane.



PREFLIGHT CHECK (Read & Verify)

Squawk Book ------------------------------------------------------------------------ CHECKED AC___

Verify that you have the correct AC squawk book. Check if there are any open write ups and

determine if the aircraft is airworthy and safe for flight. Verify the status of the VOR check for

IFR flight.

Weight & Balance -------------------------------------------------------------------------- COMPLETE

This should have been completed in the planning phase. A new weight and balance must be

computed if any factors affecting the outcome have changed.

Performance Data --------------------------------------------------------------------------- COMPLETETakeoff, landing, and in-flight performance data must be completed with the current information.

Aircraft Documents ---------------------------------------------------------------------------- PRESENT

Pilots Operating Handbook (POH), Airworthiness Certificate, and Registration Certificate must be in the aircraft.

Hobbs ----------------------------------------------------------------------------------------- RECORDED

Exterior Check ------------------------------------------------------------------------------ COMPLETE

Fuel --------------------------------------------------------------- FLIGHT PLAN FUEL ON BOARD

Verify that the fuel on board meets all the requirements for the flight. Further, verify that the

aircraft has the minimum fuel on board per HSU Flight Operations Manual (FOM). (Minimum½ tanks) It would be a good time to discuss the time until burnout and the time that you would

expect to be on the ground.

Parking Brake ------------------------------------------------------------------------------------------- SET

Pull brake handle and press button and the brakes will be set. The handle should remain in the

set position.

Circuit Breakers ------------------------------------------------------------------ (BOTH) CHECKED

All circuit breakers must be set unless collard by maintenance. It remains the pilot’s

responsibility to verity that all systems required for flight are available and working.

Fuel Selector ------------------------------------------------------------- FULLEST (L/R) SELECTED

The Fuel Selector should be selected to the tank with the most fuel. A plan should be in place todetermine when the fuel will be switched from one tank to the other.

Pi & S i S DRAINED



Flaps ------------------------------------------------------------------------------------------- 0 DEGREES

Verify that the flaps have been returned to 0 degrees after the walk around is complete.

Trim -------------------------------------------------------------------------------------- SET, NEUTRAL

Seatbelts ---------------------------------------------------------------------------- (BOTH) FASTENED

As part of the Passenger briefing verify that all seatbelts are fastened.

Pax/ Crew Briefing ------------------------------------------------------------------------- COMPLETE

Brief the Passengers on the requirement to wear the seatbelt for all takeoffs and landings. Assist

in buckling as needed. Further, brief the Pax on the sterile flight deck rules. Brief on how to exit

the aircraft in case of an emergency and where the fire extinguisher is and how to use it.

The purpose of the crew briefing is to establish and discuss the conduct of the flight. It is during

this briefing that the PIC will be established and also who will be the PF (pilot flying) and who

will be the PM (pilot monitoring will be. Discuss the effects of the weather on the flight and anyand all modifications to the flight that are needed.



BEFORE START CHECK (Read & Verify)

Battery Switch -------------------------------------------------------------------------------------------- ON

Alternator Switch ---------------------------------------------------------------------------------------- ON

Beacon/Strobe Lights ----------------------------------------------------------------------------------- ON

The three position switch labeled “Strobe Light” should be selected to the UP position. This will

turn on the strobe lights on each wing and the beacon light on the tail.

Nav Lights ---------------------------------------------------------------------------------------- OFF (ON)

Navigation Lights are required to be on between sunset through sunrise.

Fuel Pump ------------------------------------------------------------------------------------------------- ON

Check for an audible sound to ensure the fuel pump is working.

Ramp ------------------------------------------------------------------------------------- (BOTH) CLEAR

Visually check around the aircraft to confirm that the area is clear for an engine start. State

“CLEAR” or “CLEAR PROP” loud enough to announce to anyone around the aircraft that the

engine is about to be started.



BEFORE TAXI CHECK (Read & Verify)

Oil Pressure ------------------------------------------------------------------------------------- CHECKED

If pressure is not indicated within 30 seconds after start shut down engine and investigate. The

oil pressure indication on the PFD is removed 3 minutes after the engine oil pressure is outside

the warning (red) range. The oil pressure indication is always available on the Engine Page ofthe MFD.

Alternator --------------------------------------------------------------------------------------- CHECKED

Verify that the alternator is charging the battery. Then Alternator is 14 volts and the Battery is a12 volts. The Volt meter should show greater than 12 volts as an indication that the alternator is

providing a charge to the battery. Verify that the Alternator is charging the battery on the engine page of the MFD.

Altimeters -------------------------------------------------------------------- (BOTH) __.__ IN, ____FT

The PIC will set the altimeters and both pilots will verify that the altimeters are reading fieldelevation (+/- 75 feet maximum difference). By reading the altitude the pilot is verifying that the

altimeter setting was set correctly and that the altimeter is reading correctly.

Heading ---------------------------------------------------------- (BOTH) ___ DEGREES, NORMALVerify that the heading is available before taxing for directional assistance. Stating “Normal”

confirms the Compass indicates level and the fluid level should be full.

Flight Plan ---------------------------------------------------------------------------- SET, ACTIVATED

Load the flight plan in the GPS. If the flight is local, load the departure airport in the GPS.

Fuel Pump ------------------------------------------------------------------------------------------------ OFF

Turn the electric fuel pump off and check the fuel flow/pressure gage to verify that the enginedriven pump is operating



TAXI CHECK (Read & Verify)

Brakes -------------------------------------------------------------------------------------------- CHECKED

When the aircraft begins to roll initially, test the brakes to ensure the aircraft brakes are working

properly.

Radios ----------------------------------------------------------------------------------------------------- SET

Set up the communication radios to the frequencies. Set up the navigation radios to the proper

frequencies.

Flight Instruments ----------------------------------------------------------------- (BOTH) CHECKED

During turns (S turns if needed) verify that the HI and the Compass are turning correctly and inthe right direction and rate. The Rate of Turn indicator should show a turn in the correctdirection and the skid/slip indicator moves in the opposite direction. The AI should maintain

level flight.

Flight Controls ---------------------------------------------------------------- FREE AND CORRECT

Check both for freedom of movement and correct deflection of control surfaces in response to

control wheel movement.

STBY ATT IND -------------------------------------------------------------------- TEST & CHECKED

Press the test button until the amber test light starts flashing then release. The test of the STBY

ATT will take about 1 minute. During the test the amber light blinks and you should have asteady green light above the word test. If the green light goes out and is replaced with a red light

at any time during the test the backup battery pack is bad or needs charging. IFR flight is not permitted.

AHRS ---------------------------------------------------------------------- ALIGNMENT COMPLETEAlignment is complete when all messages are complete and you observe the message alignment

complete. If there are no messages and the PFD appears normal this means you missed the

alignment complete message. There is always a message during alignment when all messagesare removed the PFD/MFD are aligned and ready for use.



ENGINE CHECK (Read & Do)

Parking Brake ------------------------------------------------------------------------------------------ SET

Power --------------------------------------------------------------------------------------------- 2000 RPM

Verify that the engine is operating in the normal range before doing the Engine Check.

Magnetos --------------------------------------------------------------------------------------- CHECKED

Look for a maximum drop of 175 rpm per magneto and a maximum difference of 50 rpm.

Alternate Air ----------------------------------------------------------------------------------- CHECKED

Select Alternate Air ON. The engine intake air now comes from the engine compartment hasless ram effect and is hotter therefore; it causes a drop in RPM. Verify drop in RPM and returnthe Alternate Air lever to OFF.

Prop -------------------------------------------------------------------------------------EXERCISE/ FULL The Prop control should be moved through its complete range to check for proper operation and

then placed in the full INCREASE rpm for takeoff. Do not allow a drop of more than 500 RPM

during the check. In cold weather or on the first flight of the day, the propeller should be

exercised at least three times. Proper operation of the tachometer, oil pressure, and manifold pressure gauges can be checked during the exercising of the propeller.

Engine Instruments ---------------------------------------------------------------------------- NORMAL

The engine should be running smooth and all engine indications should be normal.

Alternator - --------------------------------------------------------------------------------------CHARGING

Indication of charging is verified by observing a system voltage of > then 12.5 volts anything

less and the LO BUS VOLTAGE Annunciator will illuminate. This can occur under normaloperations if the engine RPM is low.

Perform this check on first flight of the day or IFR

Power---------------------------------------------------------------------------- 2300 RPM

Alternator ------------------------------------------------------------------------------ OFF

STBY Alternator ---------------------------------------------------------------------- ON

STBY Alternator Annunciator Lt -------------------------------------------------- ON



(continued on next page)

Reduce ELEC < 20 Amps ------------------------------------ STBY ALTR LT – ON

Reduce electrical load and verify that the STBY ALTR ON Annunciator light issteady. Consider turning off lights, ventilation fan, and electric fuel pump if still

on etc.

Electrical ----------------------------------------------------------------------- RESTORE

All electrical equipment turned off to reduce electrical load to less than 20 ampsshould be turned back on.

Alternator ------------------------------------------------------------------------------- ON

STBY ALTR --------------------------------------------------------------------------- OFF

Alternator --------------------------------------------------------------------- CHECKED

Re-verify the electrical load on the ammeter, and the Volt meter.

Power ---------------------------------------------------------------------------------------------------- IDLE

Annunciator ------------------------------------------------------------------------ TEST & CHECKED

PITOT HEAT OFF Annunciator light should be the only light remaining after the test

Heading -------------------------------------------------------------------- CHECKED, ___ DEGREES

The Heading Indicator should turn in the right direction during taxi verifying that it is operating

normally.

Altimeters ------------------------------------------------------------------- (BOTH) __.__ IN ____ FT

State the barometric pressure that is set and read the altitude verifying that the altimeter is correcton both Altimeters.

Door ------------------------------------------------------------------------------------------------ CLOSED



BEFORE TAKEOFF CHECK (Read & Verify)

Take Off Briefing --------------------------------------------------------------------------- COMPLETE

Determine the type of Takeoff that will be used, and brief all data from the Takeoff Procedures

Guide. Brief: Initial heading & altitude, abort procedure and engine failure airborne return to

field etc. The Takeoff Briefing Card is available in the QRH for assistance.

Flaps --------------------------------------------------------------------------- __DEGREES, VERIFIED

Visually verify that the correct flaps are set based on Takeoff briefing.

Heading & Altitude Bugs ----------------------------------------------------------------------------- SET

Heading should be set to initial assigned heading or on course heading. If there is no initialassigned heading or on course heading, set to runway heading. Altitude should be set to theinitial altitude assigned.

PFD ------------------------------------------------------------------------------------------------------- SET

Ensure that the navigation modes being used are being utilized properly on the PFD.

Fuel Pump ------------------------------------------------------------------------------------------------- ON

Transponder --------------------------------------------------------------------- SET____, ALTITUDE

Verify code and ALTITUDE is selected

Recog Lights --------------------------------------------------------------------------------------------- ON

During daytime operations only. At night, the landing lights should already be on.



CLIMB CHECK (Read and Verify)

Gear --------------------------------------------------------------------------------------------------------- UP

Verify the Gear Switch is in the Up position. All lights out condition indicates the Gear is Up.

Flaps ------------------------------------------------------------------------------------------- 0 DEGREES

If short or soft takeoff procedures were used verify that the flaps have been retracted to 0

degrees.

Climb Power ------------------------------------------------------------------------------------ SET, _____

Suggested Climb power is 26 inches MP and 2600 Rpm. This should not be set until 500 AGL.

If maximum climb performance is required Piper states full power must be used. (Full Throttleand 2700 Rpm)

Airspeed ---------------------------------------------------------------------------- CRUISE CLIMB, 104

Once climb power has been set and the aircraft is at least 500 AGL, transition to the cruise climbairspeed. This increased climb speed provides better engine cooling, less engine wear, reduced

fuel consumption, lower cabin noise level, and better forward visibility.

Fuel Pump ----------------------------------------------------------------------------------------------- -OFFMonitor fuel flow to ensure proper engine driven fuel pump operation.

CRUISE CHECK (Read and Verify)

Recog or Landing Lights ----------------------------------------------------------------------------- OFF

The FAA recommends that all pilots comply with “Operation Lights On” which calls for recog

or landing lights to be on when below 10,000 feet and within 10 NM of the airport. Keep the

recog or landing lights on until one or the other is accomplished. Use recog lights during the day

and landing lights at night.

Power ------------------------------------------------------------------------------------------- SET, ______

Refer to the Cruise Power charts: Until further guidance set 65% Best Power for cruise. Note:

Only use 2200 Rpm if the MP is ≤ 22 inches.

Mixture ---------------------- (Lean at or above 3000 ft X-C only) ---------------------------LEAN

Best Power settings require 100 degrees rich of peak EGT. Use the “lean assist” feature on the

MFD to properly lean the mixture.



DESCENT CHECK (Read and Verify)

Recog or Landing Lights ------------------------------------------------------------------------------ ON

Turn Recog or Landing Lights on before leaving cruise altitude. Use landing lights at night and

recog lights during the day.

Altimeters -------------------------------------------------------------------- (BOTH) __.__IN, ____FT

Obtain weather and airport information prior to descent point. Set both altimeters.

Mixture ------------------------------------------------------------------------------------------------ RICH

Increase mixture to full rich slowly as needed consistent with the amount of altitude to lose.

Fuel Selector ----------------------------------------------------------- -FULLEST (L/R) SELECTED

Observe which tank has the most fuel and select for the descent and landing. Turn Fuel Pump on

before changing tanks.

Aircraft Systems ------------------------------------------------------------------ (BOTH) CHECKED

Scan the engine instruments and electrical indications for system status.

Annunciator ------------------------------------------------------------------------ TEST & CHECKED



APPROACH CHECK (Read and Verify)

Passenger Briefing -------------------------------------------------------------------------- COMPLETE

Verify that seatbelts are fastened and the passengers have been briefed on any specific flight

conditions that they may need to know. Remind the passengers that the sterile flight deck is ineffect.

Landing/GA Procedure ------------------------------------------------------------------------ BRIEFED

Brief the type of landing that will be performed along with the correct flaps and speeds to flown.

Complete the briefing. The Approach Briefing Card is available in the QRH for assistance.

(IFR flight)

Approach Briefing -------------------------------------------------------------------------- COMPLETE

Brief the appropriate approach procedures based on SOPA guidelines.

Minimums ------------------------------------------------------------------------ (BOTH) SET, ____ FT

Set Approach minimum altitude. If flying a visual approach set runway threshold elevation.

App Freq & Course ------------------------------------------------------------ (BOTH) ___, ___INBD

Verify and state the correct approach frequency and the final approach course inbound. If flyinga GPS approach state “GPS” and the course inbound.

Approach and Landing Procedures

Normal Landing X-Wind Short/Soft Field

Flaps 25 Flaps 25 Flaps 40

VREF 78 VREF 83 VREF 72

Missed Approach Procedures/Go-Around ProceduresProps-Full Forward

TOGA Power

Target Pitch 10o

Retract Flaps 25o, VX 78 Knots,

Positive Rate-Gear Up

@500 ft AGL Flaps 0o



LANDING CHECK (Read and Verify)

Fuel Pump ------------------------------------------------------------------------------------------------- ON

Fuel Selector ------------------------------------------------------------- FULLEST (L/R) SELECTEDIf staying in the pattern for approach and landing practice the tank selected in the descentchecklist may no longer be the fullest tank. This checklist item is added to ensure that the fullest

tank is always the selected tank for approach and landing.

Mixture ------------------------------------------------------------------------------------------------ RICH

Gear ---------------------------------------------------------------------------------- DOWN & 3 GREEN

Flaps -------------------------------------------------------------------------------------- ____ DEGREES

Announce the current flap setting at the reading of the checklist. If this setting is different than

the briefed flap setting for the landing, state the final flap setting and when it will be achieved,ex. “Flaps”-------“10

o, 40

o on Final”.

Prop ------------------------------------------------------------------------------------ FULL FORWARD

Placing the prop full forward can be delayed until you are on final approach. If this is delayeduntil final approach, delay stating “Landing Check Complete” until the action of placing the prop

full forward has been completed. It can be accomplished during any part of the landing phase if

desired but remember to increase RPM smoothly to avoid a surge in RPM.

AFTER LANDING CHECK (Read and Verify)

(Clear of runway)

Fuel Pump ------------------------------------------------------------------------------------------------ OFF

Recog Lights -------------------------------------------------------------------------------------------- OFF

Could be deferred if additional takeoffs and landings are needed.

Transponder ----------------------------------------------------------------------------------- STBY (ON)

Note: The airport may require that the transponder remain on during taxi. This can be deferredif additional takeoffs and landings are needed.

Flaps ------------------------------------------------------------------------------------------- 0 DEGREES

Verify flaps are set to 0 degrees



PARKING CHECK (Read & Verify)

Avionics Switch ---------------------------------------------------------------------------------------- OFF

Mixture -------------------------------------------------------------------------------------IDLE CUTOFF

Electrical Switches ------------------------------------------------------------------------------------- OFF

Panel Lights ---------------------------------------------------------------------------------------------- OFF

BAT & ALTR Switches ------------------------------------------------------------------------------ OFF

Magnetos ------------------------------------------------------------------------ OFF, KEY REMOVED

After removing the keys place them on the glare shield.

Parking Brake ----------------------------------------------------------------------------------- OFF (ON)

Determine the status of the aircraft. If there is any chance that the aircraft could move, keep the

parking park set until the aircraft is secure. Furthermore, if required, advise the lineman that the

aircraft Parking Brake is set or insure that a tug is connected to the aircraft before releasing the

Parking Brake.

SECURING CHECK (Read & Do)

Hobbs ----------------------------------------------------------------------------------------- RECORDED

Maintenance Write Ups ------------------------------------------------------------------- RECORDED

Controls ------------------------------------------------------------------------------------------ SECURED

Door & Window ---------------------------------------------------------------------------------- CLOSED

Lock the doors if on overnight or if it is the last flight of the day, if in doubt lock the doors.

Baggage Door ------------------------------------------------------------------------------------- CLOSED



This Page Intentionally Left Blank





Standard Operating Procedures-Amplified

(SOPA)




STANDARD OPERATING PROCEDURES AMPLIFIED (SOPA)



In developing standards for flying an aircraft the goal is to first and foremost be safe and then efficient.

The pilot in command is responsible for the airworthiness of the aircraft and is the final authority as tothe conduct of the flight.

A checklist is not intended to be an instruction manual for flying an aircraft. Each phase of flight should

have a method and procedures laid out to guide the pilot towards the correct way to operate the aircraft.

Instead of using the checklist as an instruction manual the pilot will guide the flow of the flight. The

pilot is expected to have a working knowledge of the progress of the flight and the procedures required.The pilot will become familiar with places in the flight that trigger a need to perform procedures and

checklist. As you study SOPA you will note the locations that state, “Accomplish the following flow”.

This flow represents all the items on a checklist. It might include items that are not included on thechecklist but the pilot should accomplish. The checklist is designed to verify that the correct procedures

and system checks have been completed.

The layout of SOPA is designed to show the pilot what should be done and what standard method theFAA, Piper, and HSU have in mind as to how that should occur.

The basic format for SOPA assumes that the PIC has an additional crew member in the right seat acting

as SIC (second in command). The layout places PF (Pilot Flying) duties on the left side of the page andthe PM (Pilot Monitoring) on the right side indicating what each crew member should do. On the

ground the left side is PIC and the right is SIC. Commencing at Takeoff and concluding with thelanding roll the PF is listed on the left side column and the PM is on the right side.

The◄ symbol directs the PIC/PF, whereas the ►directs the SIC/PM. When either (BOTH) or◄►

appears, it is intended for both pilots to complete the requested action which is usually to verify a system

status or instrument setting. The checklist will always be called for by the PIC/PF. The checklist will

be read by the SIC/PM with the PIC/PF responding to the checklist challenge. Additionally, severalitems on the checklist will request that both pilots respond to the challenge, for additional safety. This

will be indicated by (BOTH) just in front of the response. The pilot reading the checklist waits for the

response from the other pilot before responding when both pilots are required to reply.

While the layout favors a crew compliment on many occasions the PIC is the only pilot on board.

During training your flight instructor will expect you to fly the aircraft single pilot to teach theresponsibilities involved in a flight. Prior to reaching a career position on a multi crew certified aircraft a

large majority of your flying will be single pilot. Obviously, the only change will be that you will do all

the flows and checks yourself. The pilot will be expected to perform all the required actions, flows, andchecklist. Even in a single pilot environment the pilot will be expected to call for all checklists, Read

the Challenge and Response verbally, and announce out loud that the checklist is complete.

SAFETY PROCEDURE:



The first pilot arriving at the aircraft or as designated will run the Safety Check as a read and do. The

purpose of the Safety Check is to protect the pilot, passengers, aircraft and persons around the aircraftfrom harm. Further the SAFETY CHECK provides the opportunity to check the fuel status of the

aircraft. If fueling is required the decision will be made whether to tow the aircraft to the pumps or taxithe aircraft to the fueling pad. If the decision is made to taxi the aircraft follow all required checklists

including the BEFORE TAXI CHECKLIST (only the oil pressure and alternator need be checked)

SAFETY CHECK (Read & Do)

All Electrical Switches --------------------OFFMagnetos ------------- OFF/KEY REMOVED

Control Lock -------------------------REMOVE

Gear Lever -------------------------------DOWNBattery Switch -------------------------------ON

Gear ----------------------DOWN & 3 GREEN

Fuel Qty ---------------CHECKED (REFUEL)

Lights (night) -----------------------CHECKEDBattery Switch ------------------------------OFF

Exterior Check --------------------- PERFORM

Announce: “SAFETY CHECK complete”

PREFLIGHT PROCEDURE



PREFLIGHT PROCEDURE:

The purpose of the Preflight check is for the crew to become familiar with all the information about theflight: weather, routing, aircraft status, passengers, weight and balance, performance data, etc. The

W&B and performance data should be completed during the flight planning phase, however, the pilotshould be aware of any changes that might have taken place unknown to the pilot since the flight

planning phase. Each pilot should take the time to review the aircraft squawk book. Examine thesquawk book to see if there are any open write ups that have not been addressed. Also, it is the pilot’s

responsibility to determine if any deferred items exist and what impact it might have on the aircraft

flight capability, safety, and legality. On the Flight Operations ticket, enter the Hobbs time.

Brief the Passengers on the use of seatbelts and how to escape the aircraft if required. Point out the

location of the Fire Extinguisher and its operation. Finally, explain to the passengers the sterile flightdeck rules.

Brief the crew on the conduct of the flight: Refer to the Crew briefing form in the QRH if necessary.

After the briefing and exterior check is complete, accomplish the following flow:

Check Circuit Breaker In or Collared ►

◄ Set Parking Break◄ Fuel Selector select to fullest tank

◄ Drain Pitot Static SystemsFlaps set to 0

o ►

Trim set to Neutral►

◄ Seatbelts fastened►

◄ Call for & respond to the “PREFLIGHT CHECK”

SIC PIC

Squawk Book ----------- Checked, AC______

Weight & Balance--------------- COMPLETEPerformance Data --------------- COMPLETE

Aircraft Documents ---------------- PRESENT

Hobbs ----------------------------- RECORDEDExterior Check ------------------- COMPLETE

Fuel --- FLIGHT PLAN FUEL ON BOARD

Parking Brake ------------------------------- SETCircuit Breakers -------- (BOTH) CHECKED

Fuel Selector --------- FULLEST SELECTED

Pitot & Static System --------------DRAINED

BEFORE START PROCEDURES:



With all flight gear and paperwork secure and flight deck organized determine which engine start

procedure will be used and brief the start.

NOTE: It will take a moment for the screens to display the required engine instruments. Proceedwith the start only when all required information is available.

After briefing the start procedure, accomplish the following flow:

◄ Bat & Altr Switches On

◄ Strobe Light Toggle Switch – UP

◄ Nav Lights On (if night ops)

◄ Fuel pump ON◄Confirm parking brake set►

◄ Confirm ramp is clear ►

◄ Call for & Respond to the “BEFORE START CHECK”

SIC PIC

Battery Switch --- ----------------------------ON

Alternator Switch -- -------------------------ONBeacon/Strobe Lights -- ---------------------ON

Nav Lights --- ------------------------OFF (ON)Fuel Pump ---- --------------------------------ON

Ramp --- ---------------------- (BOTH) CLEAR

Announce “BEFORE START CHECK complete”►

NOTE: Before engaging the starter the crew will confirm the area is clear for start and announce“Clear” to the outside of aircraft. The PIC will start the engine as briefed.

BEFORE TAXI PROCEDURE:



After engine start, the crew will verify the oil pressure and the alternator charging. While the engine is

warming up and before taxi the SIC will copy the ATIS/AWOS while the PIC loads the flight plan intothe GPS.

After engine is started, accomplish the following flow:

◄ Alternator charge►

◄ Verify Oil Pressure normal►

Radio Master Switch ON►

◄ Turn Fuel Pump – OFF and Monitor Fuel Flow►

◄Verify the GPS test sequence results and database is in date for IFR ►

Record the ATIS/AWOS► ◄ Set altimeters and check altitude►

◄ Load flight plan into the GPS.

◄ Check Compass is normal and verify heading on PDF

Note: If the aircraft is repositioning for fueling verify Oil pressure and Alternator charging and

call for the “BEFORE TAXI CHECK”. Only respond to the first two items and announce

“BEFORE TAXI CHECK complete”.

◄ Call for & respond to the “BEFORE TAXI CHECK”

SIC PIC

Oil Pressure ------------------------ CHECKEDAlternator -------------------------- CHECKED

Altimeters -------- (BOTH) __.__IN, ____FT

Heading - (BOTH) __DEGREES, NORMAL

Flight Plan ---------------- SET, ACTIVATEDFuel Pump ----------------------------------- OFF

Announce: “BEFORE TAXI CHECK complete”►

Note: The sterile flight deck policy is in effect from “BEFORE TAXI CHECK complete” until

level at cruising altitude. (During Sterile cockpit operations only conversations and activities

pertaining to the flight are allowed.)

TAXI PROCEDURES:



When requested by the PIC, the SIC will contact Clearance Delivery (if required) or Ground Control (if

required) to receive and record IFR clearance or VFR departure procedures. Perform a radio check ifavailable at uncontrolled airports.

Upon receipt of clearance or radio check, accomplish the following flow:

Set Nav/Com as appropriate►

Modify flight plan as required and activate►

Set transponder code►

◄ Test Brakes

Check Flight Controls►

◄ Verify that AHRS alignment is complete ► ◄ Verify Flight Instruments during turns►

◄ Press to test and check STBY ATT indicator

◄ Call for and respond to the “TAXI CHECK”

SIC PIC

Brakes ------------------------------ CHECKED

Radios --------------------------------------- SETFlight Instruments ------ (BOTH) CHECKED

Flight Controls ------ FREE AND CORRECTSTBY ATT IND-------- TEST & CHECKED

AHRS ----------- ALIGNMENT COMPLETE

Announce: “TAXI CHECK complete”►

NOTE: Several of the items contained in this flow are best suited for a two person crew whiletaxiing. If single pilot operations are being conducted, it may be best to complete this flow before

the aircraft begins taxiing or after the taxi to the engine check area is complete.

Note: The crew will have taxi chart available for viewing during taxi

Note: If checking the flight controls would create a hazard during windy conditions, delay

this check until aircraft is stopped and parking brake is set prior to engine check.

ENGINE CHECK PROCEDURES:



The engine check should be performed in an area that is safe for your aircraft, other aircraft, and other

persons or property. If the airport has a designated engine run up area, utilize this area. Position youraircraft into the wind if possible. At a controlled field, this should be accomplished prior to crossing

into the “movement” area of the airport and prior to contacting ground control. This will allow for amore expeditious flow of traffic once ground control is contacted. The Engine Check is a Read and

Do…there is no flow. The crew will both participate in the Engine Check. After the check, brief the passengers on the conduct of the flight:

Caution: If any STBY instrument is INOP – IFR flight is prohibited

Caution: If Engine instruments on the PFD are or become INOP – IFR flight is prohibited

Caution: If the MFD is or becomes INOP –flight is prohibited / land as soon as practical

Caution: If the PFD is or becomes INOP – flight is prohibited / land as soon as practical

◄ Call for & respond to the “ENGINE CHECK”:

SIC PICParking Brake ------------------------------- SET

Power -------------------------------- 2000 RPM

Magnetos --------------------------- CHECKED

Alternate Air ----------------------- CHECKEDProp --------------------------------- EXERCISE

Engine Instruments ---------------- NORMALAlternator ------------------------ CHARGING

**********************************

First Flight of the Day or IFR (Standby Alternator Check Required)

Power ------------------------------------------------- 2300 RPM

Alternator --------------------------------------------------- OFFSTBY Alternator -------------------------------------------- ON

STBY Alternator Annunciator LT ---------------------- ON

ELEC Load >20 Amps-----STBY ALTR LT FLASHING

Reduce ELEC <20 Amps -----------STBY ALTR LT - ON

Electrical --- -----------------------------------------RESTORE

Alternator ---- -------------------------------------------------ON

STBY ALTR ---- --------------------------------------------OFF

Alternator --- ---------------------------------------CHECKED

**********************************Power --- -----------------------------------IDLE

Annunciator ----- --------TEST & CHECKED

Heading----------CHECKED, DEGREES

TAKEOFF PROCEDURES:



Normal / X-W Short Field Soft Field

Flaps 0o Flaps 25

o Flaps 25

o

VR 70 kts VR 55 kts VR NA

Target Pitch AttitudePitch 8o Pitch 10

o Pitch 10

o

VY 90 kts VX 78 kts VX 78 kts

◄The PIC will brief the crew on the Takeoff Procedure to be used. Refer to the Before Takeoff

Briefing Form in the Quick Reference Handbook (QRH) if necessary.

Approaching the runway and number one, accomplish the following flow:

Verify transponder code and select Altitude ►

◄ Recog Lights On

◄ Set Heading and Altitude Bugs

◄ Verify navigation modes set properly◄ Call for or select Flaps for Take Off

◄ Scan arrival and final for traffic ►

◄ Call for & respond to the” BEFORE TAKEOFF CHECK”

SIC PICTake Off Briefing ----------------COMPLETE

Flaps ---------------__DEGREES, VERIFIEDHeading & Altitude Bugs -----------------SET

PFD ------------------------------------------SET

Fuel Pump - -----------------------------------ON

Transponder - -------SET, _____ ALTITUDERecog Lights ---------------------------------ON

Announce: “BEFORE TAKEOFF CHECK” complete”►

Request Takeoff clearance or announce Taking Off on the Common Traffic Advisory Frequency.

Set Take Off / Go Around (TOGA) power and make the following callouts on Take Off:

“TOGA Power checked”► “Airspeed Active”►

◄ “Checks” (not needed if single pilot)

“Rotate, degrees”►

◄ “Flaps 0o”

(if necessary for short or soft field take offs. This should be accomplished

when aircraft is established at VY with a positive rate of climb and well clear of all obstacles)



Places Flaps in 0o segment, states “Flaps 0

o”►

Accelerate to VY 90 knots and climb to a minimum of 500 AGL before commencing any turns.

CLIMB PROCEDURES:

Once clear of the traffic pattern and flaps and gear have been retracted, establish cruise climb of 104knots or greater while maintaining at least a 500 fpm climb. Forfeit speed down to VY 90 knots on hot

days or when climbing to higher cruise altitude in order to maintain 500 fpm as long as possible. Cruise

climb enables better forward visibility which aids in traffic awareness. Cruise climb also improvesengine cooling and increased airflow in the aircraft cabin.

NOTE: There is no rush to perform the CLIMB CHECK. It is important to depart the traffic

pattern and establish initial en route heading. Maintain vigilance as you move away from the

airport area.

After clear of the traffic pattern, accomplish the following flow:

◄ Verify Gear Operating light is off

◄ Fuel Pump – OFF and Monitor Fuel Flow►

◄ Set climb power – 26” MP & 2600 RPM

◄ Flaps – 0o

◄ Call for & Respond to the CLIMB CHECK

PM PFGear -- -----------------------------------------UP

Flaps --- -----------------------------------------0o

Climb Power ----------------------SET, ______Airspeed ---------------CRUISE CLIMB, 104

Fuel Pump --- --------------------------------OFF

Announce “CLIMB CHECK complete”►

CRUISE PROCEDURES:



Upon reaching cruise altitude, accomplish the following flow:

◄ Turn off Recog or Landing light

◄ Set Cruise Power (If X-C set to 65% Best Power)

◄ (Designate) Lean 100 degrees Rich of Peak (If above 3,000’ MSL)

◄ Scan systems for normal operating ranges ►

◄ Call for and respond to the “CRUISE CHECK”

PM PF

Recog or Landing Lights-------------------OFF

Power -- -----------------------------SET, _____Mixture ( ≥ 3000 MSL; X-C only) - -- LEAN

Systems--------------------- (BOTH) CHECKED

Announce: “CRUISE CHECK complete”►

NOTE: When switching fuel tanks, turn Fuel Pump – ON. When fuel flow is stable, turn Fuel

Pump - OFF

DESCENT PROCEDURES:

Descent planning improves the arrival procedures. Begin gathering information for landing as soon as it

is available. A good technique is to start the descent procedures no later than 20 minutes before landing.

When automated weather is available or when approaching descent point, accomplish the followingflow:

Obtain latest weather (if possible)► ◄ Set altimeter and verify ►

◄ Fuel Selector set to the fullest tank

◄ Place the Recog or Landing Light ON

◄ Slowly increase mixture to full Rich

◄ Check all systems normal►

◄ Test Annunciator

◄ Call for & respond to the “DESCENT CHECK”.

APPROACH PROCEDURES:

i d b i f ibl h kl d i i i l h b i fi



It is prudent to brief as soon as possible when workload is at a minimum. For example the briefing

could be done as part of the descent planning before the descent.

Landing, Flaps, and VREF

Speeds

Normal X-Wind Short/Soft Field

Flaps 25o Flaps 25

o Flaps 40

o

VREF 78kts VREF 83kts VREF 72kts

GA Procedure

TOGA Power, Target Pitch 8°

Retract Flaps to 25°, VX 78 KTS,

@ 500 ft AGL Flaps 0°, VY 90 KTS

Thoroughly brief the passengers for the descent and landing. Besides the seat belt requirements

include any information that would reduce or eliminate apprehension, i.e.: in about 2 minutes the

ride will be bumpy. ►

NOTE: If flying as a crew, transfer flying to PM before proceeding with this flow.

As soon as approach and landing information is available accomplish the following flow:

◄ Brief Landing, Go Around, and Taxi Route anticipated.( Refer to the “Approach Briefing” in the QRH if necessary for briefing information.)

(IFR flight)

◄ Brief the type approach to be flown

( Refer to the “Approach Briefing” in the QRH if necessary for briefing information.)

◄Set minimums bug◄ Verify correct Approach Frequency and Course set►

◄ Call for & respond to “APPROACH CHECK”

PM PF

Passenger Briefing ---------------COMPLETELanding/GA Procedure - ------------BRIEFED

(IFR flight)Approach Briefing ---------------COMPLETE

Minimums ---- ------- (BOTH) SET, ____ FT

App Freq & Course -- (BOTH) , INBD

LANDING PROCEDURES:

O th 45o

t th d i d l t t 18” M if ld P (MP) Ai d h ld b



On the 45o to the downwind leg, set power to 18” Manifold Pressure (MP). Airspeed should be

approximately 95-100 knots.

◄At the appropriate time (no later than abeam the runway of intended landing or before the final

approach fix if on IFR approach ), lower or call for the gear to be selected down.

NOTE: Maximum Landing Gear Operating Speed – 129 KTS

Lowering the Landing Gear should serve as a “trigger” to accomplish the following landing flow:

◄ Landing Gear DOWN

◄ Verify Fuel Selector selected to fullest tank◄ Fuel Pump - ON

◄ Prop – Full Forward

◄ Mixture – RICH

◄ Call for “Flaps __”Set Landing flaps►

NOTE: Placing Prop full forward can be delayed until you are on final approach. It can be

accomplished early if desired but remember to increase RPM smoothly to avoid a surge in RPM.

◄ Call for & respond to “LANDING CHECK”

PM PFFuel Pump ------------------------------------ON

Fuel Selector -------- -FULLEST SELECTED

Mixture - -----------------------------------RICH

Gear - ---------------------DOWN & 3 GREENFlaps - ---------------------------- __DEGREES

Prop ------------------------FULL FORWARD

Announce “LANDING CHECK complete”►

NOTE: Call out any deviations from landing speed or excessive sink rate: Any airspeed greater

than +/- 5 knots from VREF. Call out any sink rate > 1000 FPM below 1000 feet AGL. If sink rate

isn’t corrected immediately or the approach becomes unstable execute an immediate GA.

AFTER LANDING PROCEDURES:

NOTE: Do not let procedures interfere with maintaining a safe vigilance and delay any



NOTE: Do not let procedures interfere with maintaining a safe vigilance and delay any

procedures until the runway has been cleared. The exiting aircraft has the right of way clearing

the runway until beyond the Hold Short Line. Ensure that this is done in a timely manner.

After clearing the runway and past the hold short line, accomplish the following flow:

Fuel Pump – OFF►

Recog Lights – OFF►

Turn transponder to STBY or switch to ON► Flaps – 0

o ►

Reset trim to Takeoff position►

◄ Call for & respond to “AFTER LANDING CHECK”

SIC PIC

Fuel Pump------------------------------------OFFRecog Lights--------------------------------OFF

Transponder ------------------------STBY (ON)

Flaps - -------------------------------------------0o

Trim ---------------------------SET, NEUTRAL

Announce “AFTER LANDING CHECK complete”►

PARKING PROCEDURE:

Normally the aircraft will be tied down or pushed into a parking position and tied down therefore do



Normally the aircraft will be tied down or pushed into a parking position and tied down, therefore, do

not set the Parking Brakes. However, if there is any doubt that the aircraft will remain stationary (slopeof ramp, high winds and/or wet or icy ramp) set the Parking Brake.

When aircraft is stopped at parking, accomplish the following flow:

Radio Master OFF►

All Electrical Switches OFF►

◄ Mixture – IDLE CUTOFF

◄Battery and Alternator Switches OFF

◄ Magnetos OFF and remove Key

◄ Call for & respond to the “PARKING CHECK”

SIC PIC

Avionics Switch ------ ----------------------OFFMixture ----- -------------------IDLE CUTOFF

Electrical Switches ------ -------------------OFF

Panel Lights ------ ---------------------------OFF

BAT & ALTR Switches ----- --------------OFFMagnetos ---- --------OFF, KEY REMOVED

Parking Brake ------ ------------------OFF (ON)

Announce “PARKING CHECK complete”►

SECURING PROCEDURES:

Any crew member can perform the check. If the aircraft is to remain overnight lock all doors.

Discuss the securing of the aircraft with the lineman and agree on the method that will be used toassure compliance. When giving a fuel order, explain to the line personnel not to fill AUX tanks

(on aircraft so equipped) and physically point out where the AUX tanks are located.

◄ Designate who will perform the SECURING CHECK

SECURING CHECK (Read and Do) Hobbs --------------------------- RECORDED

Maintenance Write Ups ---- ----RECORDED

Controls -----------------------------SECURED





Standardized Maneuvers and Configurations

(SMAC)




Standardized Maneuvers and



Configurations (SMAC)

Explained for the Piper Arrow PA-28R-201

Welcome to the Henderson State University Department of Aviation. At HSU, we prideourselves in a quality training environment that will prepare our graduates to go on to great

things in the professional world of aviation.

In order to achieve a quality training environment, we feel there must be a standard way

of performing each prescribed maneuver. This document will detail how each flight instructorshould teach and how each student should perform any maneuver.

All maneuvers listed in this document adhere to specific guidelines listed in the FAA

practical test standards and Airplane Flying Handbook. Although the practical test standards andthe airplane flying handbook are a guideline for all maneuvers, it does allow some latitude in

how each maneuver is performed. This document will basically fill in the blanks that the

Practical Test Standards leaves so that all HSU students will perform all maneuvers in a standard

manner.

All power settings used in this document are approximations or simply a setting to use as

a starting point. Instructors and students should feel free to use whatever power setting is needed to accomplish a given airspeed or altitude.

H e n d e r s o n S t a t e U n i v e r s i t : S M A C : P i e r A r r o w P A - 2 8 R - 2 0 1 Pi er Student Handbook Pa e 5- 2

Taxi



Objectives

1. Students will be able to taxi and perform any other ground operations with no instructor input

2.

Students will be able to properly apply Crosswind Corrections3. Students will be able to comply with any and all hand signals given by airport ground crew4. Students will be able to comply with any and all airport signs and markings

Procedures

1. Contact Ground Control (if applicable) to receive taxi instructions2. Release brakes or Parking brake3. Determine wind direction and adjust controls for proper crosswind correction (see Figure 1)

4.

Position your feet with your heels on the floor and both feet firmly on the rudder pedals. Do not allow your feet torest on the brakes. (See figure 2)5.

Slowly and smoothly advance the throttle to begin the taxi.6. After the aircraft begins to roll, apply gentle brake pressure to ensure brakes are working properly7. After the aircraft begins to roll again, power may be reduced to maintain a speed no faster than the appearance of a

brisk walk8. Apply rudder pressure as needed for directional control to maintain the nose wheel on the centerline (if applicable).9. Use brakes only when necessary to slow or stop the aircraft

Tolerances

1. Flight controls must be placed properly for the appropriate wind conditions

2. Control must be maintained without excessive use of brakes

3.

Compliance with all airport taxiway signs and markings

4. Compliance with all air traffic control instructions or light-gun signals (see figure 3)

5. Must taxi no faster than a brisk walk

6.

Must avoid other aircraft and hazards




Signal Aircraft On Surface Aircraft in flight

Steady Green Cleared for takeoff Cleared to Land

Flashing Green Cleared to taxi Return for landing

Steady Red Stop Give way to other

aircraft

Flashing Red Taxi clear of runway

in use

Airport unsafe—do

not land

Flashing White Return to starting

point on airport

Not Applicable

Alternating Red

And Green

Exercise extreme

caution

Exercise extreme

caution

FIGURE 2—PROPER FEET POSITIONING

A FULL DESCRIPTION OF AIRPORT AND

TAXIWAY SIGNS AND MARKINGS CAN BE

FOUND IN THE AERONAUTCIALINFORMATION MANUAL (AIM) PAGES 2-3-

1 THROUGH 2-3-14

A FULL DESCRIPTION OF GROUND

SIGNALMAN HAND SIGNALS CAN BE

FOUND IN THE AERONAUTICAL

INFORMATION MANUAL AIM PAGE 4-3-7

Taxi

Down elevator and

aileron down on LH

wing (DIVE AWAY

FROM WIND)

Down elevator and

aileron down on LH

wing (DIVE AWAY

FROM WIND)

Up aileron on

RH wing and

elevator neutral

(turn into the

wind)

Up aileron on

LH wing and

elevator neutral

(turn into the

wind)

FIGURE 1—PROPER

CROSSWINGD CONTROLS

FIGURE 3—LIGHT-GUN SIGNALS


Traffic Patterns (entering and exiting)Objectives



1.

Students will be able identify the different legs of a traffic pattern2. Students will be able to apply proper traffic pattern departures and entries at an uncontrolled field

Procedures EXIT)

1. Perform takeoff as prescribed2. Maintain extended runway centerline until you reach traffic Pattern Altitude (1,000 MSL at M89)3. Depart either straight ahead OR 45o in the direction of the traffic pattern (see figure 4)4. Make appropriate radio communication5. If the planned departure is to the opposite side of the traffic pattern, complete one of the following:

a.

continue straight out until clear of the traffic pattern before turning on courseb. Complete 45o departure; climb at least 1,000 feet above traffic pattern altitude before turning on course. (see

figure 5)

Procedures Entry)

1. Perform “Approach Flow” and “Approach Check” prior to entering the traffic pattern2. Descend to traffic pattern altitude at least 2 nautical miles prior to entry3. Maneuver the airplane to enter abeam the midpoint of the runway at a 45o entry to the downwind leg (see figure 6)4. If approaching from the opposite side of the traffic pattern, over fly the traffic pattern by at least 1,000 feet. Once clear

of the traffic pattern area, descend to traffic pattern altitude and maneuver for 45o entry to the downwind leg

Tolerances

1.

Perform departures and entries as prescribed

Traffic Patterns (Entering and exiting)




Traffic Patterns (Entering and exiting)

Maintain runway

centerline untilyou reach Traffic

Pattern Altitude

45o

Either depart

straight ahead or

depart 45o to the

traffic pattern side

of the runway.

36

FIGURE 4 - EXIT

45o

36

FIGURE 5 –

DEPARTING TO

THE OPPOSITE

SIDE OF TRAFFIC

PATTERN

Depart straight out

or 45o, climb to

1,000 feet above

Traffic Pattern

Altitude, and then

turn on course.

36

U p w i n d

X-Wind

D ownwi n d

Base F i n a l

45o

Arrive on a 45o angle

to the downwind leg.

You should enter the

downwind leg at themidpoint of the field.

FIGURE 6 - ENTRY

A FULL DESCRIPTION OF TRAFFIC PATTERN PROCEDURES CAN BE FOUND IN THE

AERONAUTICAL INFORMATION MANUAL PAGES 4-3-2 THROUGH 4-3-3


Normal and Crosswind Takeoff



Objectives

1. Students will be able to perform and execute a takeoff with or without crosswind conditions that is safe andconforms to procedures found in the Pilot’s Operating Handbook.

Procedures

1. Perform “Before Takeoff Flow” and “Before Takeoff Check”2. Hold short at the appropriate “Hold Short Lines” (see figure 7)3. Clear the area by scanning final approach, base leg, runway, opposite final approach, and opposite base leg4.

Make appropriate radio communication5. Taxi onto the runway and align the aircraft with the centerline6. Place crosswind control as necessary

7.

Apply Takeoff/Go Around (TOGA) Power and monitor engine instruments. If the engine is making 27” ManifoldPressure and 2700 RPM, State, “TOGA POWER CHECKED”. If not, abort takeoff immediately.8. Apply enough right rudder to maintain centerline and allow airspeed to accelerate9. As the ground roll commences, monitor the airspeed tape. When it begins to register, State “AIRSPEED ACTIVE”. If the

airspeed tape does not register, abort takeoff immediately.10. As airspeed accelerates, gradually remove the crosswind correction as needed.11.

At 70 knots (VR), State, “ROTATE, 8 Degrees” and smoothly apply back pressure on the controls12.

Continue applying back pressure until a pitch attitude is reached to allow the aircraft to accelerate to and maintainits best rate of climb of 90 knots (V Y )

13. Once a positive rate of climb is established, retract the landing gear.14. Maintain runway centerline throughout climb out, crabbing into the wind as needed (see figure 8)

*Always use full runway length takeoffs for this airplane *

Tolerances

1. Maintain runway centerline on takeoff roll and throughout climb out2. Maintain 90 knots (V Y ) +10/-5 knots (Private) +/-5 knots (Commercial)

N C T




Hold Short Here

and visually clearthe area.

FIGURE 7—HOLD SHORT LINES

2 2

IND

3600 0100

A i r c r a f t G r o u n d T r a c

Aircraft Heading

Crab Angle

FIGURE 8—CRAB ANGLE

Normal and Crosswind Takeoff

A FULL DESCRIPTION OF PROPER RADIO

COMMUNICATIONS CAN BE FOUND IN

THE AERONAUTICAL INFORMATION

MANUAL PAGES 4-2-1 THROUGH 4-2-13


Normal and Crosswind LandingsObjectives



1. Students will be able to determine wind direction and apply necessary corrections to allow for a stabilized approachand landing at a specified point on the runway.

Procedures

1. Determine wind direction and enter traffic pattern accordingly for an upwind landing (See “Traffic Pattern -entering and exiting” on pages 4-5 for more details)

2.

Scan for traffic3. Make appropriate radio communications4. Determine Landing Point (See Figure 9)5.

Set power to 18 /2300 (approximate airspeed of 95 - 100 knots) on the downwind leg crabbing, if necessary, toparallel the runway

6. At midfield, place the landing gear down. This should serve as the trigger to accomplish the remainder of the“Landing Flow”

7.

Abeam touchdown point, verify the airspeed is within the white arc and introduce 10o

Flaps and maintain 95 knots.8. Adjust power as needed to establish a stabilized 400 - 600 FPM descent at 95 knots9. Verify the “Landing Flow” by reading and confirming the “Landing Check”

10.

Turn to the base leg approximately 450 from the landing point, introduce 25o flaps and slow to 85 knots11. Clear the area by scanning the extended final approach, runway, and opposite final approach and opposite base leg12. Manage power throughout the downwind and base legs so as to be on the proper glide slope when the turn is made

from base to final approach13. Make turn to final adjusting for wind so as not to undershoot or overshoot the extended centerline of the runway14. Slow to 78 knots15. Establish a stabilized descent allowing for wind16. Restate, “Landing Checklist is complete”. If the landing checklist was not previously completed and verified, execute

a go around immediately.17.

Touch, verify and state, “landing gear down”. If the landing gear is not down, execute a go around immediately.18.

Smoothly round out into the flare approximately 10 -15 feet over the ground19. Bleed off airspeed as to touchdown approaching stall speed

Tolerances

1. Maintains a stabilized descent throughout the final approach to landing2. Airspeeds +10/-5 knots (Private) +/-5 knots (Commercial)3. Touches down +400/-0 feet (Private) +200/-0 feet (Commercial) of landing point4. On touchdown and rollout, the centerline should never be outside of the main wheels

Normal and Crosswind Landing




FIGURE 9—NORMAL LANDING

Base Leg—

25o FlapsSlow to 85

knots

2 2 4

Designated Landing Points: The beginning

of the Aiming Point Markings (1,000’

markers) is the standard at M89. Flight

instructors may use other points as they

see fit to demonstrate non-standard

450 fromlanding

point

Final Approach—

Slow to 78 knots. Confirm

Before Landing Checklist

is complete; Confirm

landing gear is down

Normal and Crosswind Landing

A stabilized descent or approach means that airspeed should be maintained and

power should be adjusted as necessary to maintain a constant angle from where

the final descent started until rounding out into the flare. If on a proper stabilized

descent, the aircraft should remain on glide slope throughout the entire approach.

Maintain

Runway

Centerline to

300’ below

TPA

Continue climb to TPA.

Turn to downwind at the

appropriate distance

away from runway.

Perform “Landing Flow”Verify “Landing

Checklist”

10o Flaps; 95 knots


Short Field TakeoffObjectives



1.

Students will understand and apply how to safely takeoff from a short runway while avoiding a 50 foot obstacle at the end ofthe runway.

2. Students will understand how to apply the different uses of various climb speeds to include VX and V Y

Procedures

1. Perform “Before Takeoff Flow” and “Before Takeoff Check”2. Hold short at the “Hold Short Lines” (see figure 7)3. Clear the area by scanning final approach, base leg, runway, opposite final approach, and opposite base leg4. Make appropriate radio communication5.

Taxi onto the runway and align the aircraft with the centerline using ALL of the available runway6. Apply brakes7. Apply Takeoff/Go Around (TOGA) Power and monitor engine instruments. If the engine is making 27” Manifold Pressure and 2700

RPM, State, “TOGA POWER CHECKED”. If not, abort takeoff immediately8.

Release Brakes9. Apply enough right rudder to maintain centerline and allow airspeed to accelerate

10. As the ground roll commences, monitor the airspeed tape. When it begins to register, State, “AIRSPEED ACTIVE”. If the airspeedtape does not register, abort takeoff immediately.

11. At 55 knots (VR), State, “ROTATE, 10 degrees” and smoothly apply back pressure on the controls12. Continue applying back pressure until a pitch attitude is reached to allow the aircraft to accelerate and maintain an initial

airspeed of 65 knots.13. Once a positive rate of climb is established, retract the landing gear.14. Transition and Maintain 78 knots (VX) until the obstacle is cleared or you reach 100’ AGL.15. Transition to 90 knots (V Y ) by slightly lowering the nose and SLOWLY reducing the flaps. The flaps should reach 00 around the

same time 90 knots (V Y ) is achieved (see figure 10)16. Set a pitch attitude to allow the aircraft to maintain 90 knots (V Y )17.

Maintain runway centerline throughout climb out, crabbing into the wind if necessary (see figure 8)

Tolerances

1. Maintain runway centerline on takeoff roll and throughout climb out2. VX Airspeed +10/-5 knots (Private), +5/-0 knots (Commercial)3. V Y Airspeed +10/-5 knots (Private), +5/-5 knots (Commercial)

Short Field Takeoff




Use all available runway

Hold Brakes

Apply TOGA PowerMonitor Engine Instruments

55 knots (VR)

State, “ROTATE”

Establish Pitch Attitude that

will maintain 78 knots (VX)

50 FEET

Obstacle cleared or

50 Feet AGL

Slightly lower the nose to accelerate to 90 knots (VY)

Retract flaps SLOWLY from 250 – 00.

Set Pitch attitude to maintain 90 knots (VY)

FIGURE 10

A FULL DESCRIPTION OF VX AND VY CAN BE FOUND IN THE

JEPPESEN PRIVATE PILOT MANUAL PAGES 8-16 THROUGH 8-19.

Initial Airspeed (65 knots) Positive

Rate of Climb, Retract Landing Gear

Short Field Takeoff



Short Field Landing




5 0 F e e

t

el L

Abeam Touchdown Point

Approximately 17”

100 Flaps

90 knots

Extend Downwind 1.5 times normal25o Flaps

Slow to 80 knots

Maintain 500 AGL

40o Flaps

Slow to 72 knots

Maintain 500 AGL

until landing pointcan be seen over

the obstacle

Start descent with 15 – 16”

Maintain a stabilized

descent to the touchdownpoint

Touchdown point:

Beginning of Aiming

Point Markings

(1,000’ Markers)

FIGURE 11

Aiming Point Markings


Soft Field TakeoffObjectives

1 Students will understand the proper technique for taxiing and taking off on an unimproved runway



1.

Students will understand the proper technique for taxiing and taking off on an unimproved runway.2. Students will understand the concept of ground effect.

Procedures

1. Perform “Before Takeoff Flow” and “Before Takeoff Check”.2. Hold short at the “Hold Short Lines” (see figure 7).3. Clear the area by scanning final approach, base leg, runway, opposite final approach, and opposite base leg.4. Make appropriate radio communication.5. Taxi onto the runway while maintaining maximum back pressure to keep as much weight as possible off the nose wheel (see figure

12).6. Align the airplane with the centerline with no braking and apply Takeoff/Go Around (TOGA) Power. If the engine is making 27”

Manifold Pressure and 2700 RPM, State, “TOGA POWER CHECKED”. If not, abort takeoff immediately.7. As the ground roll commences, monitor the airspeed tape. When it begins to register, State, “AIRSPEED ACTIVE”. If the airspeed

tape does not register, abort takeoff immediately.8. As the airplane builds speed, reduce back pressure, as needed, to maintain a V Y pitch attitude (see figure 12).9. With the airplane already at a V Y pitch attitude, it will become airborne at its slowest possible speed. Because of this, the

aircraft needs to be accelerated to a safe airspeed in order to fly out of “Ground Effect”.10. After the airplane lifts off, adjust pitch to remain in ground effect just above the runway. (see figure 12).11.

While in this state, accelerate to 65 knots (airspeed specified by the manufacturer).12.

Establish a VX pitch attitude to maintain 78 knots (VX)13. Once a positive rate of climb is established, retract the landing gear.14. Upon reaching 100 feet AGL, transition to 90 knots (V Y ) by slightly lowering the nose and SLOWLY reducing the flaps. The flaps

should reach 00 around the same time 90 knots (V Y ) is achieved (see figure 10)

15.

Set a pitch attitude to allow the aircraft to maintain 90 knots (V Y )16. Maintain runway centerline throughout climb out, crabbing into the wind if necessary (Figure 8)

Tolerances

1.

Airspeed +10/-5 knots (Private), +/-5 knots (Commercial)2. Maintain runway centerline on takeoff roll and throughout climb out

Soft Field Takeoff




Soft Field Takeoff

Maintain back

pressure and do

not stop or brake

when taxiing onto

the runway

Maintain enough

back pressure to

keep the nose in

a VY pitch

attitude

GROUND EFFECT

Lift off at the

slowest

possible speed

Level off and

accelerate to

65 knots (VX)

Reduce flaps to 00

& transition from

78 knots (VX) to

90 knots (VY)

100’ AGL

FIGURE 12

A FULL DESCRIPTION OF GROUND

EFFECT CAN BE FOUND IN THE

JEPPESEN PRIVATE PILOT MANUAL,

PAGE 3-18.

Accelerate and

climb at 78

knots (VX)



Soft Field Landing




Ground Effect

Transition Area

Stabilized DescentUse power throughout the

level–off and touchdown to

ensure touchdown at the

slowest possible airspeed

with the weight fully

supported by the wings

Use power to

transition the aircraft

weight from being

supported by thewings to being

supported by the

wheels

FIGURE 13


Go AroundObjectives

1.

Students will understand when to initiate a go around.



2. Students will understand how to transition from landing power, pitch attitude, and configuration to a maximumperformance climb to avoid any obstacles or any other traffic.

Procedures

1. Make a timely decision to discontinue the approach to landing and initiate a go around2. Apply Takeoff Go Around (TOGA) power3.

Transition to a V Y pitch attitude. CAUTION: the power will cause a rapid increase in pitch. the focus is controlling the

pitch attitude so that a climb is maintained and the airspeed is accelerating to 65 knots if below or maintaining 65 knots if

at or above

4. Set flaps to 250 if flaps, at the time of go around are set at the 25o or 40o setting; If flaps are set at 10o or 0o at the timeof go around, keep flaps set at 10o or 0o respectively.

5.

Once a positive rate of climb has been established, retract landing gear6.

Transition to 90 knots (V Y ) by slightly lowering the nose and SLOWLY reducing the flaps. The flaps should reach 00 around the same time 90 knots (V Y ) is achieved (see figure 14)

7. If a go around is performed due to conflicting traffic on the runway, follow steps 1 through 5, and apply a side stepmaneuver when a safe altitude is reached. (see figure 15)

8.

If no conflicting traffic exists, maintain runway centerline9. Maintain TOGA power until traffic pattern altitude is reached

10. Re-enter the traffic pattern and avoid any conflicting traffic

Tolerances

1.

Airspeed +10/- 5 knots (Private), +/- 5 knots (Commercial)

Go Around




Traffic Pattern Side

of the Runwa

Makes Decision to Go Around

Establish climb to a safe

maneuvering altitude

Side step to the opposite side

of the traffic pattern

Maintain TOGA power until

traffic pattern altitude, and

re-enter the traffic pattern

FIGURE 15

Normal Approach toLanding

Establish VY pitch

attitude, set flaps to 250

Positive Rate of Climb;

Flaps 00, accelerate to90 knots (VY)

FIGURE 14


Forward Slip to a LandingObjectives

1.

Students will understand the difference between a sideslip and a forward slip.2 Students will understand when a forward slip to landing should be attempted



2. Students will understand when a forward slip to landing should be attempted.3. Students will be able to apply a forward slip to regain a proper glide path to landing.

Procedures

1. Establish and state point of intended landing2. Establish final approach speed and configuration (250 flaps)3.

Maintain 500 Feet AGL on final until a steeper than normal approach path is achieved4. Reduce Power to idle5. Apply aileron and lower the wing in the direction of the wind (if applicable)6. Simultaneously apply enough rudder pressure in the opposite direction to maintain the proper ground track7. Due to additional drag, lower the nose to maintain the proper airspeed. CAUTION: The potential for an unintentional

stall during a forward slip is increased. Ensure the pitch attitude is low enough to avoid the potential for a stall.8.

Apply the forward slip control input until the proper glide path is reached9. Simultaneously remove aileron and rudder input to return to a normal stabilized descent to landing (see figure 16)

Tolerances

1. Touches down within +400/-0 feet of the point of intended landing

Forward Slip to a Landing




Aircraft is in a landing configuration at final approach

airspeed. Maintain 500 AGL until steep descent path is

achieved. Reduce power to idle.

Roll in aileron input into the direction of the wind.

Simultaneously apply opposite rudder to maintain the

proper tracking of the extended centerline.

Due to the increased drag caused by the slip, lower the

nose slightly to maintain the proper final approach

airspeed.

Adjust these control inputs as needed to maintain the

forward slipping condition and aligned with the

centerline until the proper glide slope is achieved.

FIGURE 16


Steep TurnsObjectives

1. Students will develop smooth control and coordination in steep angles of bank



2.

Students will understand control inputs necessary for a steep banked turn

3.

Students will understand and apply the effects of over-banking tendency (Refer to figure 17)4. Students will understand why back elevator pressure is needed in a turn5. Students will understand the concept of load factor (Refer to Figure 18)

Procedures

1. Start at an altitude so that the entire maneuver can be completed above 1,500 feet AGL2.

Perform over suitable field in case of emergency3. Begin with a power setting of 21 / 2300. Note the airspeed that results from this power setting as the entry speed. This

speed should be maintained throughout the maneuver.4. Perform clearing turns (two 90o turns in opposite directions or one 180o turn)

5.

Align the longitudinal axis of the aircraft with field section lines or select an outside reference point to begin the turn(The point should be prominent and the closer to the horizon the better). When aligned with the reference point, note thecorresponding heading.

6. Smoothly, roll into a coordinated 450 (private), 500 (commercial) bank in either direction (The appropriate angle of bankshould be reached well within the first 900 of the turn)

7. When rolling in the bank, apply approximately 2” to maintain the target airspeed8. Continue the turn for 3600 (During the 3600 turn, the use of outside visual reference with the horizon is essential)9. Roll out on the previously selected outside reference and corresponding heading.

10. After one turn is completed,o you may reconfigure the airplane for a turn in the opposite direction (private)o

it must beIMMEDIATELY

followed by a turn in the opposite direction (commercial)11.

Repeat steps 6 through 8 for a turn in the opposite direction

Tolerances

1. Altitude +/- 100 feet2. Airspeed +/- 10 knots3. Bank +/- 50

4. Heading +/- 100 on the rollout

Steep Turns




FIGURE 17

Total lift = 2,829 lbs.This is the total lift

the airplane has to

create to maintain

altitude at 450 bank.

Lift = 2,000 lbs

Weight = 2,000 lbs

450

Weight = 2,000 lbs

Vertical Lift = 2,000 lbs

Horizontal Lift =

2,000 lbs. This is

the force that

makes the

airplane turn.

Centripetal force

= 2,000 lbs. Will

always be equal

to horizontal lift.

Resultant Load

(AKA Load

Factor) = 2,829

lbs. Will always

be equal to

Total Lift FIGURE 18

Path of the Inside

wing travels a

shorter distance

Path of theOutside wing

must travel a

farther distance

Over-banking Tendency

Because the outside wing travels farther

than the inside wing, it must also travel

faster. The faster an airfoil travels the more

lift it produces. This causes the airplane to

“want” to continue to increase bank.For greater detail,

see page 3-56 of

the Jeppessen

Private Pilot Text



RECTANGULAR COURSE




W I N D

WIND W I N D

WIND

Begin a wind circle by positioning yourself directly over an

intersection or prominent point. Complete a 360o turn with a

constant rate of turn and determine where the wind is coming

from by where you are after the 360o turn.

FIGURE 19 – ind Circle

Start turnsabeam the

corners

W

I N D

Crab into the wind

Crab into the wind

F a s t e s t G r o u n d s p e e d

S l ow e s t Gr o

un d s p e e d

FIGURE 20 – Rectangular Course



S-Turns




ENTRY

Enter the

maneuver

downwind.

W I N D

START

Steep bank.

Groundspeed is

at its fastest.

90o point

Bank will be reduced to a

moderate bank. Notice distance

away from reference line.

Approaching Reference Line

Bank will be continue to

decrease to 0o as you reach

the reference line

Over Reference Line

Bank will be at 0o and you should be

perpendicular to the line as you cross.

START

Start immediatelyafter completing

first turn. Shallow

Bank. Groundspeed

is at its slowest.

90o point

Bank will be increased to a

moderate bank. Notice distance

away from reference line. Itshould be the same as the first.

Approaching Reference Line

Bank will continue to

increase as groundspeed

increases.

FIGURE 21—S-Turns


Turns around a PointObjectives

1. Students will understand how to determine wind direction.2.

Students will apply the effects of wind direction and speed on ground track by making at least two complete circles of uniformdistance from a prominent ground reference point.



Procedures

1. Start at an altitude so that the entire maneuver can be completed between 600 - 1000 feet AGL (around 1,000 MSL works greataround M89)

2. Perform over suitable field in case of emergency3.

Determine Wind Direction by identifying smoke or by performing a wind circle (see figure 19)4. Select a prominent ground reference point (intersections or isolated trees work great; do not pick points that are too large or

homes or buildings)5. Begin with a power setting of 21 / 2300. Note the airspeed that results from this power setting as the entry speed. This speed

should be maintained throughout the maneuver.6. Perform clearing turns (two 90o turns in opposite directions or one 180o turn)7.

Enter the maneuver downwind approximately ½ mile away from the point8. Begin the turn when abeam the reference point9. Remember that the amount of bank you must input is a direct correlation to your groundspeed. The faster the groundspeed, the

greater amount of bank you must input.

10.

The amount of bank you must input will constantly change throughout the maneuver, but for the purposes of this lesson plan,the circle will be broken into four sections:a. Section 1 (first 90o)—Steepest bank; Groundspeed will be the fastestb. Section 2 (Second 90o)—Shallower Bank; Groundspeed will begin to slow as you go from a crosswind to a headwindc. Section 3 (Third 90o)—Shallowest Bank; Groundspeed will be the slowestd. Section 4 (Fourth 90o)—Steeper Bank; Groundspeed will begin to quicken as you go from a crosswind to a tailwind

11.

Complete this circuit at least twice.

Tolerances

1. Altitude +/- 100 feet2. Airspeed +/- 10 knots3.

Applies adequate wind drift direction to track a constant radius turn on around the selected reference point.

Turns around a Point




ENTRY

Enter the

maneuver

downwind

W I N D

Steepest

Bank

Shallower

Bank

Shallowest

Bank

Steeper

Bank

FIGURE 22—Turns around a point



Slow Flight




ENTRY

GUMPS, Power ~15”

Pitch to maintain altitude;

Slow to 65 knots; Increase

power as necessary (~19”)

to maintain altitude

Introduce 10o Flaps (1st Notch)

Extend Landing Gear.

Slow to 60 knots. Manage

power and pitch as necessary.

Introduce 40o Flaps

(3rd

Notch)Slow to ~55 knots.

Manage power and

pitch as necessary

Recovery (other than Power Off Stall)

Full Throttle; Maintain altitude;

Accelerate to 60 knots; Flaps to 25o

;Accelerate to 78 knots; Flaps to 0o;

Return to Cruise

FIGURE 23—Slow Fli ht


Power Off StallsObjectives

1. Students will understand when and why a power off stall occurs2. Students will understand how to recognize an approaching stall3. Students will understand spin avoidance techniques4. Students will apply proper recovery techniques to recover from a stall in the least amount of altitude loss possible



4. Students will apply proper recovery techniques to recover from a stall in the least amount of altitude loss possible

Procedures

1.

Start at an altitude so that the entire maneuver can be completed above 1,500 feet AGL2. Perform over suitable field in case of emergency3. Begin with a power setting of 21 / 2300.4. Perform clearing turns (two 90o turns in opposite directions or one 180o turn)5.

Begin the maneuver on a cardinal heading (N, S, E, W) or as specified by the instructor or examiner6. Perform “Before Landing Flow” (GUMPS)7. Reduce power to approximately 15”8. When airspeed is within the white arc (flap operating range), introduce 40o Flaps

9.

If performing at the completion of slow flight begin procedures here: 10. Slowly reduce power to idle (Keep hand on throttle)11.

Continuously add back pressure to maintain altitude and allow airspeed to decrease until the critical angle of attack isbreached and the airplane’s wing stalls.

*This is the standard way of performing this maneuver, but Instructors or examiners may add or substitute turns ordescents for entry to the stall*

12. Recovery:a. Simultaneously lower nose (the horizon should be about half way up the windshield) and apply full throttleb. Once the stall is broken, return the nose to a VX pitch attitude

c.

Reduce flaps to 25o

d. Maintain 78 knots (VX) until you have established a positive rate of climbe. Once you have established a positive rate of climb, retract landing gear and reduce flaps to 0o.f. Climb at V Y , if necessary back to the altitude at the point of stall or an altitude as assignedg. Return to Cruise

Tolerances

1. Altitude: Least amount of loss possible2. Bank +/- 10o (Private), +/- 50 (Commercial)3. Heading +/- 100 (Private & Commercial)

Simultaneously lower

Power Off Stalls




GUMPS; Power to

15”; 40o flaps

Reduce Power to

Idle; Increase pitch

attitude until the

stall occurs

nose and add full

power. Once stall is

broken, return to VX

pitch attitudeReduce flaps to 25o;

establish a positive

rate of climb;

Retract Landing

Gear; Flaps to 0o;

Level off.

Relationship of Angle of Attack and Stalls

You can see in the chart that as angle of

attack increases lift also increases. Thatis, until it reaches its critical angle. For

this airfoil, the critical angle is 17o. At

this angle, airflow has separated from the

wing and the wing can no longer create

lift (See the third picture).

FIGURE 24—Power off stalls


Power On StallsObjectives

1. Students will understand when and why a power on stall occurs2.

Students will understand how to recognize an approaching stall3. Students will understand spin avoidance techniques4. Students will apply proper recovery techniques to recover from a stall in the least amount of altitude loss possible



e ll l e e e e q e e e ll e le l e l le

Procedures

1. Start at an altitude so that the entire maneuver can be completed above 1,500 feet AGL2. Perform over suitable field in case of emergency3.

Begin with a power setting of 21 / 2300.4. Perform clearing turns (two 90o turns in opposite directions or one 180o turn)5. Begin the maneuver on a cardinal heading (N, S, E, W) or as specified by the instructor or examiner6. Reduce power to approximately 1500”7.

Increase pitch attitude to maintain altitude8. Slow to approximate rotation speed (VR = 70 knots)

9.

Increase power to 22” (This setting is used to simulate full power)10. As power is being increased, begin to pitch up.11. Continuously add back pressure until the critical angle of attack is breached and the airplane’s wing stalls.

*This is the standard way of performing this maneuver, but Instructors or examiners may add or substitute turns forentry to the stall*

12.

Recovery:a. lower nose (the horizon should be about half way up the windshield)b. Once the stall is broken, return the nose to a V Y pitch attitudec. Maintain 90 knots (V Y ) until you have established a positive rate of climb

d.

Return to Cruise

Tolerances

1. Altitude: Least amount of loss possible2. Bank +/- 10o (Private), +/- 50 (Commercial)3. Heading +/- 100 (Private & Commercial)

Power On Stalls




Power to 15”; Slow

to VR = 70 knots

Apply simulated full

power (22 inches);

continuously pitch

up until the wing

stalls

Lower the nose.

Once stall is broken,

return nose to VY

pitch attitude Establish a positive

rate of climb; Level

off.

FIGURE 25—Power on stalls

SPIN RECOVERY TECHNIQUES

1. Reduce the power to idle

2. Position the ailerons to neutral

3. Apply full opposite rudder against the

rotation

4.

Apply a positive and brisk, straight forward

movement of the elevator control forward of

the neutral to break the stall

5. After the spin rotation stops, neutralize the

rudder

6. Begin applying back elevator pressure to

raise the nose to level flight.

When practicing stalls, anti-spin techniques should be used

at all times. UNDER NO CIRCUMSTANCES SHOULD ANARROW BE ENTERED INTO A SPIN INTENTIONALLY.

Should a spin be inadvertently entered, use these

techni ues to recover from the s in.



Emergency Approach and Landing

( )




(from altitude)

When the landing

point is assured,

introduce flaps

and/or slip to land in

the first third of the

field

WIND

Fly to the key point. Once above the

key point, perform a spiral above the

point to lose altitude (if necessary).

After one spiral, notice how

much altitude is lost to

determine how many more turns

you need to execute

Break out from the spiral at 1,000 -

1,500 AGL to set up for a downwindto the landing site.

This is a standard way of performing an emergency approach and landing, but all emergencies are different. Use your judgment

and decision making skills to determine a plan of action that best suits the situation at hand.

FIGURE 26—Emergency approach and landing from altitude


Emergency Approach and Landing(from the traffic pattern)

Objectives

1

Students will develop judgment planning and procedures when little or no power is available in the traffic pattern



1. Students will develop judgment, planning, and procedures when little or no power is available in the traffic pattern.2. Students will develop confidence in emergency situations

Procedures

1. Instructors or examiners should ensure the area is clear of traffic and obstacles before initiating this maneuver2. Instructors or examiners should initiate this maneuver by retarding the throttle to idle, and stating, “Simulated

Emergency Landing”3.

An engine failure in the traffic pattern is much different than at altitude because there is much less time and altitude.Because of this, pitch for best glide speed (79 knots) and follow the following procedures depending on your location

within the traffic pattern. If time allows, touchdown should be made with full flaps at the slowest possible speed inorder to maximize chances of survival.a.

Upwind (Liftoff to Crosswind)—Pitch down to maintain the proper speed and land straight aheadb. Crosswind—Scan 45o to either side to determine best landing site and land straight ahead. DO NOT ATTEMPT TO MAKE

IT BACK TO THE RUNWAY.c.

Downwind to midfield—you may be able to make it back to the runway at this point. You will need to perform a tailwindlanding in order to make the runway.

d. Midfield downwind to base—turn immediately toward the runway. Adjust the path as necessary to make the runway.e.

Base—Turn immediately toward the runway. Adjust the path as necessary to make the runway. In most cases, even if you are not able to make the runway, airports will often have clearways with little to no obstructions.

f. Final—Land straight ahead

Tolerances

1. Airspeed +/-10 Knots2. Makes appropriate decision

Emergency Approach and Landing

( )




(from the traffic pattern)

If engine is

lost here,

land straight

ahead

6

If engine is lost here,

turn towards the

runway.

5

FIGURE 27—Emergency approach and landing (from the traffic pattern)

16

2

34

5

If engine is

lost here,

land straight

ahead

1

If engine is lost here, land

straight ahead within 45o of

your path

2

If engine is lost here, set up

for a tailwind landing.

3

If engine is lost here, turn

toward the runway

immediately to land upwind

4


Power Off 180o Accuracy Approachand Landing

Objectives

1

Students will develop judgment and procedures necessary for accurately flying the airplane without power to a safelanding



1. Students will develop judgment and procedures necessary for accurately flying the airplane, without power, to a safelanding.2. Students will develop confidence in emergency situations

Procedures

1. Enter the traffic pattern in a normal manner.2. The standard for the touchdown point will be the beginning of the aiming point markers (1,000’ Markers). Instructors or

examiners may use different touchdown points to illustrate different types of approaches.3. Perform “Landing Flow” and verify with the “Landing Check”4. Abeam the touchdown point, extend landing gear, retard throttle to idle and begin the power off approach5. Pay close attention to wind speeds and sink rate to determine the distance away from the landing point you should begin

the turn to the base leg.6. Introduce flaps as necessary throughout the base and final legs. Landing may be accomplished with 0o, 25o or 40o flaps.7. As flaps are introduced adjust airspeed as necessary.

a.

25o flaps—hold 80 knotsb. 40o flaps—hold 72 knots

8. Touchdown in a normal landing attitude. DO NOT REDUCE FLAPS IN ORDER TO TOUCHDOWN IN THE PRESCRIBEDDISTANCE.

Tolerances

1.

Touches down within +200/- 0 feet of the specified landing point

Power Off 180o Accuracy Approach

and Landing




and Landing

Abeam the

touchdown point,

extend landing gear;

retard throttle to idle

Judge wind direction, wind strength,

and sink rate to determine how far the

downwind leg should be.

WINDWIND WIND

Aiming Point MarkersYour touchdown point should be the

beginning of the aiming point markers.To remain within tolerances of +200’,

you must touch down by the end of the

aiming point markers

FIGURE 28—Power off 180o


Steep SpiralObjectives

1. Students will develop and improve airspeed control, wind drift control, planning, and division of attention.2.

Students will understand its practical application in providing a procedure for dissipating altitude for emergencyforced landings.



Procedures

1. A steep spiral is a constant gliding turn, during which a constant radius around a point on the ground is maintained. Theradius should be relatively short but it should not be too short that will cause a bank greater than 60o

2. The maneuver should begin at an altitude that will allow at least three 360o turns to be made prior to reaching 1,000’AGL. Approximately 3,500’ to 4,000’ MSL around M89 should be sufficient.

3. Select a suitable reference point to spiral around.4. Perform Clearing Turns5. Close the throttle when approaching the reference point

o

Instructors / students should ensure the throttle is cleared periodically to avoid cooling and spark plug fouling. At

a minimum, this should occur every 1,000 feet.

6.

Establish best glide speed (79 knots)7. Begin spiral. You will need to adjust for wind drift in much the same way as in turns around a point (see Figure 22). Wind

direction and speed can change during the descent 8. Pay special attention to the altitude lost during each 360o turn. This will prove vital if used in conjunction with an

emergency approach and landing.9. Complete three 360o turns and rollout on a specified heading.

o This maneuver can terminate at a specified altitude and heading. In this case, three or more turns must be used.o This maneuver can be used in conjunction with a simulated emergency approach and landing. In this case, complete as

many turns as needed.

Tolerances

1. Bank ≤ 60o at the steepest point2. Airspeed +/- 10 knots3. Rollout heading +/- 10o

Steep Spiral

Power Idle; Pitch

for Best Glide

Speed (79 knots)




IND

Fastest groundspeed;

Steepest Bank; Pitch

down to maintain

airspeed.

Complete last turn prior to

reaching 1,000 AGL

Slowest groundspeed; Shallowest

Bank; Pitch up to maintain airspeed.

FIGURE 29—Steep Spiral


ChandellesObjectives

1. Students will develop coordination and accuracy of control during a maximum performance climbing turn.2.

Students will understand the effects of left turning tendencies and how to compensate for them in right and left handturns.

Procedures



1. Start at an altitude so that the entire maneuver can be completed above 1,500 feet AGL2. Perform over suitable field in case of emergency3. Begin with a power setting of 21 / 23004.

Perform clearing turns (two 90o turns in opposite directions or one 180o turn)5. Align the longitudinal axis of the aircraft with field section lines6. Prop full forward.7. Smoothly roll into a 30o turn in either direction or as specified by the instructor or examiner8.

Once established in the bank, introduce full throttle and begin a steady nose up pitch. This should be a gradual pitchchange to the maximum pitch up at the 90o point of the turn.

9.

At the 90o point, note the pitch attitude, and hold this pitch attitude throughout the rest of the maneuver. Do not justhold the same amount of back pressure. Back pressure will continue to increase in order to maintain the pitch attitude

attained at the 90 o point 10. From the 90o point to the 180o point, slowly reduce the bank angle to 0o. This should be a gradual reduction in bank to

reach 0o at the 180o point.11. When the bank is level at the 180o point, maintain the same pitch attitude momentarily and note the altitude.12. Slowly pitch down to continue holding this altitude. As you continue to hold the altitude, the airspeed will accelerate

back to cruise.

*Pay special attention to coordination of the turn and inputs needed to remain coordinated throughout the maneuver.

Tolerances

1. Bank +/- 5o

2. Airspeed just above stall at the 180o point3.

Rollout heading +/- 10o

Chandelles

C ti i t i i th it h ttit d f th




Roll into a 30o

bank turn, Applyfull power; Start a gradual and

continuous itch u

At this point, the

airplane should be at its

maximum pitch up and

the bank should start a

gradual and continuous

decrease to 0o

Continue maintaining the pitch attitude from the

90o point. Continue slowly rolling bank to 0o.

Airspeed should be approaching stall speed.

At the completion of the 180o turn, momentarily

hold the pitch attitude. Airspeed should be rightabove stall speed. Recover by maintaining

altitude with a minimum loss or gain.

FIGURE 30--Chandelles


Lazy EightsObjectives

1. Students will develop coordination of controls through a wide range of airspeeds and pitch attitudes

Procedures

1.

Start at an altitude so that the entire maneuver can be completed above 1,500 feet AGL2. Perform over suitable field in case of emergency



3. Begin with a power setting of 21 / 2300. Note the airspeed that results from this power setting as the entry speed.Airspeeds at the 180o and 360o should match the entry speed.

4. Perform clearing turns (two 90o turns in opposite directions or one 180o turn)5.

Align the longitudinal axis of the aircraft with field section lines6. Select reference points as close to the horizon as possible at 45, 90, 135, and 180 degree points7. Smoothly begin a climbing turn in the direction of the 45o reference point. The rate of role should be such that it reaches

approximately 15o of bank at the 45o reference point. The rate of pitch should be such that it reaches the maximum pitchup for the maneuver at the 45o reference point.

8. From the 45o point to the 90o point, the bank should gradually increase to 30o, and the pitch should gradually be reduced

back to level.9. From the 90o point to the 135o point, the bank should gradually be reduced to approximately 15o. The pitch should

gradually be reduced to reach the maximum pitch down at the 135o point. The maximum pitch down should mirror thedistance above the horizon reached in the first 45o of the maneuver.

10.

From the 135o point to the 180o point, bank should gradually be reduced to 0o. The pitch should be gradually increased tolevel. Both should reached their desired completion at the 180o point.

11. This should be immediately followed by completion of the maneuver in the opposite direction. You should be able to usethe same reference points.

*Keep in mind that this maneuver cannot be completed mechanically from one reference point to another. The airplaneshould flow seamlessly throughout the maneuver. The reference points are merely milestones throughout the maneuver

to make it easier to learn.

Tolerances

1.

Bank ≤ 30o at the steepest point2. Airspeed +/- 10 knots at 180o points from entry airspeed3. Rollout heading +/- 10o

4.

Altitude +/- 100 feet from entry altitude

Lazy Eights




45o Point

Max Pitch Up

≈

15

o

bank

90o Point

Level Pitch

30o bank

135o Point

Max Pitch Down

≈ 15o bank

180o Point

Level Pitch

0

o

bank

FIGURE 31—Lazy 8’s

Repeat in the

opposite

direction



Eights on Pylons

Fastest

Groundspeed;




PA=Grounds eed2 / 11.3

Pivotal Altitude

Groundspeed Pivotal Altitude

90

95

100

105

110

720 AGL (920 MSL)

800 AGL (1,000 MSL)

885 AGL (1,085 MSL)

975 MSL (1,175 MSL)

1,070 AGL (1,270 MSL)

FIGURE 32—8’s on pylons

p ;

Highest Pivotal

Altitude

W I N D

ENTRY

Slowest

Groundspeed;

Lowest Pivotal

Altitude

Fastest

Groundspeed;

Highest Pivotal

Altitude

Slowest

Groundspeed;

Lowest Pivotal

Altitude


Instrument Approaches (Precision; Full)



1

2

4

5

3

6




Instrument Approaches (Precision; Vector)



1

2

3

4

5

Instrument Approaches (Vectored)

1. Perform “Approach Flow” and verify the “Approach Check” as early as possible (as soon as approach information is received)




1. Complete Five T’s a.

Turn: as needed to intercept and remain on the inbound course b. Time: NA c. Twist: Ensure Missed Approach NAVAID and course are in NAV 2 d. Throttle: reduce as needed to descend to any step down altitude as depicted by the approach procedure

e. Talk: make appropriate radio communication 2. As the glide slope CDI “comes off the wall”, introduce 25o flaps, extend landing gear, and slow to 90 knots. The airplane should

be at 90 knots crossing the FAF. This may actually cause you to increase power 1 – 2” momentarily until reaching the glide slope.

3. Placing the Landing gear down should trigger the remainder of the Landing Flow followed by verification of the Landing Check.

1. Ensure inbound course for the approach is dialed in the OBS properly

2. Unless otherwise instructed by ATC, slow to 100 knots (≈ 19 / 2300) prior to intercepting localizer

3. Include localizer in normal scan for proper interception of the inbound course

1. Intercept glide slope 2. Complete Five T’s

a. Turn: as needed to remain on the inbound course (from this point forward, do not correct more than 5 o at a time)

b. Time: start time at the FAF to identify missed approach point in case of glide slope failure.

c. Twist: NA d. Throttle: decrease by approximately 4” (≈ 16”); maintain 90 knots and an approximate 500 FPM descent

e. Talk: make appropriate radio communication 3. If performing an approach and landing, break out, reduce power, and slow to 80 knots. Remain on glide slope

4. If circling to land, break out, circle in the appropriate direction and maneuver the shortest path to the base or downwind leg

1. Pitch up (Set VY pitch attitude), Power Up (Throttle full open), Clean Up (Retract gear, flaps to 0o at safe airspeed and altitude)

2. Perform Missed Approach Procedure as published or as instructed by the instructor, examiner, or ATC.5

4

3

2

1 2. Tune and identify Navigation Aids needed for the approach

3. Follow ATC radar vectors with the primary NAVAID set with the localizer frequency and inbound course.


Instrument Approaches (Non-Precision)



1

2

3

4

5

6



Briefing Guide




Pilot Briefing Guide

This guide should be used to recall items needed in certain briefings required for Standard

Operating Procedures Amplified (SOPA). The items listed here are not considered an exhaustive

list of all items that can be contained in a briefing, but gives direction as to what material shouldbe covered in the respective briefings.



Preflight Briefing: The purpose of the Preflight Briefing is to establish the conduct of the flight: The expected taxi route will

be briefed. In addition to the taxi route several additional items can be included in the brief:

Experience level of the pilot

Who will be the PF

Positive transfer of control The effect of inoperative equipment

The effect of weather on the flight Any special departure procedure

Passenger briefing and considerations

Before Takeoff Briefing:

The purpose of the Before Takeoff Briefing is to prepare for Takeoff and have a thorough understandingof the departure that is required. The briefing should contain at least the following items:

Type of Takeoff that will be performed

Abort procedures

Engine failure considerations

Initial heading and altitude

Any ATC procedures required

Approach Briefing:

The purpose of the Approach Briefing is to prepare for the approach and missed approach (if IFR),

landing, and go around. A complete review of arrival, approach, and landing is expected to include at

least the following items:

Brief any required arrival procedures

Brief the approach plate if applicable

Brief the approach and landing procedures after review of the Landing and VSPEEDS

Procedures Guide available on the aircraft checklist. Brief the Go Around Procedures



GMA330 Transponder Pilot’s Guide




GMA340 Audio Panel Pilot’s Guide






C k it Fl



Cockpit Flows




PREFLIGHT FLOW

1. Check Circuit Breakers IN

or COLLARED►

2.

◄ Set Parking Brake3. ◄ Fuel Selector select to

fullest tank4. ◄ Drain Pitot Static

S



Systems5.

Flaps set to 0o►

6. Trim set to Neutral►

7. ◄ Seatbelts fastened

1

6

5

4

3

2

BEFORE START FLOW

1. ◄ Bat & Altr Switches ON

2. ◄ Fuel Pump ON

3.

◄ Strobe Light Switch— UP

4. ◄ Nav lights On (if night)

5. ◄ Confirm ramp is clear►



1 2

34

BEFORE TAXI FLOW

1. ◄ Verify Oil Pressure

normal►

2.

◄ Alternator charge► 3. Radio Master ON►

4. ◄ Turn Fuel Pump OFF andMonitor Fuel Flow►

5 ◄Verify the GPS test 1

9



5. ◄ Verify the GPS testsequence results and

database is in date for IFR►

6. Record ATIS/AWOS► 7. ◄ Set Altimeters and Check

Altitude►

8.

◄ Load flight plan into GPS9. ◄ Check compass is normal

and verify heading on PDF

1

2

34

4

65

7

7

9

8

TAXI FLOW

1. Set Nav/Com as appropriate►

2. Modify flight plan as required

and activate► 3. Set Transponder Code►

4. ◄ Test Brakes5. Check Flight Controls►

6 ◄Verify AHRS alignment is



6. ◄ Verify AHRS alignment iscomplete►

7. ◄ Verify Flight Instruments

during turns► 8. ◄ Press to test STBY ATT

indicator

1 2

3

4

6

5

7

8

BEFORE TAKEOFF FLOW

1. Set Heading and Altitude Bugs

as appropriate►

2.

◄ Verify navigation modes set properly

3. Recog Lights ON► 4. Verify transponder code and

select Altitude►



se ec ude►5.

Call for or select Flaps for

Takeoff

6. Scan arrival and final fortraffic►

1 2

3

4

5

2

CLIMB FLOW

1. ◄ Verify landing gear

operating light is off

2.

◄ Fuel Pump OFF andMonitor Fuel Flow►

3. ◄ Set Climb Power – 26” MP& 2600 RPM

4. ◄ Flaps 0o

1



p

2

3

4

2

CRUISE FLOW

1. ◄ Turn off Recog or Landing

Light

2.

◄ Set Cruise Power (If X-C,set to 65% Best Power)

3. ◄ Lean 100 degrees Rich ofPeak (if above 3,000 MSL)

4. ◄ Scan systems for normal



operating ranges►

4

23

1

DESCENT FLOW

1. Obtain latest weather►

2. ◄ Set altimeter and

verify► 3. ◄ Place the Recog or

Landing Light ON4. ◄ Slowly increase mixture

to full rich5 ◄ Ch k ll

7



5. ◄ Check all systems

normal►

6. ◄ Test Annunciator7. ◄ Fuel Selector set to the

fullest tank

5

2

4

1

2

3

6

APPROACH FLOW

VFR

-Brief Passengers

-Brief Landing, Go Around,and Taxi

IFR

-Brief Approach

1 ◄ Verif correct Approach



1. ◄ Verify correct Approach

Freq and Course set►

2. ◄ Set minimums bug(s)► 1

2

LANDING FLOW

1. ◄ Landing Gear Down►

2. ◄ Verify Fuel Selector to

fullest tank► 3. ◄Fuel Pump ON

4. ◄Prop Full Forward5. ◄Mixture Rich

6. ◄ Call for “Flaps __ “

7 Set Landing flaps►



7. Set Landing flaps►

1

2

6

5

4

3

AFTER LANDING FLOW

1. Fuel Pump OFF►

2. Recog Lights OFF►

3.

Transponder to STBY► 4. Flaps 0o

►

5. Reset trim to Takeoff

Position►



1

4 5

3

2

PARKING FLOW

1. Radio Master OFF►

2. All Electrical Switches

OFF► 3. ◄ Mixture IDLE CUTOFF

4. ◄ Battery and AlternatorSwitches OFF

5. ◄ Magnetos OFF andRemove Key



y

14

5

3

2