STANDARDIZATION MANUAL and AMPLIFIED PROCEDURES PIPER PA-28-181 ARCHER

STANDARDIZATION MANUAL and AMPLIFIED PROCEDURES PIPER PA-28-181 ARCHER Revised October 2021 Lake Elmo Aero, LLC – October 2021 1 Table of Contents GENERAL INFORMATION ............................................................................................................................................3 Revision History ......................................................................................................................................................3 QUICK REFERENCE GUIDE...........................................................................................................................................4 V-Speeds .................................................................................................................................................................4 Takeoff Data ...........................................................................................................................................................4 Cruise Data .............................................................................................................................................................4 Landing Data ...........................................................................................................................................................4 Weight and Balance Information ...........................................................................................................................4 SYSTEMS INFORMATION ............................................................................................................................................5 Engine .....................................................................................................................................................................5 Fuel System.............................................................................................................................................................5 Electrical System .....................................................................................................................................................6 External Lights ........................................................................................................................................................7 COMMON TASKS ........................................................................................................................................................8 Traffic Pattern Arrival .............................................................................................................................................8 Traffic Pattern Departure .......................................................................................................................................9 Traffic Pattern Quick Reference .......................................................................................................................... 10 Clearing Turns ...................................................................................................................................................... 11 Configuring the Aircraft for Maneuvers .............................................................................................................. 12 TAKEOFFS AND LANDINGS ...................................................................................................................................... 13 Normal Takeoff and Climb ................................................................................................................................... 13 Crosswind Takeoff and Climb .............................................................................................................................. 14 Short Field Takeoff .............................................................................................................................................. 15 Soft Field Takeoff ................................................................................................................................................. 16 Normal Approach and Landing ............................................................................................................................ 17 Crosswind Approach and Landing ....................................................................................................................... 18 Short Field Approach and Landing ...................................................................................................................... 19 Soft Field Approach and Landing ......................................................................................................................... 20 Go-Around/Balked Landing ................................................................................................................................. 21 PERFORMANCE MANEUVERS .................................................................................................................................. 22 Steep Turns .......................................................................................................................................................... 22 Slow Flight ........................................................................................................................................................... 23 Lake Elmo Aero, LLC – October 2021 2 Power-On Stall ..................................................................................................................................................... 24 Power-Off Stall .................................................................................................................................................... 25 Secondary Stall .................................................................................................................................................... 26 Elevator Trim Stall ............................................................................................................................................... 27 Cross-Controlled Stall .......................................................................................................................................... 28 Accelerated Stall .................................................................................................................................................. 29 Forward Slips ....................................................................................................................................................... 30 Chandelles ........................................................................................................................................................... 31 Lazy Eights ........................................................................................................................................................... 32 GROUND REFERENCE MANEUVERS......................................................................................................................... 33 Rectangular Course ............................................................................................................................................. 33 Turns Around a Point ........................................................................................................................................... 34 S-Turns Across a Road ......................................................................................................................................... 35 Eights on Pylons ................................................................................................................................................... 36 Steep Spirals ........................................................................................................................................................ 37 INSTRUMENT FLIGHT............................................................................................................................................... 38 Recovery From Unusual Attitudes ....................................................................................................................... 38 Instrument Approach .......................................................................................................................................... 39 Holding ................................................................................................................................................................ 40 EMERGENCIES.......................................................................................................................................................... 41 Engine Failure in Flight ........................................................................................................................................ 41 Engine Failure on Takeoff .................................................................................................................................... 42 Power-Off Landing ............................................................................................................................................... 43 Engine Fire in Flight ............................................................................................................................................. 44 Engine Fire on Start ............................................................................................................................................. 45 Electrical Fire ....................................................................................................................................................... 46 Emergency Descent ............................................................................................................................................. 47 Engine Roughness................................................................................................................................................ 48 Loss of Oil Pressure.............................................................................................................................................. 49 High Oil Temperature .......................................................................................................................................... 50 Alternator Failure ................................................................................................................................................ 51 Electrical System Failure ...................................................................................................................................... 52 Spin Recovery ...................................................................................................................................................... 53 Lake Elmo Aero, LLC – October 2021 3 GENERAL INFORMATION This standardization manual is published to serve as a master reference document for expanded aircraft procedures during training. It does not replace the Pilot’s Operating Handbook or any other document published by the manufacturer, nor does it replace the Airplane Flying Handbook or any other document published by the FAA. This manual is intended as a reference for training at all levels. As such, some maneuvers differentiate between requirements for Private and Commercial training. Ensure that you are studying, training and performing maneuvers to the applicable standards and procedures. References to “POH” indicate the aircraft Pilot’s Operating Handbook for the 1977 Piper PA-28-181 Archer II. References to “AFH” indicate the Airplane Flying Handbook, FAA-H-8083-3B. References to “IPH” indicate the Instrument Procedures Handbook, FAA-H-8083-16B. With regards to emergencies, “Land as Soon as Practical” means that a return to the home base airport (21D) is recommended. “Land as Soon as Possible” means a landing at the nearest suitable airport or landing site is recommended, and return to the base airport should not be prioritized. Revision History • 6/9/2021: Initial version published. • 10/31/2021: Added Traffic Pattern Quick Reference. Minor rewording; removed reference to Overhead Vents. Changed red “OVER VOLTAGE” light to amber “ALT” light. Lake Elmo Aero, LLC – October 2021 4 QUICK REFERENCE GUIDE V-Speeds VS0 49 KIAS Stall speed – Full landing configuration VS1 55 KIAS Stall speed – Full clean configuration VX 64 KIAS Best angle-of-climb speed VY 76 KIAS Best rate-of-climb speed VG 76 KIAS Best glide speed VFE 102 KIAS Maximum flap extension speed VA 113 KIAS Maneuvering speed VNO 125 KIAS Maximum structural cruising speed VNE 154 KIAS Never-exceed speed Takeoff Data (Assumes no wind/ISA/max weight/flaps 25) Sea Level 2500’ MSL 5000’ MSL Ground Roll 875 feet 1190 feet 1525 feet Total to Clear 50’ Obstacle 1700 feet 2225 feet 2925 feet Cruise Data (Assumes Best Power mixture/ISA/no fairings) RPM %PWR KTAS GPH 2000’ MSL 2350 65 103 9.0 2230 60 97 8.4 2175 55 91 7.8 4000’ MSL 2390 65 105 9.0 2310 60 99 8.4 2220 55 93 7.8 6000’ MSL 2440 65 109 9.0 2360 60 103 8.4 2260 55 96 7.8 Landing Data (Assumes no wind/ISA/max weight) Sea Level 2500’ MSL 5000’ MSL Ground Roll 910 feet 990 feet 1090 feet Total to Clear 50’ Obstacle 1400 feet 1460 feet 1575 feet Weight and Balance Information N1679H Basic Empty Weight 1586 lb Maximum Takeoff Weight 2550 lb Baggage Area Load Limit 200 lb Useful Load 964 lb Lake Elmo Aero, LLC – October 2021 5 SYSTEMS INFORMATION Engine Ref: POH 7-1 The Piper Archer engine is a Lycoming O-360-A4M. It produces 180HP at full power, under sea level standard conditions (ISA). It burns 100LL Avgas and is serviced with Phillips XC 20W-50 oil. The O-360-A4M is a reciprocating (non-turbine), carbureted (not fuel injected), four-stroke, normally-aspirated (no forced induction system, such as a turbocharger), four-cylinder engine, with 360 cubic inches of displacement. The engine’s ignition is supplied by a dual-redundant magneto system, which does not require electrical power to operate. The engine will keep running normally in the event of an electrical system failure. Fuel System Ref: POH 7-8 The Piper Archer has two fuel tanks, one in each wing. Each holds 25 gallons of 100LL Avgas in total. 24 gallons in each tank are usable, for a total of 48 gallons of usable fuel. Fuel from each wing tank flows to a selector valve, then through the fuel strainer and into the carburetor via either the engine-driven fuel pump or the electric auxiliary pump (also referred to as the “Boost Pump”). The manufacturer recommends that the electric pump is turned on for all takeoffs and landings, and when switching fuel tanks. The fuel selector does not have a “Both” option. Pilots should use caution to ensure that fuel usage from each tank is similar, to avoid balance issues and/or fuel exhaustion. A common recommendation is to switch fuel tanks every 30 minutes. Lake Elmo Aero, LLC – October 2021 6 Electrical System Ref: POH 7-10 The Piper Archer is powered by a one-battery, one-alternator electrical system. The 12-volt battery is located aft of the baggage compartment, behind a removable cover. The 14-volt, 60-amp alternator is located on the front of the engine, and is belt-driven by the crankshaft just aft of the spinner. This alternator is voltage-protected, and will stop functioning if output is excessive. The electrical system is protected by circuit breakers, eliminating the need for spare fuses to be carried on board at night in accordance with FAR 91.205(c)(6). Lake Elmo Aero, LLC – October 2021 7 External Lights Navigation (Position) Lights Navigation Lights consist of one rear-facing white light on the rudder, one red light on the left wingtip, and one green light on the right wingtip. These should always be on any time the aircraft is electrically powered. Lake Elmo Aero checklists dictate that this switch should be left in the On position at all times. In the Archer, these lights are controlled by a rheostat (“roller”) switch adjacent to the rest of the lights. Multiple aircraft in the Lake Elmo Aero fleet are equipped with a uAvionix SkyBeacon, which is a 1090MHz ADS-B transmitter attached to one of the navigation lights. For this reason, navigation lights must remain powered on whenever the aircraft is in operation; failure could result in noncompliance with FAR 91.225(b) regarding ADS-B in required airspace. Beacon Light The Beacon Light is a red flashing light located on top of the vertical stabilizer. It should be turned on prior to engine start, and remain on until the engine is shut down. In the Archer, this light switch is labeled as the “Fin” portion of the two-piece Anticollision toggle switch. It is a commonly accepted practice in aviation that a flashing beacon indicates an aircraft with intent to start an engine, if it has not already. When operating or walking around a ramp or parking area, use appropriate vigilance and judgement. Strobe (Anticollision) Light Strobe Lights consist of two white flashbulbs, one on each wingtip. They should be used in conjunction with the Beacon light, except when taxiing at night. During these conditions, turn strobe lights off to avoid blinding others. In the Archer, this light switch is labeled as the “Wing” portion of the two-piece Anticollision toggle switch. While operating in IMC after dark, consider turning off strobe lights to prevent blinding induced by reflection. Landing Light The Landing Light is a forward-facing white light, angled to provide optimal visibility during a takeoff or an approach to landing. It should be turned on before to takeoff and landing, but can be turned off in flight at the pilot’s discretion. In the absence of a taxi light being installed, the landing light can be turned on before taxi. Use caution when taxiing parallel to an active runway, and consider turning the landing light off if it could cause a hazard to arriving aircraft. NOTE: When operating in Lake Elmo Aero practice areas, leaving all external lights on during flight is recommended. Lake Elmo Aero, LLC – October 2021 8 COMMON TASKS Traffic Pattern Arrival Ref: AFH Ch. 7, AC 90-66B Objective: To safely and efficiently arrive at an airport and perform traffic pattern operations. 1. Complete the Descent Checklist. 2. At least 10nm from the airport, attempt to determine the runway in use*. 3. At least 2nm from the runway, enter the traffic pattern at the published Traffic Pattern Altitude on a 45- degree entry to the downwind leg, maintaining a ½-mile distance from the runway once established. a. If approaching from the opposite side of the airport, overfly the airport at least 500’ above Traffic Pattern Altitude. 4. Complete the Before Landing Checklist. The above procedure assumes an ideal traffic pattern situation. Other traffic, ATC, local traffic pattern restrictions, obstacles, etc may require a modification of these procedures. In all cases, the pilot shall exercise good judgement and maintain positive airplane control. * If the runway in use cannot be determined, overfly the airport at least 500’ above Traffic Pattern Altitude to observe traffic and/or wind direction indicators to determine a runway for use. Standards Maintain proper spacing from other aircraft. Maintain orientation with landing runway. Maintain traffic pattern altitude +/- 100’ (Private) or 50’ (Commercial) and +/- 10 KIAS. Lake Elmo Aero, LLC – October 2021 9 Traffic Pattern Departure Ref: AFH Ch. 7, AC 90-66B Objective: To safely depart an airport after takeoff or integrate into the flow of traffic when remaining in the traffic pattern. If departing the traffic pattern… 1. Climb straight out on runway heading until above traffic pattern altitude, or… 2. Exit with a 45-degree turn to the left (assuming left-hand traffic) beyond the departure end of the runway, OR exit on the downwind leg once above traffic pattern altitude. 3. Complete the Climb Checklist. If remaining in the traffic pattern… 1. Begin a turn to the crosswind leg when beyond the departure end of the runway and within 300 feet of Traffic Pattern Altitude. The above procedure assumes an ideal traffic pattern situation. Other traffic, ATC, local traffic pattern restrictions, obstacles, etc may require a modification of these procedures. In all cases, the pilot shall exercise good judgement and maintain positive airplane control. Standards Maintain proper spacing from other aircraft. Maintain orientation with runway. Maintain traffic pattern altitude +/- 100’ (Private) or 50’ (Commercial) and +/- 10 KIAS. Lake Elmo Aero, LLC – October 2021 10 Traffic Pattern Quick Reference Pattern Departure 76-87 KIAS Upwind 76 MPH [VY] Downwind 90 KIAS Base 80 KIAS Final 70 KIAS DEPARTURE 76-87 KIAS FINAL 70 KIAS FLAPS 40 UPWIND 76 KIAS FULL POWER BASE 80 KIAS FLAPS 25 DOWNWIND 90 KIAS FLAPS 10 Lake Elmo Aero, LLC – October 2021 11 Clearing Turns Ref: AIM Sec. 4 Objective: To observe any local threats or hazards, including obstacles or other traffic, prior to commencing any training maneuver. 1. Visually scan the area to the left and right of the aircraft. 2. Select a visual landmark off the wingtip in the direction of the turn to be executed as a 90-degree reference point. 3. Enter a 30-degree bank in the direction of the visual landmark. 4. Continuously scan the area above, below, and ahead of the flight path. 5. After completing a 90-degree turn, roll wings level on the selected landmark. 6. Select another visual landmark off the opposite wingtip in the direction of the next 90-degree turn. 7. Enter a 30-degree bank in the direction of the visual landmark. 8. Continuously scan the area above, below, and ahead of the flight path. 9. After completing the second 90-degree turn, roll wings level on the selected landmark. The aircraft should now be on its original heading. Note: Clearing turns do not absolve a pilot of his/her responsibility to see and avoid traffic while performing training maneuvers. Lake Elmo Aero, LLC – October 2021 12 Configuring the Aircraft for Maneuvers Prior to commencing any maneuvers, the following configuration settings should be considered. Recommendations are offered below for individual maneuvers. BOOST/FUEL PUMP The Boost Pump should be used during takeoff, landing, and any training maneuvers. CARBURETOR HEAT Carburetor heat should not be used in Piper aircraft unless there is an indication of carburetor icing (POH 4-14), except in the traffic pattern as described in Landing Procedures in this manual. GAS/FUEL TANKS The fuel selector should be set to the most full tank before any maneuver. UNDERCARRIAGE/LANDING GEAR Brakes should never be set in flight. Brake pressure can be checked before ground reference or landing maneuvers by briefly pressing on both toe pedals and feeling for feedback/pressure. If operating an aircraft equipped with retractable landing gear, the down-and-locked position should be ensured if required by the maneuver. The Piper Archer is not equipped as such. MIXTURE Mixture should always be set to full rich for maneuvers. POWER/PROPELLER Engine power and/or propeller RPM should be set as needed for the maneuver to be performed. SEAT BELTS All occupants’ seat belts should be fastened at all times, and any baggage that may shift during maneuvers should be secured with seat belts if possible. SWITCHES All aircraft lights should be on for maneuvers. Additionally, pitot heat should be used if entering instrument conditions or in any form of visible moisture. The preceding configuration can be accomplished by following the acronym: BCGUMPSS Boost Pump Carburetor Heat Gas Undercarriage Mixture Power Seat belts Switches Lake Elmo Aero, LLC – October 2021 13 TAKEOFFS AND LANDINGS Normal Takeoff and Climb Ref: POH 4-12, AFH 5-3 Objective: To safely execute a takeoff under normal conditions. 1. Complete the Before Takeoff Checklist. 2. Center the aircraft on the runway centerline with the nose wheel straight ahead. 3. Advance the throttle to full power. 4. Check engine instruments as power increases. 5. When airspeed indicator begins moving, call out “Airspeed Alive”. 6. Accelerate aircraft to 48-53 KIAS. 7. Increase back pressure on the control yoke to pitch up until the glare shield meets the horizon (approximately 10 degrees nose-up). 8. When practical, accelerate to 76 KIAS [VY] and climb on centerline. Trim as necessary. If departing the pattern… 9. Execute a Traffic Pattern Departure procedure as applicable. 10. Above 1000’ AGL, complete the Climb Checklist. If remaining in the pattern… 11. Begin a turn to the crosswind leg when beyond the departure end of the runway and within 300 feet of Traffic Pattern Altitude. Standards Maintain airspeed +10/-5 KIAS (Private) or +5/-5 KIAS (Commercial) from VY. Lake Elmo Aero, LLC – October 2021 14 Crosswind Takeoff and Climb Ref: POH 4-12, AFH 5-6 Objective: To safely execute a takeoff in crosswind conditions. 1. Complete the Before Takeoff Checklist. 2. Note the wind direction and velocity relative to the takeoff runway. 3. Center the aircraft on the runway centerline with the nose wheel straight ahead. 4. Position flight controls for the takeoff wind conditions (full aileron into the wind). 5. Advance the throttle to full power. 6. Check engine instruments as power increases. 7. When airspeed indicator begins moving, call out “Airspeed Alive”. 8. Slowly reduce aileron input as necessary during the takeoff roll to keep wings level. 9. Accelerate aircraft to 53 KIAS. 10. Increase back pressure on the control yoke to pitch up until the glare shield meets the horizon (approximately 10 degrees nose-up). 11. When practical, accelerate to 76 KIAS [VY] and climb on centerline. Trim as necessary. If departing the pattern… 12. Execute a Traffic Pattern Departure procedure as applicable. 13. Above 1000’ AGL, complete the Climb Checklist. If remaining in the pattern… 14. Begin a turn to the crosswind leg when beyond the departure end of the runway and within 300 feet of Traffic Pattern Altitude. Standards Maintain airspeed +10/-5 KIAS (Private) or +5/-5 KIAS (Commercial) from VY. Lake Elmo Aero, LLC – October 2021 15 Short Field Takeoff Ref: POH 4-12, AFH 5-10 Objective: To obtain maximum performance during takeoff and minimize runway length required. 1. Complete the Before Takeoff Checklist, with the Flaps set to 25 degrees. 2. Center the aircraft on the runway centerline with the nose wheel straight ahead. Use all available runway for maximum performance. 3. Firmly press and hold brake pedals to keep airplane in position while power is added. 4. Advance the throttle to full power. 5. Check engine instruments as power increases. 6. When engine RPM reaches maximum, release brakes. 7. When airspeed indicator begins moving, call out “Airspeed Alive”. 8. Accelerate aircraft to 41-49 KIAS. 9. Increase back pressure on the control yoke to pitch up until the glare shield meets the horizon (approximately 10 degrees nose-up). Pitch for an initial climb speed of 54 KIAS (recommended by POH as initial climb speed in lieu of VX with Flaps at 25 degrees). 10. When [simulated] obstacles are clear and aircraft is >200’ AGL, accelerate to 76 KIAS [VY], retract flaps, and climb on centerline. Trim as necessary. Standards Maintain airspeed +10/-5 KIAS (Private) or +5/-5 KIAS (Commercial) from VX/VY. Lake Elmo Aero, LLC – October 2021 16 Soft Field Takeoff Ref: POH 4-12, AFH 5-11 Objective: To safely depart from a runway with a soft or rough surface. 1. Complete the Before Takeoff Checklist, with the Flaps set to 25 degrees. 2. Upon entering the runway, maintain full back pressure on the yoke and utilize as little braking as possible to avoid lowering the nose of the aircraft. 3. Center the aircraft on the runway centerline with the nose wheel straight ahead, without stopping the aircraft. 4. Advance the throttle to full power. 5. Check engine instruments as power increases. 6. When airspeed indicator begins moving, call out “Airspeed Alive”. 7. As the aircraft accelerates, slightly reduce back pressure to maintain minimal weight on the nose wheel. The aircraft will lift off around 50 KIAS. 8. When clear of the ground, reduce back pressure on the yoke and lower the nose to keep the aircraft in ground effect over the runway. 9. Upon reaching 76 KIAS [VY], apply back pressure to begin a standard climb on centerline. Trim as necessary. 10. When clear of obstacles (if applicable), retract flaps. Standards Maintain airspeed within +10/-5 KIAS (Private) or +5/-5 KIAS (Commercial) from VY. Lake Elmo Aero, LLC – October 2021 17 Normal Approach and Landing Ref: POH 4-14, AFH 8-2 Objective: To safely and accurately establish and maintain a stabilized approach to a landing. 1. Complete the Before Landing checklist. 2. Enter the traffic pattern as described in this manual – see Traffic Pattern Arrival. 3. Abeam the point of intended landing on downwind, apply Carburetor Heat, reduce throttle to 1500 RPM and allow the airplane to begin descending at 90 KIAS. 4. Set flaps to 10 degrees. 5. When the touchdown point is 45 degrees to the rear of the wing root (or as appropriate for wind conditions), turn to the base leg. 6. Slow the aircraft to 80 KIAS and extend flaps to 25 degrees. Continue to maintain appropriate descent rate (500-700 fpm) and adjust power if necessary. 7. Visually verify that the final approach (including the extended centerline and the opposite base) is clear of traffic, then turn to final. 8. Extend the flaps to 40 degrees. Maintain 66-70 KIAS on final approach (+ ½ gust factor, if applicable). Trim for minimum control input on a stable descent to the runway. 9. When landing on runway is assured, reduce power to idle. Keep the nose of the airplane at or below level until within 10 feet of the ground. 10. When in close proximity to the runway, pitch the nose up so that the main wheels will touch down prior to the nose wheel. Allow the aircraft to settle gently. 11. Maintain directional control on centerline with rudders throughout flare, landing and rollout. 12. Apply brakes as necessary. Ensure that the airplane is slower than 10 KIAS before turning onto a taxiway. NOTE: If the approach is unstable at or below 200’ AGL, execute a go-around. NOTE: Carburetor heat should not be used unless carburetor icing is suspected, typically indicated by a rough- running engine or a noticeable loss of power. Standards Maintain airspeed +10/-5 KIAS (Private) or +5/-5 KIAS (Commercial). Touch down within 400 feet (Private) or 200 feet (Commercial) of landing point. Lake Elmo Aero, LLC – October 2021 18 Crosswind Approach and Landing Ref: POH 4-14, AFH 8-14 Objective: To safely and land the aircraft during crosswind conditions. 1. Complete the Before Landing checklist. 2. Enter the traffic pattern as described in this manual – see Traffic Pattern Arrival. 3. Abeam the point of intended landing on downwind, apply Carburetor Heat, reduce throttle to 1500 RPM and allow the airplane to begin descending at 90 KIAS. 4. Set flaps to 10 degrees. 5. When the touchdown point is 45 degrees to the rear of the wing root (or as appropriate for wind conditions), turn to the base leg. 6. Slow the aircraft to 80 KIAS and extend flaps to 25 degrees. Continue to maintain appropriate descent rate (500-700 fpm) and adjust power if necessary. 7. Visually verify that the final approach (including the extended centerline and the opposite base) is clear of traffic, then turn to final. 8. Extend the flaps to 40 degrees. Maintain 70 KIAS on final approach (+ ½ gust factor, if applicable). Trim for minimum control input on a stable descent to the runway. 9. Use aileron to lower the upwind wing on final, and use rudder to keep airplane on extended centerline. This will result in a slightly cross-controlled “slip” style input. 10. When landing on runway is assured, reduce power to idle. Keep the nose of the airplane at or below level until within 10 feet of the ground. Keep upwind wing slightly low and maintain centerline with rudder input. 11. When in close proximity to the runway, pitch the nose up so that the main wheels will touch down prior to the nose wheel. Allow the aircraft to settle gently on the upwind main wheel first, then the downwind main wheel, then the nosewheel. 12. Maintain directional control on centerline with rudders throughout flare, landing and rollout. Use aileron input to maintain wings level through rollout. 13. Apply brakes as necessary. Ensure that the airplane is slower than 10 KIAS before turning onto a taxiway. NOTE: In heavy crosswind conditions, landing with less than 40 degrees of flaps may be desirable. Standards Maintain airspeed +10/-5 KIAS (Private) or +5/-5 KIAS (Commercial). Touch down within 400 feet (Private) or 200 feet (Commercial) of landing point. Lake Elmo Aero, LLC – October 2021 19 Short Field Approach and Landing Ref: POH 4-14, AFH 8-18 Objective: To safely land the aircraft in the shortest distance possible. 1. Complete the Before Landing checklist. 2. Enter the traffic pattern as described in this manual – see Traffic Pattern Arrival. 3. Abeam the point of intended landing on downwind, apply Carburetor Heat, reduce throttle to 1500 RPM and allow the airplane to begin descending at 90 KIAS. 4. Set flaps to 10 degrees. 5. When the touchdown point is 45 degrees to the rear of the wing root (or as appropriate for wind conditions), turn to the base leg. 6. Slow the aircraft to 80 KIAS and extend flaps to 25 degrees. Continue to maintain appropriate descent rate (500-700 fpm) and adjust power if necessary. 7. Visually verify that the final approach (including the extended centerline and the opposite base) is clear of traffic, then turn to final. 8. Extend the flaps to 40 degrees. Maintain 64-70 KIAS on final approach (+ ½ gust factor, if applicable). Trim for minimum control input on a stable descent to the runway. 9. When landing on runway is assured, reduce power to idle. Keep the nose of the airplane at or below level until within 10 feet of the ground. 10. When in close proximity to the runway, pitch the nose up so that the main wheels will touch down prior to the nose wheel. Allow the aircraft to settle gently. 11. Maintain directional control on centerline with rudders throughout flare, landing and rollout. 12. Apply maximum possible toe braking without locking the main wheels. When the aircraft is on the ground, apply back pressure for aerodynamic braking. Ensure that the airplane is slower than 10 KIAS before turning onto a taxiway. NOTE: If the approach is unstable at or below 200’ AGL, execute a go-around. NOTE: The manufacturer allows retracting the flaps during landing roll for maximum short-field braking ability. This procedure shall not be performed for training purposes. NOTE: 64 KIAS is equal to 1.3x VS0, which is the recommended approach speed on a Short-Field landing (AFH 8- 3). Standards Maintain airspeed +10/-5 KIAS (Private) or +5/-5 KIAS (Commercial). Touch down within 200 feet (Private) or 100 feet (Commercial) of landing point. Lake Elmo Aero, LLC – October 2021 20 Soft Field Approach and Landing Ref: AFH 8-21 Objective: To safely land the aircraft on a soft or rough surface. 1. Complete the Before Landing checklist. 2. Enter the traffic pattern as described in this manual – see Traffic Pattern Arrival. 3. Abeam the point of intended landing on downwind, apply Carburetor Heat, reduce throttle to 1500 RPM and allow the airplane to begin descending at 90 KIAS. 4. Set flaps to 10 degrees. 5. When the touchdown point is 45 degrees to the rear of the wing root (or as appropriate for wind conditions), turn to the base leg. 6. Slow the aircraft to 80 KIAS and extend flaps to 20 degrees. Continue to maintain appropriate descent rate (500-700 fpm) and adjust power if necessary. 7. Visually verify that the final approach (including the extended centerline and the opposite base) is clear of traffic, then turn to final. 8. Extend the flaps to 40 degrees. Maintain 66-70 KIAS on final approach (+ ½ gust factor, if applicable). Trim for minimum control input on a stable descent to the runway. 9. When landing on runway is assured, reduce power to idle. Keep the nose of the airplane at or below level until within 10 feet of the ground. 10. When in close proximity to the runway, pitch the nose up so that the main wheels will touch down prior to the nose wheel. Allow the aircraft to settle gently. To ensure a soft touchdown, consider small power application in the flare, but ensure that the throttle is at idle when the aircraft settles down. 11. Throughout landing roll, maximize back pressure on the yoke to keep weight off nose as long as possible and utilize aerodynamic braking. Minimize toe braking to keep nose from dropping until aircraft is slowed to taxi speed. Standards Maintain airspeed +10/-5 KIAS (Private) or +5/-5 KIAS (Commercial). Make smooth, timely, and correct control inputs during the round out and touchdown to keep the nose wheel off the surface until loss of elevator effectiveness. Lake Elmo Aero, LLC – October 2021 21 Go-Around/Balked Landing Ref: AFH 8-12 Objective: To safely abandon a landing and climb away from the runway, to return to the traffic pattern. 1. Apply full throttle to initiate the go-around procedure. 2. Pitch the aircraft’s nose up to establish a positive rate of climb. 3. Close the Carburetor Heat, if previously applied. 4. Retract flaps to 25 degrees. 5. Maintain a climb speed of at least 55 KIAS. 6. When clear of obstacles, accelerate to 76 KIAS [VY]. 7. When airspeed is above 70 KIAS and obstacles are clear, retract remaining flaps slowly. 8. Follow departure procedures listed in this manual (see “Traffic Pattern Departure”) as appropriate. Standards Apply takeoff power immediately and transition to climb pitch attitude for VX or VY as appropriate +10/-5 KIAS (Private) or +5/-5 KIAS (Commercial). Lake Elmo Aero, LLC – October 2021 22 PERFORMANCE MANEUVERS Steep Turns Ref: AFH 9-2 Objective: To safely perform turns at 45 degrees of bank or greater while maintaining controlled flight. 1. Complete clearing turns and configure the airplane for maneuvering. 2. Establish airspeed of 100 KIAS and trim as necessary for level flight. 3. Choose a prominent landmark straight ahead and/or note current aircraft heading. 4. Roll into a 45-degree bank (Private) or 50-degree bank (Commercial) in your direction of choice and begin a 360-degree turn. 5. Add power as required to maintain altitude and airspeed. A typical power setting for this maneuver is 2300 RPM. 6. If necessary, use nose-up pitch input and/or trim to maintain altitude. 7. Begin rolling the wings level approximately 15-20 degrees prior to the original landmark or heading. They should be level upon reaching the original heading. 8. Immediately roll into a 45-degree bank (Private) or 50-degree bank (Commercial) to begin a 360-degree turn in the opposite direction. Be careful to maintain altitude while rolling through wings level by using nose-down input or trim as applicable. 9. Begin rolling the wings level approximately 15-20 degrees prior to the original landmark or heading. They should be level upon reaching the original heading. 10. Return to cruise power. Standards Maintain airspeed +/-10 KIAS. Maintain altitude +/-100 feet. Lake Elmo Aero, LLC – October 2021 23 Slow Flight Ref: AFH 4-3 Objective: To maintain flight at the aircraft’s minimum controllable airspeed. 1. Complete clearing turns and configure the airplane for maneuvering. 2. Reduce throttle to 1500 RPM to begin slowing the airplane. 3. As the airplane’s speed decreases, use nose-up trim to maintain altitude. 4. When below 102 KIAS [VFE], gradually extend flaps to 40 degrees. Use trim to maintain altitude. 5. Slow to a speed just above the first indication of a stall (about 50-55 KIAS). 6. Upon reaching the target speed, add power to maintain altitude. 7. Use pitch to make minor corrections in airspeed, while continuing to use throttle to make minor corrections in altitude. To recover… 8. Add full throttle and close carburetor heat. 9. Use trim to maintain altitude. 10. Gradually retract flaps. Use caution not to exceed 102 KIAS [VFE]. 11. When flaps are fully retracted, return to cruise power. Standards Maintain airspeed +10/-0 KIAS (Private) or +5/-0 KIAS (Commercial) from VS0. Maintain altitude +/-100 feet (Private) or +/-50 feet (Commercial). Maintain heading +/-10 degrees. Lake Elmo Aero, LLC – October 2021 24 Power-On Stall Ref: POH 4-15, AFH 4-9 Objective: To demonstrate and safely recover from the power-on stall characteristics of the aircraft. 1. Complete clearing turns and configure the airplane for maneuvering. Plan to recover by 1500’ AGL. 2. Reduce throttle to 1500 RPM to begin slowing the airplane. 3. As the airplane’s speed decreases, use nose-up trim to maintain altitude. 4. When at or below 75 KIAS, increase throttle to 2300 RPM. Add bank if desired for training purposes. 5. Pitch aircraft up to approximately 10 degrees nose-up. Airspeed will decay and stall indication may sound. 6. While decelerating, use rudder input to maintain aircraft coordination at all times. To recover… 7. When the airplane fully develops a stall (Private) or at the first indication of a stall (Commercial), immediately reduce the angle of attack by using forward pressure to lower the nose. 8. Apply full throttle (if not already full). 9. When the aircraft speed reaches 70 KIAS or above, return to cruise power. NOTE: This maneuver may be practiced at full power as desired by the instructor/examiner. Standards Maintain heading +/-10 degrees. Maintain angle of bank (if specified) +/-10 degrees. Recover promptly after a full stall occurs (Private) or after the first indication of a stall (Commercial). Lake Elmo Aero, LLC – October 2021 25 Power-Off Stall Ref: POH 4-15, AFH 4-8 Objective: To demonstrate and safely recover from the power-off stall characteristics of the aircraft. 1. Complete clearing turns and configure the airplane for maneuvering. 2. Reduce throttle to 1500 RPM to begin slowing the airplane. 3. As the airplane’s speed decreases, use nose-up trim to maintain altitude. 4. Below 102 KIAS [VFE], gradually lower flaps to 40 degrees. 5. To simulate a final approach path, establish a descent at about 400 feet per minute at 70 KIAS. 6. When at or below 70 KIAS, decrease throttle to idle. Add bank if desired for training purposes. 7. Pitch up to simulate a landing flare. Allow airspeed to decay. 8. While decelerating, use rudders to maintain aircraft coordination at all times. To recover… 9. When the airplane fully develops a stall (Private) or at the first indication of a stall (Commercial), immediately apply full power and reduce the angle of attack by using forward pressure to lower the nose slightly. 10. When airspeed exceeds 70 KIAS, gradually retract flaps fully. Ensure that minimum altitude is lost by maintaining a slight climb angle, but be careful not to induce a secondary stall by adding too much nose up pitch. 11. When the flaps are fully retracted and the aircraft speed reaches 80 KIAS or higher, return to cruise power. Standards Maintain heading +/-10 degrees. Maintain angle of bank (if specified) +/-5 degrees. Recover promptly after a full stall occurs (Private) or after the first indication of a stall (Commercial). Lake Elmo Aero, LLC – October 2021 26 Secondary Stall Ref: AFH 4-10 Objective: To recognize the effects of improper control usage, inducing another stall after initiating a recovery from the stall. This maneuver will be for demonstration purposes only, except in the case of an Initial CFI candidate. 1. Complete clearing turns and configure the aircraft for maneuvering. Plan to recover by 1500’ AGL. 2. Perform a Power-Off Stall or Power-On Stall as directed. 3. When the stall indication occurs, reduce angle of attack to regain control effectiveness and apply full power. 4. When the stall indication stops, immediately increase the pitch attitude to induce another (secondary) stall. 5. When the secondary stall indication occurs, reduce angle of attack to regain control effectiveness and ensure full power is set. 6. Maintain coordinated use of rudder and ailerons to level the wings and prevent a spin. 7. Accelerate to a safe airspeed (>70 KIAS) and retract flaps gradually. 8. Return to cruise power. Standards Student demonstrates an understanding of the maneuver and the risks associated. Lake Elmo Aero, LLC – October 2021 27 Elevator Trim Stall Ref: AFH 4-12 Objective: To recognize the effects of not maintaining positive airplane control during a go-around or balked landing. This maneuver will be for demonstration purposes only, except in the case of an Initial CFI candidate. 1. Complete clearing turns and configure the airplane for maneuvering. 2. Reduce throttle to 1500 RPM to begin slowing the airplane. 3. As the airplane’s speed decreases, use nose-up trim to maintain altitude. 4. Below 102 KIAS [VFE], gradually lower flaps to 40 degrees. 5. When at or below 75 KIAS, decrease throttle to idle. 6. Add full nose-up trim as airspeed decays. 7. Apply full power and allow pitch to increase until stall indication. To recover… 8. Immediately reduce the angle of attack by using forward pressure to lower the nose. 9. When airspeed exceeds 70 KIAS, gradually retract flaps fully. 10. When the flaps are fully retracted and the aircraft speed reaches 80 KIAS or higher, return to cruise power. Standards Student demonstrates an understanding of the maneuver and the risks associated. Lake Elmo Aero, LLC – October 2021 28 Cross-Controlled Stall Ref: AFH 4-11 Objective: To recognize the dangerous effects of improper flight control application at low speed. This maneuver will be for demonstration purposes only, except in the case of an Initial CFI candidate. 1. Complete clearing turns and configure the airplane for maneuvering. 2. Reduce throttle to 1500 RPM to begin slowing the airplane. 3. As the airplane’s speed decreases, use nose-up trim to maintain altitude. 4. Upon reaching 70 KIAS, establish a simulated descent to a landing (with flaps retracted). 5. Once established in descent, pick a reference point off the left or right wing tip. 6. Turn towards the reference point at a 25-30 degree bank. 7. Apply excessive rudder pressure in the direction of the turn, and use opposite aileron to prevent over- banking while maintaining 25-30 degrees of bank. 8. Increase elevator back pressure to maintain altitude. To recover… 9. At stall or loss-of-control indication, reduce pitch to regain control effectiveness and apply full power. 10. Return flight controls to coordinated input and return to cruise power. Standards Student demonstrates an understanding of the maneuver and the risks associated. Lake Elmo Aero, LLC – October 2021 29 Accelerated Stall Ref: AFH 4-10 Objective: To recognize the relationship between bank, angle of attack, and stall speed. 1. Complete clearing turns and configure the airplane for maneuvering. 2. Reduce throttle to 1500 RPM to begin slowing the airplane. 3. As the airplane’s speed decreases, use nose-up trim to maintain altitude. 4. Upon reaching 85 KIAS, add 45 degrees of bank in either direction. 5. Abruptly add back pressure to induce a stall indication. Always recover at the first indication of an accelerated stall. To recover… 6. Immediately release back pressure to decrease angle of attack. 7. Roll the wings level. 8. Return to cruise power. Standards Recover promptly at the first indication of a stall (Commercial). Lake Elmo Aero, LLC – October 2021 30 Forward Slips Ref: AFH 8-11 Objective: To increase rate of descent without increasing airspeed. 1. Select an intended point of touchdown on the runway, or a fixed reference point directly ahead. 2. Bank the airplane into the direction from which the wind is blowing, if applicable. If not, pick a direction and add approximately 15 degrees of bank. 3. Simultaneously (and gradually) add opposite rudder until it is fully applied. 4. Use bank to keep the airplane on the extended centerline or tracking towards the reference point. 5. Prior to round-out, simultaneously decrease aileron and rudder deflections in time to enter a landing flare or recover to cruise flight. Standards Correlate crosswind with direction of forward slip and transition to sideslip before touchdown. Touch down +400/-0 feet from the specified point. Lake Elmo Aero, LLC – October 2021 31 Chandelles Ref: AFH 9-5 Objective: To demonstrate a maximum-performance climbing turn, which can also be used as a terrain escape maneuver. 1. Complete clearing turns and configure the airplane for maneuvering. Begin no lower than 1500’ AGL. 2. Establish cruise flight at approximately 95 KIAS. 3. Select a reference point directly off the left or right wing tip. 4. Roll into a coordinated 180-degree turn at 30 degrees of bank, while simultaneously applying full power. 5. For the first 90 degrees of the turn, add back pressure to continuously and gradually increase the aircraft’s pitch angle. It should be roughly 13-15 degrees nose up by the 90-degree point. Throughout this portion, the bank should remain at 30 degrees. 6. For the remaining 90 degrees of the turn, use aileron and rudder to continuously and gradually reduce the bank angle until the wings are level. This should be timed to occur when the airplane reaches the end of the 180-degree turn. Throughout this portion, the pitch should remain at the same nose-up angle that was previously established. 7. Upon reaching the 180-degree point of the turn, the aircraft should be wings level, with the airspeed just high enough not to cause a stall indication. 8. Carefully lower the nose to return to level flight. Minimize altitude loss as airspeed increases. 9. Return to cruise power. Standards Maintain constant bank with increasing pitch in first half. Maintain constant pitch with decreasing bank in second half. Roll out at 180-degree point +/-10 degrees. Lake Elmo Aero, LLC – October 2021 32 Lazy Eights Ref: AFH 9-6 Objective: To demonstrate flight control coordination across a variety of airspeeds and altitudes. 1. Complete clearing turns and configure the airplane for maneuvering. Begin no lower than 1500’ AGL. 2. Establish cruise flight at approximately 100 KIAS. 3. Begin a gradual 180-degree turn in either direction, which will begin with a shallow climb. Each 45- degree point of this turn will serve as a reference for a specific bank and pitch angle, as follows: 4. For the first 45 degrees of the turn, the airplane’s pitch and bank should both increase, until the airplane is banked 15 degrees at its maximum pitch-up attitude (about 13-15 degrees nose-up). 5. For the next 45 degrees of the turn, the bank should continue increasing, but the pitch should decrease, until the airplane is banked 30 degrees with the nose pitched level to the horizon. 6. For the next 45 degrees of the turn, the bank should begin decreasing and the pitch should continue decreasing, until the airplane is banked 15 degrees at its maximum pitch-down attitude (about 7-10 degrees nose-down). 7. For the final 45 degrees of the turn, the bank should continue decreasing, but the pitch should begin increasing, until the airplane returns to the horizon with the wings level after completing the 180-degree turn. NOTE: This maneuver should be accomplished in one gradual, fluid motion; there should be no “snapping” the airplane’s roll or pitch. Standards Arrive at 180-degree point +/-100 feet from starting altitude. Arrive at 180-degree point +/-10 KIAS from starting airspeed. Roll out at 180-degree point +/-10 degrees. Maintain coordinated flight throughout maneuver. Lake Elmo Aero, LLC – October 2021 33 GROUND REFERENCE MANEUVERS Rectangular Course Ref: AFH 6-6 Objective: To maneuver the airplane over a predetermined ground path, similar to a traffic pattern, while dividing attention inside and outside the airplane. 1. Complete clearing turns and configure the airplane for maneuvering. 2. Establish cruise flight at 90 KIAS and 1000’ AGL in a downwind direction. 3. Locate a square or rectangular field, or an area with multiple ground references on all four sides. If possible, this area should be at least 1nm x 1nm. Each side of the rectangle will serve as a “leg” of the maneuver. 4. Enter on the downwind leg as you would a traffic pattern, and fly parallel to (but outside of) the reference point or line. 5. Fly one full lap around the reference area in this manner, using reference points and wind correction to maintain a rectangular path. Do not exceed 30 degrees of bank during turns, and attempt to maintain a constant radius around points when turning. 6. When one lap has been completed, depart the downwind leg at a 45-degree angle. Return to cruise flight when able. Standards Maintain altitude +/-100 feet. Maintain airspeed +/-10 KIAS. Lake Elmo Aero, LLC – October 2021 34 Turns Around a Point Ref: AFH 6-8 Objective: To maneuver the airplane over a predetermined ground path, similar to a traffic pattern, while dividing attention inside and outside the airplane. 1. Complete clearing turns and configure the airplane for maneuvering. 2. Establish cruise flight at 90 KIAS and 1000’ AGL in a downwind direction. 3. Select a prominent point ahead, and plan to pass the point about ½ mile to the left or right. 4. When the wing is directly abeam the reference point, begin a 360-degree turn around it. Make note of the airplane’s current distance from the point, and attempt to keep this distance consistent throughout the turn. 5. In the first half of the turn, as the aircraft proceeds downwind of the reference point, bank should steadily decrease to avoid overflying the point. The shallowest bank should occur at the 180-degree point, when the airplane is directly into the wind. 6. In the second half of the turn, as the aircraft transitions to the upwind side of the reference point, bank should steadily increase to avoid overflying the point. The steepest bank should occur just as the airplane is returning to its original downwind heading. 7. When one full lap has been completed, level the wings and return to cruise flight. Standards Maintain altitude +/-100 feet. Maintain airspeed +/-10 KIAS. Maintain constant radius. Lake Elmo Aero, LLC – October 2021 35 S-Turns Across a Road Ref: AFH 6-9 Objective: To practice application of wind correction during turns. 1. Complete clearing turns and configure the airplane for maneuvering. 2. Establish cruise flight at 90 KIAS and 1000’ AGL in a downwind direction. 3. Select a prominent road or section line ahead that runs perpendicular to the aircraft’s current direction (e.g. if flying south or north, pick an east-west road). 4. Upon crossing the reference road, roll into a 30-degree bank to begin a 180-degree turn back towards the road. The bank in this half of the turn should remain relatively steep, to avoid being pushed too far away from the road on the downwind side. 5. Near the end of the first 180-degree turn, use appropriate bank such that the airplane’s wings will return to level at the same time it flies over the reference road. 6. Upon crossing back over the reference road, roll into a shallower bank than the first turn to begin a 180- degree turn back towards the road. The bank should remain relatively shallow in this half, to avoid being pushed too close to the road on the upwind side. 7. Near the end of this 180-degree turn, use appropriate bank such that the airplane’s wings will return to level at the same time it flies over the reference road. 8. Upon crossing the reference road, return to cruise flight. Standards Maintain altitude +/-100 feet. Maintain airspeed +/-10 KIAS. Lake Elmo Aero, LLC – October 2021 36 Eights on Pylons Ref: AFH 6-14 Objective: To demonstrate precision control of the airplane by flying fixed-radius turns around two points. 1. Complete clearing turns and configure the airplane for maneuvering. 2. Establish cruise flight at 100 KIAS and in a downwind direction. 3. Note or calculate the aircraft’s groundspeed and calculate a pivotal altitude. This altitude can be calculated with the following formula: a. Pivotal altitude (AGL) = [Ground speed in KNOTS]2 / 11.3 4. Climb or descend to the calculated pivotal altitude and stabilize at 90 KIAS. 5. Pick two reference points ahead, located on a reference line perpendicular to the aircraft’s heading (e.g. if heading north or south, the two points should be located east/west of each other). 6. Enter the first turn at a 45-degree angle. 7. When abeam the first point, bank the aircraft such that the wingtip is just above the point. 8. Continually adjust bank and pitch to keep the reference point just under the lowered wingtip. If the point moves forward of the wing, pitch the airplane down. If it moves aft of the wing, pitch the airplane up. 9. When the airplane is nearing completion of the first turn and reaches a 45-degree angle to the second point, roll the wings level. 10. When abeam the second point, bank the aircraft such that the wingtip is just above the new point. 11. Continually adjust bank and pitch to keep the reference point just under the lowered wingtip. 12. When the airplane is nearing completion of the second turn and reaches its initial 45-degree entry heading, roll the wings level and exit the area. 13. Return to cruise flight. NOTE: Pivotal Altitudes are in relation to GROUND LEVEL, not sea level. Ground level in the Lake Elmo practice areas can be assumed as 1000 feet MSL. NOTE: Do not exceed 40 degrees of bank in this maneuver. Standards Apply smooth and continuous corrections so that the line-of-sight reference remains on the pylon. Lake Elmo Aero, LLC – October 2021 37 Steep Spirals Ref: AFH 9-4 Objective: To safely descend the airplane to a landing site or reference point directly below. 1. Complete clearing turns and configure the airplane for maneuvering. Plan to recover by 1500’ AGL. 2. Establish cruise flight at 90 KIAS in a downwind direction. 3. Select a prominent point almost directly underneath the airplane (within ½ mile). 4. When abeam the point, reduce throttle to idle power and pitch for 76 KIAS [VG]. 5. Immediately begin a 30-degree banking turn to maintain a close, consistent turn radius to the reference point. 6. Use bank to correct for wind as appropriate (see Turns Around a Point) to maintain a constant radius. Bank should be at least 30 degrees, but should not exceed 60. 7. Upon completion of each lap in the turn, apply a short (1-2 sec) throttle application to ensure engine is still functioning properly. 8. Complete three 360-degree turns around the reference point. Maintain 76 KIAS [VG] to minimize altitude loss throughout each turn. If a stall is indicated, lower the nose slightly to stop the indication. 9. Upon returning to the aircraft’s starting heading at the end of the third turn, level the wings. 10. Return to cruise flight. NOTE: This maneuver requires a high starting altitude, and involves a rapid descent. Ensure that the aircraft will remain clear of any conflicting airspace, and be vigilant for any conflicting traffic throughout the maneuver. NOTE: This maneuver involves extended periods of time at high indicated airspeeds with the engine at idle throttle. Caution should be exercised in cold temperatures to avoid excessive engine wear. Standards Maintain a steep spiral, not to exceed 60 degrees of bank. Maintain a constant radius around the reference point. Maintain airspeed +/-10 KIAS. Roll out on starting heading +/-10 degrees. Lake Elmo Aero, LLC – October 2021 38 INSTRUMENT FLIGHT Recovery From Unusual Attitudes Ref: AFH 4-17 Objective: To safely recover the aircraft from an unusual flight attitude induced by spatial disorientation. 1. Scan primary flight instruments (Attitude indicator, Airspeed indicator, Altimeter) to assess the situation. If the aircraft is in a nose-low unusual attitude: 2. Reduce power to idle. 3. Roll the wings to level with aileron input. 4. Pitch the aircraft to level with elevator input. 5. When aircraft is flying straight and level, return to cruise power. Carefully monitor primary flight instruments. If the aircraft is in a nose-high unusual attitude: 2. Immediately add power to full and pitch the aircraft’s nose to level with aileron input. 3. Roll the wings to level with aileron input. 4. When aircraft is flying straight and level, return to cruise power. Carefully monitor primary flight instruments. NOTE: Remember the phrase “slow is smooth, and smooth is fast”. Do not rush unusual attitude recoveries, or you may make incorrect inputs that worsen the situation. Standards Recognize unusual flight attitude. Perform correct, coordinated and smooth flight control application to resolve unusual attitude. Lake Elmo Aero, LLC – October 2021 39 Instrument Approach Ref: IPH Ch 4 Objective: To safely conduct an instrument approach to a landing. Upon crossing the Initial Approach Fix or intercepting a vector to the final approach course: 1. Start a timer if the approach or procedure calls for it. 2. Begin a turn at standard rate to the applicable course, heading, or track. 3. Set the throttle for 100 KIAS. 4. Ensure that the appropriate course or track is tuned, and that the correct navigation source is selected and displayed. 5. Communicate as required with radios. Upon crossing the Final Approach Fix or starting final descent to land..,. 1. Start a timer. 2. Check brake functionality by pressing both toe pedals and feeling for pressure/feedback. 3. Set the throttle for descent at 90 KIAS. 4. Extend the flaps to 10 degrees. 5. On a non-precision approach, trim for a descent rate of 500 feet per minute or greater. Do not exceed 1000 feet per minute of descent under any circumstances while in instrument flight conditions on final descent. 6. Communicate as required with radios. NOTE: In all phases of instrument flight, remember to Aviate, then Navigate, then Communicate. NOTE: See Lake Elmo Aero Instrument Syllabus for more specific IFH/IPH references. Standards Maintain altitude +/-100 feet. *Beyond FAF, maintain all published altitudes and MDA +100/-0 feet. Maintain airspeed +/-10 KIAS. Maintain heading +/-10 degrees. Maintain course +/- ¾ scale deflection. Lake Elmo Aero, LLC – October 2021 40 Holding Ref: IPH 3-21 Objective: To safely execute published or requested holding procedures in instrument conditions. Upon crossing the holding fix for entry… 1. Start a timer. 2. Turn to the applicable heading, course or track for your chosen hold entry. 3. Set the throttle for 100 KIAS. 4. Ensure that the appropriate course or track is selected, and that the correct navigation source is selected and displayed. 5. Communicate as required with radios. 6. Repeat steps 1-5 each time the holding fix is crossed for a new lap. Standards Maintain airspeed +/-10 KIAS. Maintain altitude +/-100 feet. Maintain heading +/-10 degrees. Maintain course +/- ¾ scale deflection. Lake Elmo Aero, LLC – October 2021 41 EMERGENCIES Engine Failure in Flight Ref: AFH 17-2, POH 3-3 and 3-8 Objective: To safely configure the aircraft in the event of a complete loss of engine power. 1. Level the wings and pitch to establish flight at 76 KIAS [VG]. 2. Locate the nearest suitable landing field and immediately begin flying towards it. Take the following into consideration: a. Wind b. Obstructions c. Field Length 3. Turn the Boost Pump on. 4. Switch the Fuel Selector to the opposite fuel tank. 5. Set the Mixture to Rich. 6. Turn the Carburetor Heat on. 7. Confirm that the Primer knob is in and locked. 8. Confirm that the Ignition Switch is in the Both position. a. If the propeller is stopped, briefly move the Ignition Switch to Start. DO NOT attempt this if the propeller is still spinning to prevent additional engine damage. 9. Go to the Engine Failure in Flight Checklist. 10. If engine power is not restored, proceed to the Power-Off Landing procedure. NOTE: Remember the following mnemonic in the event of a loss of engine power: A, B, C, D. A. Airspeed. Immediately establish flight at VG. B. Best Landing Site. Find somewhere the airplane can be landed, and fly towards it. Keep in mind this may be behind or underneath you; take your time and find the safest option. C. Checklist. Proceed with the appropriate memory items and checklists as described above. D. Declare. If already in radio contact with a controller, remain on the frequency and declare your emergency to the controller. Otherwise, tune to VHF Guard (121.5 MHz) and broadcast your emergency, including your callsign and the word “Mayday”. DO NOT SWITCH TO 121.5 if you are already in radio contact with a controller; this will cause confusion and delay any emergency response, if required. Lake Elmo Aero, LLC – October 2021 42 Engine Failure on Takeoff Ref: AFH 17-6, POH 3-3 and 3-8 Objective: To safely glide, secure, and land the aircraft in the event of a complete loss of engine power shortly after takeoff. For training purposes, this maneuver should NEVER be taken all the way to a landing. When the student makes a corrective action, recover immediately to avoid ground contact. 1. Immediately pitch the nose down to establish flight at 76 KIAS. 2. If necessary, make small direction changes to fly towards the least hazardous landing site available. Altitude and airspeed are seldom sufficient to execute a 180-degree gliding turn to the runway. 3. Extend flaps if time and altitude allow. 4. Prior to touchdown, unlatch the door to avoid becoming trapped in the event of structural buckling. 5. Touch down at the slowest possible ground speed, and heavily apply brakes to stop in the shortest distance possible. 6. Upon stopping the aircraft, immediately evacuate all occupants and move upwind in case of a fire. 7. CALL 911 FIRST IF NECESSARY, then call Lake Elmo Aero at 651-777-1399 to activate Emergency Response procedures. Refer to Lake Elmo Aero Safety Policies and Procedures manual for emergency contact procedures when safely outside of the airplane. Lake Elmo Aero, LLC – October 2021 43 Power-Off Landing Ref: AFH 17-2, POH 3-3 and 3-8 Objective: To safely glide, secure, and land the aircraft in the event of a complete loss of engine power. 1. Pitch to establish flight at 76 KIAS for final approach. 2. Set the Mixture to Idle Cutoff, to secure the fuel system and prevent a fire. 3. Set the Fuel Selector to Off, to secure the fuel system and prevent a fire. 4. Set the Ignition Switch to Off, to secure the engine and prevent inadvertent engine firing during evacuation. 5. When the airplane is fully configured for landing, turn the Master Switch Off, to secure the electrical system and prevent a fire. 6. Prior to touchdown, unlatch the door to avoid becoming trapped in the event of structural buckling. 7. Extend flaps as required for a safe landing. When flaps are extended, slowing to 66-70 KIAS is permitted as required. Use of 40 degrees of flaps is recommended in order to land with the slowest possible ground speed. 8. Touch down at the slowest possible ground speed, and heavily apply brakes to stop in the shortest distance possible. 9. Upon stopping the aircraft, immediately evacuate all occupants and move upwind in case of a fire. 10. CALL 911 FIRST IF NECESSARY, then call Lake Elmo Aero at 651-777-1399 to activate Emergency Response procedures. Refer to Lake Elmo Aero Safety Policies and Procedures manual for emergency contact procedures when safely outside of the airplane. NOTE: Any control inputs that would cause an actual loss of engine power, such as Fuel Selector or Ignition Off, should only be simulated in a training scenario. Lake Elmo Aero does not permit actual engine-out training scenarios in single-engine aircraft, with no exceptions. Lake Elmo Aero, LLC – October 2021 44 Engine Fire in Flight Ref: AFH 17-8, POH 3-3 and 3-9 Objective: To safely extinguish an engine fire in cruise flight. 1. Set the Fuel Selector Valve to Off. 2. Set the Mixture to Idle Cutoff. 3. Set the Throttle to Idle. 4. Turn the Boost Pump Off. 5. Close Cabin Heat and Defrost Vents on panel to minimize smoke intake from engine compartment. Lower vents can be opened for fresh air if needed. 6. Turn the Master Switch Off (if radio communications are no longer desired). 7. Lower the nose and increase speed to 105 KIAS. If this does not extinguish the fire, continue increasing airspeed within airframe limitations. 8. Go to Engine Fire in Flight Checklist. If fire extinguishes… 9. Proceed to Power-Off Landing procedure. If fire does not extinguish… 10. Proceed to Emergency Descent procedure. NOTE: Any control inputs that would cause an actual loss of engine power, such as Fuel Selector or Ignition Off, should only be simulated in a training scenario. Lake Elmo Aero does not permit actual engine-out training scenarios in single-engine aircraft, with no exceptions. Lake Elmo Aero, LLC – October 2021 45 Engine Fire on Start Ref: POH 3-3 and 3-7 Objective: To safely extinguish an engine fire during the starting process. 1. Continue cranking starter to attempt to suck flames and accumulated fuel back into the engine. 2. Set Mixture to Idle Cutoff. 3. Set Throttle to Full Open. 4. Turn Boost Pump off. 5. Turn Fuel Selector off. When fire is extinguished and engine is no longer running… 6. Discontinue cranking starter (if applicable) and turn off Master Switch, Ignition Switch, and Fuel Selector. 7. Evacuate aircraft as soon as practical. Lake Elmo Aero, LLC – October 2021 46 Electrical Fire Ref: AFH 17-8, POH 3-3 and 3-9 Objective: To safely extinguish an electrical fire in cruise flight. 1. Turn the Master Switches Off. 2. Turn all individual radio and electrical switches Off. 3. Close Cabin Heat and Defrost Vents on panel to minimize smoke intake from engine compartment. Lower vents can be opened for fresh air if needed. 4. If available, use a fire extinguisher on the afflicted area. 5. Proceed to Electrical Fire Checklist. If fire does not extinguish… 6. Land as soon as possible. Consider off-airport landing if necessary for safety of occupants. If fire extinguishes… 7. Land as soon as practical. 8. If electrical power is necessary for continuance of flight, turn Master Switch On. 9. Check circuit breakers for signs of a faulty circuit. Do not reset any breakers that have been tripped. 10. Turn on individual electrical components one at a time, and ensure that a fire does not restart. 11. Open Cabin Air and Cabin Heat/Defrost Vents as applicable. Lake Elmo Aero, LLC – October 2021 47 Emergency Descent Ref: AFH 17-6 Objective: To safely and rapidly descend the aircraft. 1. Reduce the Throttle to Idle. 2. Enter a steep bank (30-45 degrees). 3. Lower the nose of the aircraft and pitch for 125 KIAS [VNO]. 4. Plan to recover by 1000’ AGL. To recover… 5. Level the wings to the horizon and stop the descent. 6. Apply throttle when airspeed decreases safely below 113 KIAS [VA]. 7. Return to cruise flight or complete the Power-Off Landing procedure, as applicable. NOTE: In a non-training scenario requiring this action, descent at up to 154 KIAS [VNE] is permitted if necessary. Lake Elmo Aero, LLC – October 2021 48 Engine Roughness Ref: AFH 17-14 Objective: To diagnose and rectify a rough-running engine. 1. Apply Carburetor Heat and a high throttle setting (about 2500 RPM). If carburetor ice exists, engine will momentarily run even worse while ice is melted and passes through the engine. Operation should return to normal after 30 seconds. If no change is observed after one minute, close Carburetor Heat. 2. Turn the Electric Boost Pump On. 3. Switch the Fuel Selector to each individual tank for about 30 seconds apiece. If one tank runs more smoothly, remain on that tank and carefully monitor fuel quantity. 4. Set the mixture to Full Rich. If already Full Rich, attempt to slowly lean the Mixture by about an inch and a half. This will cause the engine’s combustion temperature to increase, which could burn away lead or carbon deposits causing roughness. If no change is observed after one minute, return the Mixture to Full Rich. 5. Switch the Ignition Switch to each individual magneto position (L and R) to test operation of each magneto. If one magneto runs more smoothly, remain on that magneto and land as soon as practical. If no change is immediately observed, return the Ignition Switch to Both. 6. Confirm the Primer is in the Locked position. If not, slowly push the Primer in and rotate it so that it remains locked. 7. If Engine Roughness continues, land as soon as possible and prepare for a loss of engine power. NOTE: On airplanes with SureFly Electronic Ignition installed, the Left Magneto is the solid-state electronic ignition source. Lake Elmo Aero, LLC – October 2021 49 Loss of Oil Pressure Ref: POH 3-3 and 3-9, AFH 17-14 Objective: To safely manage a loss of oil pressure in flight. If Low Oil Pressure is accompanied by Normal or Low Oil Temperature… 1. Land as soon as practical. If Oil Pressure is completely lost, or if Low Oil Pressure is accompanied by High Oil Temperature… 1. Prepare for a loss of engine power. 2. If the airplane is climbing, stop the climb. 3. Reduce Throttle to 2200 RPM and maintain level flight. 4. Set Mixture to Full Rich. If Oil Pressure and Oil Temperature do not return to normal range… 5. Land as soon as possible. Lake Elmo Aero, LLC – October 2021 50 High Oil Temperature Ref: AFH 17-14, POH 3-4 and 3-10 Objective: To safely cool the engine in the event of an overheat. If High Oil Temperature is accompanied by Low Oil Pressure… 1. See “Loss of Oil Pressure” procedure. If High Oil Temperature is detected, and Oil Pressure is normal… 1. If the airplane is climbing, stop the climb. 2. Reduce throttle to 2200 RPM for a minute or so to allow the airplane to accelerate. This will force more air over the engine. If airplane is equipped with CHT gauge, monitor this as well (keep below 420F/215C if possible). If Oil Temperature returns to normal… 3. Resume normal operations, but climb at a higher-than-normal speed (at least 73 KIAS [VY] to facilitate cooling) when required. If Oil Temperature does not return to normal… 4. Land as soon as practical. Lake Elmo Aero, LLC – October 2021 51 Alternator Failure Ref: POH 3-9, AFH 17-11 Objective: To manage electrical load and return for a safe landing in the event of an alternator failure. 1. Prepare for the possibility of an electrical fire. Go to the Electrical Fire procedure if applicable. 2. Turn off all unnecessary electrical equipment to reduce system load, including… a. External lights (as safe/required). b. Secondary communication radio(s). 3. Unplug all devices from the airplane’s 12-volt charging socket. 4. Check circuit breakers. a. If no circuit breakers are tripped, cycle the Alternator Master Switch. i. If Alternator power is not restored, land as soon as possible. b. If one or more circuit breaker(s) is tripped… i. If the equipment is unnecessary for the safety of flight, leave it tripped and cycle the Alternator Master Switch. ii. If the equipment is necessary for the safety of flight, the use of emergency authority to reset the breaker can be used. Land at the nearest suitable airport. 5. Minimize inputs that require heavy electrical load, including transmitting on Communication radios. 6. Land as soon as practical (if in IMC, land as soon as possible). NOTE : Resets of circuit breakers protecting necessary equipment can be attempted, but prepare for the possibility of an Electrical Fire and do not attempt to reset the same breaker more than once. NOTE: The Piper Archer’s alternator is equipped with an overvolt-sensing alternator, which will shut off if output voltage exceeds normal parameters. This will trigger the amber “ALT” light, and will take the form of an Alternator failure. Recycling power to the alternator will reset this failsafe system, and can be attempted once to restore electrical power. Multiple resets should not be attempted. NOTE: When cycling the Alternator Master Switch, use caution to avoid turning the Battery Master Switch off in flight. Lake Elmo Aero, LLC – October 2021 52 Electrical System Failure Ref: AFH 17-11 Objective: To manage electrical load and return for a safe landing in the event of a loss of electrical power. 1. Turn off Battery and Alternator Master Switches. 2. Turn off all individual electrical switches (such as lights and Avionics Master switch). 3. Prepare for the possibility of an electrical fire. Go to the Electrical Fire procedure if applicable. 4. Turn the Battery Master Switch on. a. If electrical power is not restored, land as soon as practical and do not continue troubleshooting. Due to the electrical system being inoperative, plan to land without flaps. If electrical power is restored… 5. Turn the Alternator Master Switch on. a. If Alternator Over-Voltage Light illuminates, turn Alternator Master Switch Off and land as soon as practical. 6. Individually, turn on each component to isolate the problem. Use caution and make sure each individual component does not cause an electrical abnormality. 7. Land as soon as practical. Lake Elmo Aero, LLC – October 2021 53 Spin Recovery Ref: AFH 4-13 Objective: To safely recover from an uncoordinated, aggravated stall. 1. Reduce the Throttle to Idle. 2. Return the Ailerons to the neutral position. Attempting to recover from a spin with aileron input can further aggravate the aspin. 3. Apply Rudder input in the direction opposite to the spin. The aircraft should stop spinning and become oriented in a steep dive. 4. Apply forward pressure on the Elevators to break the stall condition. Do not invert the aircraft or exceed 154 KIAS [VNE]. When the stall is broken and the aircraft is controllable… 5. Gradually recover from the dive and return to level flight with elevator input. Do not recover abruptly in order to avoid overstressing the aircraft beyond its rated structural limits (+3.8G) or inducing a secondary stall. 6. When level flight has been achieved, apply throttle as necessary to return to cruise flight. NOTE: Remember the following mnemonic in the event of a spin: PARE. Power: Idle. Ailerons: Neutral. Rudder: Opposite, to break the spin. Elevator: Forward, to break the stall. Then back to recover from the dive.