DSU Flight Maneuvers Standardization Manual

collision avoidance and maintaining a safe flying environment. BE SAFE – FLY SAFE! Pitch attitudes and power settings contained in this manual represent approximate values and are provided simply as a means of assisting the pilot in attaining desired performance. Also, note that the airspeed(s) in the Arrow section of this manual are listed for the PA-28R-200 in MPH and for the PA-28R-201 in KIAS. The Aviation Program encourages and welcomes your comments and suggestions to improve the quality of this manual. All recommendations should be submitted to the Chief Flight Instructor in writing. Please include a complete example of the suggest change with your revision recommendation. Initial 10/31/2013 Warrior 5 DSU Flight Maneuvers Standardization Manual PIPER WARRIOR AND WARRIOR II PA-28-151 AND PA-28-161 COMMON TASKS TRAFFIC PATTERN ARRIVA ....................................................................6 TRAFFIC PATTERN DEPARTURE ............................................................8 CLEARING TURNS ..................................................................................10 TAKEOFF AND CLIMB NORMAL TAKEOFF AND CLIMB ............................................................11 CROSSWIND TAKEOFF AND CLIMB .....................................................12 SHORT FIELD TAKEOFF ........................................................................13 SOFT FIELD TAKEOFF ...........................................................................14 FLIGHT MANEUVERS MANEUVERING DURING SLOW FLIGHT...............................................15 POWER OFF STALLS .............................................................................16 POWER ON STALLS ...............................................................................17 SECONDARY STALL ...............................................................................18 ELEVATOR TRIM STALL .........................................................................19 CROSS-CONTROL STALL ......................................................................20 ACCELERATED STALL ...........................................................................21 STEEP TURNS ........................................................................................22 CHANDELLES..........................................................................................23 LAZY EIGHT.............................................................................................24 STEEP SPIRAL ........................................................................................26 EMERGENCY DESCENT ........................................................................28 EMERGENCY APPROACH AND LANDING ............................................30 RECTANGULAR COURSE ......................................................................32 S-TURNS ACROSS A ROAD ...................................................................34 TURNS AROUND A POINT .....................................................................36 EIGHTS ON PYLONS ..............................................................................38 SPIN AWARENESS .................................................................................40 APPROACH AND LANDING NORMAL APPROACH AND LANDING ....................................................42 CROSSWIND APPROACH AND LANDING .............................................44 SHORT FIELD APPROACH AND LANDING ...........................................46 SOFT FIELD APPROACH AND LANDING ..............................................48 POWER-OFF 180° ACCURACY APPROACH AND LANDING ................50 GO-AROUND/REJECTED LANDING ......................................................52 FORWARD SLIP TO LANDING ...............................................................54 WARRIOR V-SPEEDS ........................................................................................55 Initial 10/31/2013 Warrior 6 DSU Flight Maneuvers Standardization Manual TRAFFIC PATTERN ARRIVAL W I N D Initial 10/31/2013 Warrior 7 DSU Flight Maneuvers Standardization Manual TRAFFIC PATTERN ARRIVAL Ref: FAA-H-8083-3A (Airplane Flying Handbook) Aeronautical Information Manual (AIM) Objective: To develop the ability to safely and efficiently arrive at an uncontrolled airport, or after arrival, the procedure to utilize for traffic pattern operations. 1. Complete the Descent Checklist 2. At least 10 nm from the airport, attempt to determine the active runway If the runway in use cannot be determined: 3. Over fly the airport at 1000’ above traffic pattern altitude to observe traffic, wind direction indications, wind socks to determine a runway to use. NOTE Remain vigilant for other traffic 4. At least 2 nm from the runway enter the traffic pattern at traffic pattern altitude on a 45° entry to the downwind, maintaining a one-half mile distance from the runway on the downwind leg 5. Complete the appropriate approach and landing procedures checklist NOTE The above procedures assume an ideal pattern situation. Other traffic, ATC, local traffic pattern restrictions and noise abatement procedures, obstacles, etc., may require a modification of these procedures. In all cases, the pilot shall exercise good judgment and maintain positive airplane control Standards Private: Maintains proper spacing from other aircraft Maintains orientation with landing runway Maintains traffic pattern altitude + 100 and + 10 KIAS Commercial: Maintains proper spacing from other aircraft Maintains orientation with landing runway Maintains traffic pattern altitude + 50 and + 10 KIAS Initial 10/31/2013 Warrior 8 DSU Flight Maneuvers Standardization Manual TRAFFIC PATTERN DEPARTURE Initial 10/31/2013 Warrior 9 DSU Flight Maneuvers Standardization Manual TRAFFIC PATTERN DEPARTURE Ref: FAA-H-8083-3A (Airplane Flying Handbook) Aeronautical Information Manual (AIM) Objective: To safely depart an airport after takeoff or integrate into the flow of traffic when remaining in the traffic pattern. For Non-Tower Operations: Departing the Pattern Continue straight out for at least 2 miles before turning on course or After reaching pattern altitude, exit the pattern with a 45° turn in the direction of the traffic pattern Complete the climb checklist when appropriate Remaining in the pattern Commence a turn to the crosswind leg when beyond the departure end of the runway and within 300’ of pattern altitude (600’ at 33N) NOTE The above procedures assume an ideal pattern situation. Other traffic, ATC, local traffic pattern restrictions and noise abatement procedures, obstacles, etc., may require a modification of these procedures. In all cases, the pilot shall exercise good judgment an maintain positive airplane control Standards Private: Maintains proper spacing from other aircraft Maintains orientation with landing runway Maintains traffic pattern altitude + 100 and + 10 KIAS Commercial: Maintains proper spacing from other aircraft Maintains orientation with landing runway Maintains traffic pattern altitude + 50 and + 10 KIAS Initial 10/31/2013 Warrior 10 DSU Flight Maneuvers Standardization Manual CLEARING TURNS Ref: Aeronautical Information Manual (AIM), Section 4 Objective: To exercise conscientious and continuous surveillance of the airspace in which the airplane is being operated. 1. Complete the Maneuvers Checklist First 90° clearing turn: 2. Visually scan the area to the left and to the right of the aircraft 3. Select a visual landmark off the wing tip in the direction of the turn to be executed as a 90° reference point to roll onto 4. Enter into a 30° bank turn in the direction of the visual landmark 5. Continuously scan the area above, below and ahead of the flight path 6. After 90° of turn has been completed, rollout to wings level on the selected landmark Second 90° clearing turn: 7. Visually scan the area to the left and right of the aircraft 8. Select a visual landmark off the wing tip in the direction of the turn to be executed as a 90° reference point to roll onto 9. Enter a 30° bank turn in the same or opposite direction 10. Continuously scan the area above, below and ahead of the flight path 11. After 90° of turn has been completed, rollout wings level on the selected landmark NOTE After completion of the second clearing turn and with no conflicting traffic observed, immediately commence the maneuver to be performed Initial 10/31/2013 Warrior 11 DSU Flight Maneuvers Standardization Manual NORMAL TAKEOFF AND CLIMB REF: FAA-H-8083-3A (Airplane Flying handbook) Objective: To safely execute a takeoff under normal conditions 1. Complete the Before Takeoff checklists 2. Center aircraft on runway centerline with nose wheel straight ahead 3. Advance the throttle smoothly forward to 2000 RPM, check engine instruments 4. Advance throttle to full forward 5. Maintain aircraft on centerline 6. Call out “airspeed alive” 7. Accelerate aircraft to 53 KIAS call out “VR rotate” and increase control yoke back pressure to pitch up until the glare shield meets the horizon (approximately 10°) 8. Accelerate to 75 KIAS [VY] and climb on centerline, trim as necessary 9. At 1000’ AGL, decrease pitch to establish and maintain 87 KIAS climb 10. Execute a traffic pattern departure procedure 11. After leaving the traffic pattern, complete the climb checklist IF REMAINING IN THE PATTERN 12. Accelerate to 75 KIAS [VY] and climb on centerline, trim as necessary 13. At 600’ AGL turn to crosswind 14. Continue climb to TPA (900 feet at 33N) and turn downwind, reduce power to 2100 RPM, trim as necessary 10 9 1-4 5,6 7,8 Standards: Private: Airspeed VY +10/-5 Commercial: Airspeed VY ±5 Initial 10/31/2013 Warrior 12 DSU Flight Maneuvers Standardization Manual CROSSWIND TAKEOFF AND CLIMB REF: FAA-H-8083-3A (Airplane Flying handbook) Objective: To safely execute a takeoff in cross wind conditions 1. Complete Before Takeoff checklists 2. Note wind direction and velocity 3. Taxi aircraft on runway centerline utilizing all runway possible and positioning the flight controls for existing wind conditions (Full ailerons into the wind and neutral elevator) 4. Advance the throttle smoothly forward to 2000 RPM check engine instruments 5. Advance throttle to full forward 6. Maintain aircraft on centerline with rudder pedals 7. Call out “air speed alive” 8. During ground roll, decrease aileron input to keep wings level 9. Accelerate aircraft to 53 KIAS call out “VR rotate” 10. Accelerate to 75 KIAS [VY] and climb on centerline, trim as necessary 11. At 600’ AGL, decrease pitch to establish and maintain 87 KIAS climb 12. Execute a traffic pattern departure procedure 13. After leaving the traffic pattern, complete the climb checklist NOTE Maintain VY (75 KIAS) if climb performance warrants IF REMAINING IN THE PATTERN 14. Accelerate to 75 KIAS [VY] and climb on centerline, trim as necessary 15. At 600’ AGL turn to crosswind 16. Continue climb to TPA (900 feet at 33N) and turn downwind, reduce power to 2100 RPM 12 . 11 1,5 6,8 9,10 Standards: Private: Airspeed VY +10/-5 Commercial: Airspeed VY ±5 Initial 10/31/2013 Warrior 13 DSU Flight Maneuvers Standardization Manual SHORT FIELD TAKEOFF Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To obtain maximum performance during takeoff and minimize the runway length required 1. Complete Before Takeoff checklists and set flaps to 25° (2nd notch) 2. Taxi aircraft on runway centerline utilizing all available runway and center nose wheel 3. Firmly depress the brake pedals to ensure holding the airplane in position during full power run-up 4. Advance the throttle forward to 2000 RPM, check engine instruments 5. Smoothly advance the throttle to full forward, check static power (2200-2250 RPM), and then release the brakes 6. Maintain directional control and runway centerline with the rudder pedals 7. Call out “air speed alive” 8. Accelerate aircraft to 52 KIAS (50 KIAS PA-28-161) call out “VR rotate” 9. Accelerate and climb at 63 KIAS (VX) until obstacles are cleared or 50 ft. AGL 10. Decrease pitch and accelerate to 75 KIAS (VY) 11. Once a positive rate of climb is established at 75 KIAS (VY) incrementally reduce flaps to 0° 12. Climb out as normal 11,12 10 75 VY 9 1,5 6,8 63 VX 52 VR Standards: Private: Airspeed +10/-5 Commercial: VX +5/-0 K., then VY ±5 Initial 10/31/2013 Warrior 14 DSU Flight Maneuvers Standardization Manual SOFT FIELD TAKEOFF Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To obtain maximum performance when taking off from a soft or rough surface runway. 1. Complete Before Takeoff checklists and set flaps to 25° (2nd notch) 2. Taxi toward the takeoff position with full back pressure on the yoke while using proper crosswind correction techniques 3. Without braking or stopping the airplane, smoothly and continuously apply full throttle, checking engine instruments and lifting the nose wheel clear of the runway as soon as possible (approximately 5-8°) NOTE Do not allow the airplane to pitch up excessively causing a tail strike 4. Maintain directional control and runway centerline with the rudder pedals 5. As the aircraft’s nose begins to rise, release a little pressure on the yoke so that the aircraft does not become airborne prior to achieving adequate lift 6. As the main wheels lift off the runway, decrease pitch attitude to establish and maintain a level flight attitude while remaining in ground effect and: 7. If no obstacles are present, establish a positive rate of climb at 75 KIAS (VY) then slowly reduce flaps to 0° 8. If obstacles are present, accelerate to 63 KIAS (VX) and after clearing obstacles and positive rate of climb is established at 75 KIAS (VY) slowly reduce flaps to 0° 9. Climb out as normal. 9 8 75 VY 7 1,3 4,5 6 63 VX Standards: Private VX or VY +10/-5 Commercial: VX or VY ±5 75VY 63 VX Initial 10/31/2013 Warrior 15 DSU Flight Maneuvers Standardization Manual MANEUVERING DURING SLOW FLIGHT Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To recognize changes in aircraft flight characteristics and control effectiveness at critically slow airspeeds in various configurations. This maneuver may be done with or without flaps and maneuver recovery at or above 1500’ AGL 1. Complete the maneuvers checklist 2. Reduce throttle to 1700 RPM 3. Below VFE incrementally extend flaps to 40° 4. Maintain heading 5. Maintain altitude with power 6. Maintain airspeed with pitch 7. Establish airspeed at minimum airspeed, just above stall (Stall warning horn may be sounding continuously) 8. Execute climbs, descents and turns On Recovery: 9. Apply full power while maintaining altitude 10. Return to normal cruise flight 2200-2300 RPM 11. Perform cruise checklist 10 9 8 8 1 2 3,4,7 8 Standards: Private: altitude ±100 ft., heading ±10°, bank ±5°, airspeed +10/-0 Commercial: altitude ±50 ft., heading ±10°, bank ±5°, airspeed +5/-0 Initial 10/31/2013 Warrior 16 DSU Flight Maneuvers Standardization Manual POWER OFF STALLS Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To recognize the indications of an imminent or full stall during power off situations with the flaps down, and to make prompt, positive, and effective recoveries with a minimum loss of altitude. 1. Complete the maneuvers checklist and plan to recovery by 2500 feet AGL 2. Reduce throttle to 1700 RPM, maintain altitude, trim as necessary 3. Below VFE smoothly extend flaps in succession [10,25,40], maintain altitude 4. Maintain altitude until reaching 63 KIAS and then establish a stabilized descent (trimmed) at 63 KIAS to simulate a normal approach to landing 5. Descend 100 ft. and then reduce throttle to idle 6. Maintain altitude in straight flight or in turns with up to 20° bank. Airspeed will drop requiring additional back pressure to maintain altitude 7. On first indication of an imminent stall [stall horn, mushy controls, buffeting] or full stall call out “Stalling” 8. Simultaneously lower the nose slightly below horizon and apply full throttle 9. Reduce flaps to 25° 10. Establish VX and subsequently VY, look for positive rate climb 11. At VY and a positive rate climb, retract flaps to 0° and climb to the starting altitude. 12. Return to normal cruise flight 2200-2300 RPM 13. Perform cruise checklist 1 2-4 5 12 6 7-9 10-11 Standards: Private: Heading ±10°, Bank <20° ±10°. Commercial: Heading ±10°, Bank <20° ±5°. Initial 10/31/2013 Warrior 17 DSU Flight Maneuvers Standardization Manual POWER ON STALLS Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To recognize the indications of an imminent or full stall during power on situations and to make prompt, positive, and effective recoveries with a minimum loss of altitude. 1. Complete the maneuvers checklist and plan to recovery by 2500 feet AGL 2. Reduce throttle to 1700 RPM or idle, adjusting pitch to maintain altitude, trim as necessary 3. Maintain altitude until reaching 63 KIAS, then set full power and smoothly increase pitch to approximately 20° 4. On first indication of an imminent stall [stall horn, mushy controls, buffeting] or full stall call out “Stalling” 5. Maintain coordinated use of the ailerons and rudder to level the wings and prevent entering into a spin 6. Simultaneously lower the nose slightly below horizon and apply full throttle 7. Adjust pitch to VY and minimize altitude loss, trim as necessary 8. Return to normal cruise flight 2200-2300 RPM 9. Perform cruise checklist 1 2-3 4 5-7 8 Standards: Private: Heading ±10°, Bank <20° ±10°. Commercial: Heading ±5°, Bank <20° ±5°. Initial 10/31/2013 Warrior 18 DSU Flight Maneuvers Standardization Manual SECONDARY STALL Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To recognize the effects of improper control usage inducing another stall after initiating a recovery from the initial stall. This is a demonstrated flight maneuver 1. Complete the maneuvers checklist and plan to recovery by 2500 feet AGL 2. Reduce throttle to 1700 RPM, adjusting pitch to maintain altitude, trim as necessary 3. Perform a Power-Off or Power-On Stall, as directed 4. At the stall call out, “Stalling”, reduce the angle of attack to regain control effectiveness and apply full power 5. Maintain coordinated use of the ailerons and rudder to level the wings and prevent a spin 6. Immediately increase the pitch attitude to induce another (secondary) stall 7. At the stall, call out, “Stalling”, reduce the angle of attack to regain control effectiveness and apply full power 8. Maintain coordinated use of the ailerons and rudder to level the wings and prevent a spin 9. Lower the nose to the horizon 10. Return to normal cruise flight 2200-2300 RPM 11. Perform cruise checklist 1-2 3-4 5 6-7 10 8 9 Standards: Student will demonstrate a basic understanding of the maneuver Initial 10/31/2013 Warrior 19 DSU Flight Maneuvers Standardization Manual ELEVATOR TRIM STALL Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To recognize the effects of not maintaining positive airplane control during a go-around/rejected landing. This is a demonstrated flight maneuver. 1. Complete the maneuvers checklist and plan to recovery by 2500 feet AGL 2. Reduce throttle to 1700 RPM, adjusting pitch and trim aircraft to maintain altitude 3. Below VFE (103 KIAS), extend flaps to 10°, adjust pitch and trim aircraft to maintain altitude 4. Extend the flaps to 25°, adjust pitch and trim aircraft to maintain altitude 5. Extend the flaps to 40°, adjust pitch and trim aircraft to maintain altitude 6. Maintain altitude until reaching 63 KIAS, and then establish a stabilized descent at 63 KIAS to simulate a normal approach to landing 7. Descend 100 feet and, apply full throttle, allowing the airplane to roll left and the pitch to increase to VX pitch attitude (approx. 12°) or at stall horn 8. Use enough forward yoke pressure to reduce the angle of attack and regain control effectiveness 9. Maintain coordinated use of the ailerons and rudder to level the wings 10. Adjust pitch to VY attitude and retract the flaps to 25°, re-trim as necessary 11. Incrementally retract flaps as airspeed increases 12. Return to the altitude, heading, and airspeed specified 1-2 3-5 6 7 8-9 10-11 12 Standards: Student will demonstrate a basic understanding of the maneuver Initial 10/31/2013 Warrior 20 DSU Flight Maneuvers Standardization Manual CROSS-CONTROL STALL Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To recognize the effects of improper control flight control technique. This is a demonstrated flight maneuver. 1. Complete the maneuvers checklist and plan to recovery by 2500 feet AGL 2. Reduce throttle to 1700 RPM, adjusting pitch and trim aircraft to maintain altitude NOTE Because of the possibility of exceeding VFE, flaps are not extended. 3. Maintain altitude until reaching 90 KIAS and then establish a stabilized descent at 90 KIAS to simulate a normal flaps up approach to landing 4. Descend 100 feet and simultaneously reduce power to idle and pick a reference point off the left or right wing tip 5. Turn towards the reference point using a 25-30° bank while: 6. Simultaneously applying excessive rudder pressure in the direction of the turn 7. Using opposite aileron to prevent over-banking while maintaining a constant 25- 30° bank during the turn, and 8. Increasing elevator back-pressure to keep the nose from lowering, achieving 11- 12° pitch up. 9. At imminent stall call out, “Stalling”, reduce pitch to regain control effectiveness, and apply full power. NOTE Completion of the maneuver should occur by the 90° reference point and before full deflection of the rudder and aileron. 10. Maintain coordinated use of the ailerons and rudder to level the wings and prevent entering into a spin. 11. Adjust pitch to the VX attitude (11-12° Up) (re-trimming as necessary) and minimize altitude loss. 12. Return to the altitude, heading, and airspeed specified. 1-4 5 6 7 8 9 Standards: Student will demonstrate a basic understanding of the maneuver Rev 1 5/30/2014 Warrior 21 DSU Flight Maneuvers Standardization Manual ACCELERATED STALL Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To demonstrate that the stall is a function of angle of attack, weight, and load factor, rather than airspeed. This is a demonstrated flight maneuver. 1. Complete the maneuvers checklist and plan to recover by 2500 feet AGL 2. Reduce throttle to 1700 RPM and decelerate at or below maneuvering speed (VA) adjusting pitch and trim aircraft to maintain altitude NOTE The flaps must be in the 0° (Up) position. 3. Establish a 45-50° bank to the left or right 4. After the bank and turn are established, smoothly and steadily increase elevator back-pressure. 5. As the airspeed reaches 20 knots above the un-accelerated stall speed (VS1), firmly increase elevator back-pressure. 6. At imminent stall (buffet): a. Note the indicated airspeed, Call out, “Stalling” b. Reduce pitch to regain control effectiveness c. Add power as necessary. 7. Maintain coordinated use of the ailerons and rudder to level the wings and prevent entry into a spin 8. Minimize altitude loss. 9. Return to the altitude, heading, and airspeed specified. 1-2 3 4-5 6 7-8 9 Standards: Student will demonstrate a basic understanding of the maneuver Initial 5/30/2014 Warrior 22 DSU Flight Maneuvers Standardization Manual STEEP TURNS Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To develop smoothness, coordination, orientation, division of attention, and control techniques while executing high performance turns. 1. Complete the maneuvers checklist and plan to recover by 1500 feet AGL 2. Establish airspeed below VA, trim as necessary 3. Choose a prominent landmark or note the heading 4. Roll into a 45° bank (private) or 50° bank (commercial) and begin a 360° turn 5. Rolling through 30°, add power as necessary to maintain altitude and airspeed 6. Begin roll out 15°-20° before the originating landmark or heading 7. Roll wings level and then, 8. Immediately roll into a 360° turn in the opposite direction 9. Complete the maneuver and return to straight and level flight 10. Complete the cruise checklist Standard: Private: Altitude±100 ft., Airspeed ±10, Bank ±5°, Heading ±10°. Commercial: Altitude ±100 ft., Airspeed ±10, Bank ±5°, Heading ±10° Initial 5/30/2014 Warrior 23 DSU Flight Maneuvers Standardization Manual CHANDELLES Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To develop the pilot’s coordination, orientation, planning, and feel for maximum performance flight, and to develop positive control techniques at varying airspeeds and attitudes. 1. Complete the maneuvers checklist and plan to recover by 1500 feet AGL 2. Establish airspeed below VA, trim as necessary 3. Select a reference point directly off the left or right wing tip 4. Roll into a coordinated 30° bank turn and neutralize rudder and aileron. 5. After the bank is established, smoothly initiate a climbing turn and apply full power 6. While maintaining a 30° bank, continue increasing the pitch attitude at a constant rate so as to attain the highest pitch (approx. 13-15°) at the 90° point in the turn 7. At the 90° point in the turn, maintain pitch attitude by continuing to increase elevator backpressure (due to decreasing airspeed) and initiate a slow rate of rollout 8. Maintain a constant roll out rate with aileron while increasing right rudder and increasing back pressure to maintain pitch, plan to decrease bank 10° by each 30° of heading change 9. Arrive at the 180° point with airspeed about 5 KIAS above stall, wings level, and coordinated flight. Maintain pitch for about 3 seconds. 10. Begin slowly decreasing pitch attitude to level flight and increasing airspeed. No altitude loss. 11. Complete the Cruise checklist Standards: Commercial: Airspeed just above stall, Heading ±10° Initial 5/30/2014 Warrior 24 DSU Flight Maneuvers Standardization Manual LAZY EIGHT W I N D 6 7 8 5 1-4 Initial 5/30/2014 Warrior 25 DSU Flight Maneuvers Standardization Manual LAZY EIGHT Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To develop the pilot’s feel for varying control forces, and the ability to plan and remain oriented while maneuvering the plane with positive and accurate control. 1. Complete the maneuvers checklist and complete the maneuver by 1500 feet AGL 2. Select a forced landing area and set power to cruise below VA 3. Select 45°, 90°, and 135 °reference points on or out toward the horizon 4. From straight and level flight, initiate a shallow climbing turn by simultaneously increasing bank and pitch slowly, planning to achieve maximum pitch (approx. 13°- 15°) and 15° bank angle at the 45° reference point. If the initial turn is to the left, a slight amount of right rudder and neutral aileron will be required to maintain coordination. If the initial turn is to the right, more right rudder will be required and slight opposite aileron at the 45° reference to prevent over-banking 5. From the 45° reference point allow the bank angle to continue increasing, and pitch to decrease so that at the 90° reference point the maximum bank angle (30°) is achieved and the pitch attitude is passing through level flight at minimum airspeed 6. From the 90° reference point, allow the pitch attitude to continue decreasing and initiate a slow decrease in bank angle while continuing a descending turn in the direction of the 135° reference point where the maximum pitch down attitude (approx. 13°-15°) should be achieved with a 15° bank angle 7. From the 135° reference point, continue decreasing the bank angle while allowing the pitch to increase so that the airplane returns to the entry airspeed and altitude by the 180° reference point 8. NOTE The airspeed should not exceed the entry airspeed during the turn from the 90° reference point to the 180° reference point 9. Proceed through the 180° point with no hesitation and begin a shallow climbing turn in the opposite direction, repeating the steps outlined above 10. Complete the maneuver at entry heading, airspeed and altitude 11. Return to normal cruise flight 2200-2300 RPM 12. Perform cruise checklist Standards: Commercial: Bank angle < 30°, Altitude ±100 ft., Airspeed ±10 KIAS Heading ±10°. Initial 5/30/2014 Warrior 26 DSU Flight Maneuvers Standardization Manual STEEP SPIRAL 1-4 5 6 8-9 7 Initial 5/30/2014 Warrior 27 DSU Flight Maneuvers Standardization Manual STEEP SPIRAL Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To improve pilot technique for airspeed and wind drift control, planning, orientation, and division of attention. 1. Determine wind direction 2. Establish an altitude that will allow at least 3 -360° turns before rollout 3. Select a forced landing area where an emergency landing can be made if necessary 4. Approach a prominent reference point to spiral around so as to enter on downwind 5. Close throttle and adjust pitch to establish and maintain best glide speed (73 KIAS), trim as necessary 6. Maintain a constant radius around the reference point adjusting the bank angle as necessary not to exceed 60° NOTE Prolonged idle power may result in excessive engine cooling or spark plug fouling, especially during cold weather. The engine should be cleared periodically by briefly advancing the throttle to cruise power. This should be done with a headwind to minimize groundspeed variation 7. Complete at least three 360° turns 8. Complete the maneuver on entry heading NOTE Recover no lower than 1500’ AGL unless combining the maneuver with a simulated Emergency Approach and Landing 9. Return to normal cruise flight 2200-2300 RPM 10. Perform cruise checklist Standards: Commercial: Bank angle < 60°, Altitude sufficient to complete three 360°, Airspeed ±10 KIAS, Heading ±10° Rev 1 5/30/2014 Warrior 28 DSU Flight Maneuvers Standardization Manual EMERGENCY DESCENT Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To descend the airplane as rapidly as possible, within the operating limitations of the airplane. 1. Complete the maneuvers checklist and complete the maneuver by 1500 feet AGL 2. Brief all passengers 3. Pick a visual landmark off the wing tip in the direction of turn 4. Throttle to Idle, reduce speed below maximum flap speed (VFE), extend flaps to 40° 5. Simultaneously roll into a 30°- 45° bank in direction of planned turn and adjust pitch to maintain 98 KIAS 6. Roll out on the 180° point in the turn and make shallow S-turns to continue checking for other traffic while descending 7. Approaching the target altitude, begin to level off by increasing pitch to reduce the descent rate 8. At target altitude, adjust pitch to maintain level flight 9. Set the aircraft for normal cruise flight 10. Perform Cruise Checklist. 11. Return to normal cruise flight 2200-2300 RPM 12. Perform cruise checklist Standards: Private: Airspeed, establishes appropriate airspeed, Maintains positive load factors during the descent Commercial: Airspeed + 10 KIAS, Maintains positive load factors during the descent, Altitude, + 100 feet Initial 10/30/2013 Warrior 29 DSU Flight Maneuvers Standardization Manual EMERGENCY APPROACH AND LANDING Ref: FAA-H-8083-3A (Airplane Flying Handbook) Piper Warrior Pilot’s Operation Manual (POH) Objective: To execute a safe approach and landing in the event of an engine failure NOTE When simulating an engine failure, the Instructor Pilot will call out “Simulated Engine Failure” 1. Establish the best glide speed VG 73 knots, trim as necessary 2. Determine wind direction and select a suitable landing site, checking the area in the immediate vicinity of the aircraft’s position 3. Turn the airplane towards the selected landing site 4. Go through the Right to Left memorization checklist. (Carb heat on, Mixture, Throttle, Fuel pump, Primer, Magnetos, Fuel Selector 4. If altitude permits, complete the emergency checklist 5. If engine restart is unsuccessful, maneuver the aircraft as necessary for the approach and landing 6. Squawk transponder code 7700 and transmit mayday on 121.5 NOTE Prolonged idle power may result in excessive engine cooling or spark plug fouling, especially during cold weather. The engine should be cleared periodically by briefly advancing the throttle to cruise power. This should be done with a headwind to minimize groundspeed variation NOTE How to maneuver the aircraft for the pattern and the approach and landing will depend on many variables, including location of the closest suitable landing site to the aircraft’s current position, altitude, wind direction, landing direction, obstructions, etc. All variables must be considered when developing a maneuvering plan 7. When appropriate, maneuver the aircraft to arrive at a point abeam the point of intended landing at 1000’ AGL 8. Turn onto the base leg and determine if adjustment of the flight path of the base leg is necessary to conserve or dissipate altitude to ensure reaching the desired landing point 9. Complete the Power Off Landing checklist: a. Ignition – OFF b. Master Switch – OFF c. Fuel Selector – OFF d. Mixture – IDLE CUT-OFF e. Seat Belts and Harnesses – TIGHT Initial 10/30/2013 Warrior 30 DSU Flight Maneuvers Standardization Manual NOTE Unless the approach is made to an airport runway, the simulated emergency approach and landing should be terminated as soon as it can be determined that a safe landing could have been made, or 500’ AGL, whichever occurs first Standards: Private: Best Glide ±10 KIAS Commercial: Best Glide ±10 KIAS High Key Point (1000’ AGL) Adjust base as necessary to ensure landing Initial 10/30/2013 Warrior 31 DSU Flight Maneuvers Standardization Manual RECTANGULAR COURSE Initial 10/30/2013 Warrior 32 DSU Flight Maneuvers Standardization Manual RECTANGULAR COURSE Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To maneuver the airplane over a predetermined ground path while dividing attention inside and outside the airplane. 1. Determine the wind direction 2. Perform Clearings turns and plan to execute the maneuver between 600-1000 feet AGL 3. Select a forced landing area 4. Establish and maintain a speed below VA 5. Enter either left or right pattern on a 45° angle to the mid-field downwind leg 6. Establish a crab angle as necessary to maintain a uniform distance from the area boundaries for each leg of the maneuver NOTE The airplane should be flown parallel to and at a uniform distance ¼ to ½ mile away from the field boundaries 7. Begin the turn to next leg when airplane is abeam the corner of the area boundary 8. Vary the bank angle (not to exceed a 45° bank) to maintain a constant radius during the turns 9. Depart on a 45° from the downwind at the downwind turn boundary 10. Return to normal cruise flight 2200-2300 RPM 11. Perform cruise checklist Standards: Private: Airspeed ±10 KIAS, Altitude ±100 Initial 10/30/2013 Warrior 33 DSU Flight Maneuvers Standardization Manual S-TURNS ACROSS A ROAD Initial 10/30/2013 Warrior 34 DSU Flight Maneuvers Standardization Manual S-TURNS ACROSS A ROAD Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To teach the student to maneuver the airplane over a predetermined ground path while dividing attention inside and outside the airplane 1. Determine the wind direction 2. Perform clearing turns and maneuver must be executed between 600-1000 feet AGL 3. Pick an area that includes an emergency landing field 4. Establish and maintain a speed below VA 5. Enter on a downwind heading 6. When directly over a reference line or road (highest groundspeed), roll into the steepest bank (not to exceed 45°) to initiate and maintaining a constant radius 7. As the turn continues (groundspeed decreases), begin to shallow the bank as necessary to continue maintaining a constant radius 8. Level the wings when crossing the reference point (lowest groundspeed) and immediately begin a turn back in the opposite direction 9. As the turn continues (groundspeed increases), begin to steepen the bank as necessary to continue maintaining a constant radius 10. Level the wings when crossing the reference point (highest groundspeed) NOTE The rollouts must be timed in order to be straight and level directly over and perpendicular to the reference line or road 11. Return to normal cruise flight 2200-2300 RPM 12. Perform cruise checklist Standards: Private: Airspeed ±10 K., Altitude ±100 ft. Initial 10/30/2013 Warrior 35 DSU Flight Maneuvers Standardization Manual TURNS AROUND A POINT Initial 10/30/2013 Warrior 36 DSU Flight Maneuvers Standardization Manual TURNS AROUND A POINT Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To maneuver the airplane over a predetermined ground path while dividing attention inside and outside the airplane. 1. Determine the wind direction 2. Perform Clearings turns and plan to execute the maneuver between 600-1000 feet AGL 3. Select a forced landing area 4. Establish and maintain a speed below VA 5. Enter the maneuver at cruise speed on downwind to one side of the selected reference point at a distance equal to the desired radius of urn 6. On entry downwind (highest groundspeed) and abeam the reference point, roll into the steepest bank (not to exceed 45°) to initiate and maintain a constant radius 7. As the turn continues (groundspeed decreases), begin to shallow the bank as necessary to continue maintaining a constant radius 8. Directly upwind (lowest groundspeed), the bank should be at its shallowest 9. As the turn continues (ground speed increases), begin to steepen the bank as necessary to continue maintaining a constant radius 10. Complete two complete circles, or as directed, and depart on the entry heading 11. Return to normal cruise flight 2200-2300 RPM 12. Perform cruise checklist Standards: Private: Airspeed ±10 K., Altitude ±100 ft. Initial 10/30/2013 Warrior 37 DSU Flight Maneuvers Standardization Manual EIGHTS ON PYLONS Rev 1 5/30/2014 Warrior 38 DSU Flight Maneuvers Standardization Manual EIGHTS ON PYLONS Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To maneuver the airplane over a predetermined ground path while dividing attention inside and outside the airplane. 1. Determine the wind direction 2. Perform clearing turns and determine the pivotal altitude NOTE To determine the pivotal altitude, use the following calculation: Pivotal Altitude = (GS Knots)² (GS MPH)² 13 15 3. Select a forced landing area that will allow an emergency landing from any position in the maneuver 4. Establish and maintain an entry speed below VA 5. Enter the maneuver on a 45° to the downwind and at a distance from the pylons that will require up to 30° angle of bank at the steepest point 6. At the position where the pylon appears to be just ahead of a line extending from the pilot’s eye and parallel to the airplane’s lateral axis, lower the upwind wing to place the pilot’s line of sight on the pylon 7. As the turn is continued, the groundspeed of the airplane will decrease as the wind changes from a tailwind to a crosswind. To keep the pylon on the reference line, the pilot must lower the altitude by pitching down. As the airplane continues to turn, the wind changes to a headwind, ground speed decreases, requiring a lower pivotal altitude to maintain the reference line on the pylon. The pilot adjusts by pitching down if necessary NOTE The effects of the wind on the airplane’s groundspeed should be anticipated so as to smoothly adjust pitch, where necessary, to maintain the line of sight reference with the pylon 8. As the airplane turns toward a downwind heading, plan to roll out to maintain a 45° ground track across the road /section line in straight and level flight for 3 to 5 seconds 9. Lead the roll in on the second pylon as in the first and maintain the reference point with pitch changes to continue the maneuver 10. Maintain division of attention away from the ground reference point to continue collision avoidance as well as inside the airplane to check flight instruments for accuracy and engine instruments for proper operation Standards: Commercial: Maximum bank angle 30-40°. Initial 10/31/2013 Warrior 39 DSU Flight Maneuvers Standardization Manual SPIN AWARENESS 5-6 1-2 3 4 7 8 9-10 This maneuver is authorized only in the Tomahawk during spin training as required in the CFI-A Course Initial 10/31/2013 Warrior 40 DSU Flight Maneuvers Standardization Manual SPIN AWARENESS Ref: FAA-H-8083-3A (Airplane Flying Handbook) AC 61-67C Objective: To develop awareness regarding the recognition of, entry into, and recovery from spins. This outline is presented to facilitate student/instructor discussion. AERODYNAMICS  Why does an aircraft spin, and why is it bad?  Phases o Stall: pre-spin, uncoordinated stall o Incipient: first few unbalanced turns o Developed: balanced forces, though not necessarily “auto-rotating” o Recovery: control inputs might take one turn or more to take effect  Effects of aileron inputs  Effects of power and flat spins o Unrecoverable spins CONSIDERATIONS  Spin-prone situations o Base-to-final, slow uncoordinated flight  Configurations which worsen spins o CG location: forward has easier entry and exit than aft o Weight; heavy is harder to enter, but harder to exit AWARENESS  Banked, opposite rudder, full aft elevator  Enters developed phase after one to two turns  Orientation by outside references o Tumbling gyros RECOGNITION AND RECOVERY  Wing drop during a stall indicates stall phase of a spin  Recover by upsetting the aerodynamically balanced or balancing forces o Rudder opposite to counter the spin o Controls neutral, forward pressure to break stall o Rudder normal o Controls to maintain level flight o Throttle as required o Flat spins require throttle to idle and any forward cg changes possible o The pedal with the most resistance will recover the spin o Avoid over speeding in the recovery dive AIRCRAFT  Spin approval  Aircraft category Initial 10/31/2013 Warrior 41 DSU Flight Maneuvers Standardization Manual NORMAL APPROACH AND LANDING 1-8 9-10 10 11 Initial 10/31/2013 Warrior 42 DSU Flight Maneuvers Standardization Manual NORMAL APPROACH AND LANDING Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To safely and accurately establish and maintain a stabilized approach to a landing in a designated area. 1. Complete the Landing Checklist 2. At least 2 nm from the runway, enter the traffic pattern at traffic pattern altitude on a 45° entry to the downwind, maintaining ½ mile distance from the runway on the downwind leg 3. Abeam the point of intended landing, reduce throttle to 1700 RPM 4. Below VFE (103 knots) extend flaps to 10° 5. Maintain 85 KIAS and 300-500 ft./min descent 6. When the touchdown point is 45° to the rear of the wing root (or as appropriate for wind conditions), commence a turn to the base leg 7. Extend flaps to 25° and slow the aircraft to 75 KIAS 8. Visually verify that the final approach (including the extended final and the opposite base leg) is clear, and then turn to final 9. When landing is assured, extend flaps to 40° establish and maintain 63 KIAS (+1/2 gust factor if appropriate). Trim as necessary NOTE The approach must be stabilized by 200 feet. If not, execute a go-around 10. At the round out, commence reducing power to idle, continuing the flare to touch down on the main wheels first, holding the nose wheel off with back pressure throughout the rollout; allow settling gently 11. Maintain directional control throughout the rollout, slowing sufficiently before turning onto a taxiway Standards: Private: Airspeed +10/-5 KIAS. Touch Down: 400 ft. Commercial: Airspeed ±5 KIAS. Touch Down 200 ft. Initial 10/31/2013 Warrior 43 DSU Flight Maneuvers Standardization Manual CROSSWIND APPROACH AND LANDING 1-8 9-10 10 11 12 Initial 10/31/2013 Warrior 44 DSU Flight Maneuvers Standardization Manual CROSSWIND APPROACH AND LANDING Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To safely and accurately establish and maintain a stabilized approach to a landing, correcting for a crosswind during the approach, touchdown, and rollout. 1. Complete the Landing Checklist 2. At least 2 nm from the runway, enter the traffic pattern at traffic pattern altitude on a 45° entry to the downwind, maintaining ½ mile distance from the runway on the downwind leg 3. Abeam the point of intended landing, reduce throttle to 1700 RPM 4. Below VFE (103 knots) extend flaps to 10° 5. Maintain 85 KIAS and 300-500 ft./min descent 6. When the touchdown point is 45° to the rear of the wing root (or as appropriate for wind conditions), commence a turn to the base leg 7. Extend flaps to 25° and slow the aircraft to 75 KIAS 8. Visually verify that the final approach (including the extended final and the opposite base leg) is clear, and then turn to final 9. When landing is assured, extend flaps to 40° establish and maintain 63 KIAS (+1/2 gust factor if appropriate). Trim as necessary Note In gusty wind conditions, consider using no more than 25° of flaps The approach must be stabilized by 200 feet. If not, execute a go-around 10. Use the wing-low method (side slip) for drift control 11. At the round out, reduce power to idle and continue the flare to touch down on the upwind main wheel first, followed with the downwind main wheel touchdown while holding the nose wheel off with back pressure throughout the rollout; allow settling gently 12. Increase aileron deflection into the wind while maintaining directional control throughout the rollout, slowing sufficiently before turning onto a taxiway Standards: Private: Airspeed +10/-5 KIAS. Touch Down: 400 ft. Commercial: Airspeed ±5 KIAS. Touch Down 200 ft. Initial 10/31/2013 Warrior 45 DSU Flight Maneuvers Standardization Manual SHORT-FIELD APPROACH AND LANDING 1-8 9-10 10 11 12-13 Initial 10/31/2013 Warrior 46 DSU Flight Maneuvers Standardization Manual SHORT FIELD APPROACH AND LANDING Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To safely and accurately establish and maintain a stabilized approach to a landing, obtaining maximum performance by stopping in a minimum distance. 1. Complete the Landing Checklist 2. At least 2 nm from the runway, enter the traffic pattern at traffic pattern altitude on a 45° entry to the downwind, maintaining ½ mile distance from the runway on the downwind leg 3. Abeam the point of intended landing, reduce throttle to 1700 RPM 4. Below VFE (103 knots) extend flaps to 10° 5. Maintain 80 KIAS and 300-500 ft./min descent 6. When the touchdown point is 45° to the rear of the wing root (or as appropriate for wind conditions), commence a turn to the base leg 7. Extend flaps to 25° and slow the aircraft to 70 KIAS 8. Visually verify that the final approach (including the extended final and the opposite base leg) is clear, and then turn to final 9. When landing is assured, extend flaps to 40° establish and maintain 57 KIAS (+1/2 gust factor if appropriate). Trim as necessary NOTE The approach must be stabilized by 200 feet. If not, execute a go-around 10. Before the roundout, begin smoothly reducing power, continuing the power reduction during the roundout while increasing pitch to maintain a constant glide path to the desired touchdown point NOTE Avoid closing the throttle rapidly, which may result in an immediate increase in the rate of decent and a hard landing 11. Touch down at minimum controllable airspeed, with the throttle at idle position, on the main wheels first, plan for minimum float 12. Immediately after touchdown, apply maximum aerodynamic braking 13. Applying heavy braking when nose wheel is on runway. Standards: Private: Airspeed +10/-5 KIAS. Within 200 ft. of intended landing point Commercial: Airspeed ±5 KIAS. Within 100 ft. of intended landing point Initial 10/31/2013 Warrior 47 DSU Flight Maneuvers Standardization Manual SOFT-FIELD APPROACH AND LANDING 1-8 9-10 10 11 12 Initial 10/31/2013 Warrior 48 DSU Flight Maneuvers Standardization Manual SOFT FIELD LANDING Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To develop the student’s ability to safely and accurately maintain a stabilized approach to land the airplane obtaining maximum performance by touching down at the slowest possible airspeed. 1. Complete the Landing Checklist 2. At least 2 nm from the runway, enter the traffic pattern at traffic pattern altitude on a 45° entry to the downwind, maintaining ½ mile distance from the runway on the downwind leg 3. Abeam the point of intended landing, reduce throttle to 1700 RPM 4. Below VFE (103 knots) extend flaps to 10° 5. Maintain 80 KIAS and 300-500 ft./min descent 6. When the touchdown point is 45° to the rear of the wing root (or as appropriate for wind conditions), commence a turn to the base leg 7. Extend flaps to 25° and slow the aircraft to 70 KIAS 8. Visually verify that the final approach (including the extended final and the opposite base leg) is clear, and then turn to final 9. When landing is assured, extend flaps to 40° establish and maintain 63 KIAS (+1/2 gust factor if appropriate). Trim as necessary NOTE The approach must be stabilized by 200 feet. If not, execute a go-around 10. At the round out, commence reducing power as necessary and initiating the flare to hold the airplane 1-2 feet off the surface in ground effect as long as possible to gradually dissipate forward speed, Power may be used to slow the rate of descent and soften the touchdown. 11. Touchdown on the main wheels first holding the nose wheel off with back pressure throughout the rollout 12. Taxi off runway without stopping and with the use of little or no brakes. NOTE Conduct all taxi operations with the control wheel fully aft. On softer surfaces, additional power may be needed to maintain taxi speed and to avoid becoming stuck. Avoid the use of brakes to prevent imposing a heavy load on the nose gear, causing the nose gear to “dig” into the soft surface. Standards: Private: Airspeed +10/-5 KIAS Commercial: Airspeed ±5 KIAS POWER–OFF 180° ACCURACY Initial 10/31/2013 Warrior 49 DSU Flight Maneuvers Standardization Manual APPROACH AND LANDING POWER-OFF 180° ACCURACY APPROACH AND LANDING Initial 10/31/2013 Warrior 50 DSU Flight Maneuvers Standardization Manual Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To demonstrate the judgment, technique, and skill necessary for accurately flying the airplane, without power, to a safe landing. 1. Complete the Landing Checklist 2. At least 2 nm from the runway, enter the traffic pattern at pattern altitude on a 45° entry to the downwind, maintaining ½ mile distance from the runway on the downwind leg 3. Abeam the point of intended landing, reduce throttle to idle, slowing to VG (73 KIAS), and then commence a descent at 73 KIAS, Trim as necessary 4. At a point appropriate for wind conditions, commence a turn to the base leg using a medium to steep bank angle (20°-30°) NOTE Establish and then adjust the base leg toward, perpendicular, or away from the intended touchdown point, considering altitude and wind conditions, so as to conserve or dissipate altitude as necessary to reach the intended touchdown point 5. On base leg, add flaps as necessary and maintain glide (73 KIAS). The base leg is not a fixed point on the ground and may be adjusted to accommodate varying conditions 6. Visually verify that the final approach (including the extended final and the opposite base leg) is clear, and then turn to final 7. When landing is assured, extend flaps to 40° establish and maintain 63 KIAS (+1/2 gust factor if appropriate). Trim as necessary NOTE The approach must be stabilized by 200 feet. If not, execute a go-around 8. At the round out, commence reducing power to idle, continuing the flare to touch down on the main wheels first, holding the nose wheel off with back pressure throughout the rollout; allow settling gently 9. Maintain directional control throughout the rollout, slowing sufficiently before turning onto a taxiway Standards: Commercial: Airspeed ±5 KIAS, Within 200 ft. of intended touchdown point GO-AROUND/REJECTED LANDING Initial 10/31/2013 Warrior 51 DSU Flight Maneuvers Standardization Manual Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To develop the ability to safely transition at a critical time from the approach and landing phase to the climb. 1. Upon deciding to go-around: a. Power full forward (carb heat off) b. Flaps reduce to 25° immediately c. Pitch up slightly d. Climb at 63 KIAS (VX) e. Obstacle cleared – flaps up incrementally f. Accelerate to 75 KIAS (VY) 2. Maintain directional control and proper wind-drift correction throughout the climb 3. Execute an appropriate departure procedure, or remain in the traffic pattern as appropriate 4. Complete the Go Around Checklist e-f 1 d a-c Standards: Private: Airspeed +10/-5 KIAS Commercial: Airspeed ±5 KIAS Initial 10/31/2013 Warrior 52 DSU Flight Maneuvers Standardization Manual INTENTIONALLY LEFT BLANK Initial 10/31/2013 Warrior 53 DSU Flight Maneuvers Standardization Manual FORWARD SLIP TO LANDING 27 5 4 3 Initial 10/31/2013 Warrior 54 DSU Flight Maneuvers Standardization Manual FORWARD SLIP TO LANDING Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To increase the descent rate on a final approach path without increasing airspeed. 1. Visually verify that the final approach (including the extended final and the opposite base leg) is clear, and then turn to final 2. Select an intended point of touchdown 3. Initiate the slip by simultaneously using down aileron into the wind and opposite rudder 4. Use an appropriate amount of bank and yaw to maintain a ground track that is aligned with the runway centerline, the nose should not be aligned with the ground track NOTE The amount of slip (sink rate) is determined by the bank angle; the steeper the bank—the greater the descent rate—the greater (steeper) the descent angle—the greater the need for opposite rudder up to the limit of rudder travel 5. Prior to the roundout, recover by simultaneously decreasing aileron and rudder deflections smoothly in time to land with the longitudinal axis of the airplane aligned with the runway centerline Standards: Private: Within 400 ft. of intended point of touchdown Initial 10/31/2013 Warrior 55 DSU Flight Maneuvers Standardization Manual Warrior V-Speeds Rotation Speed (VR) 53 Maneuvering Speed (VA) 88 – 111 Best Rate of Climb (VY) 75 (79 PA-161) Flaps Extended Speed (VFE) 103 Best Angle of Climb (VX) 63 Never Exceed Speed (VNE) 160 Stall Speed Flaps (VS0) 44 Best Glide Speed 73 Stall Speed Clean (VS1) 50 Cruise Climb 87 Speeds are for an aircraft operating at a gross weight of 2325 1.2VS1 = 60 1.2VS0 = 52 1.3VS0 = 57 VNO = 126 Flap extended positions 10, 25, 40 Max Demonstrated Crosswind Component 17 knots [sin x (wind)] Max Gross Weight 2325 lbs. Standard Empty Weight 1331 lbs Engine Manufacturer Lycoming Model O-320 Type Horizontally Opposed, Air Cooled Displacement 319 Cubic Inches Horsepower 150 HP Rated Speed (RPM) 2700 RPM Oil Max 8 qts Min 2 qts (DSU Min - 5 qts.) Prop Length 74 Inches Wing Span 35 Feet Fuel Grade 100LL (Blue) Quantity 48 Gal. Usable \ 2 Gal. Unusable Tire Pressure Main 24 PSI Nose 30 PSI Electrical System Battery 12 Volts; 25 Amp Hour Alternator 14 Volts; 60 Amps There is an ammeter that measures the electrical load on the alternator. Fuel System There are 48 gallons of usable fuel and 2 gallons of unusable fuel, which gives us a total of 50 gallons. There is one engine driven fuel pump and one electric fuel pump in the event of engine driven fuel pump failure. Initial 10/31/2013 Arrow 56 DSU Flight Maneuvers Standardization Manual PIPER ARROW PA-28R-200 AND PA-28R-201 NOTE Airspeeds for the PA-28R-200 (N402DS) are in MPH and airspeeds for the PA-28R-201 (N495DS) are in KIAS TAKEOFF AND CLIMB NORMAL TAKEOFF AND CLIMB ............................................................57 SHORT FIELD TAKEOFF ........................................................................58 SOFT FIELD TAKEOFF ...........................................................................59 FLIGHT MANEUVERS MANEUVERING DURING SLOW FLIGHT...............................................60 POWER OFF STALLS .............................................................................61 POWER ON STALLS ...............................................................................62 SECONDARY STALLS ............................................................................63 ELEVATOR TRIM STALL .........................................................................64 CROSS-CONTROL STALL ......................................................................65 ACCELERATED STALL ...........................................................................66 STEEP TURNS ........................................................................................67 CHANDELLES..........................................................................................68 LAZY EIGHT.............................................................................................69 STEEP SPIRAL ........................................................................................70 EMERGENCY DESCENT ........................................................................71 EMERGENCY APPROACH AND LANDING ............................................72 RECTANGULAR COURSE ......................................................................73 S-TURNS ACROSS A ROAD ...................................................................74 TURNS AROUND A POINT .....................................................................75 EIGHTS ON PYLONS ..............................................................................76 APPROACH AND LANDING NORMAL APPROACH AND LANDING ....................................................77 SHORT FIELD APPROACH AND LANDING ...........................................78 SOFT FIELD APPROACH AND LANDING ..............................................79 POWER-OFF 180° ACCURACY APPROACH AND LANDING ................80 GO-AROUND/REJECTED LANDING ......................................................81 ARROW V-SPEEDS ...........................................................................................82 Initial 10/31/2013 Arrow 57 DSU Flight Maneuvers Standardization Manual NORMAL TAKEOFF AND CLIMB REF: FAA-H-8083-3A (Airplane Flying handbook) Objective: To safely execute a takeoff under normal conditions 1. Complete the Before Takeoff checklists 2. Center aircraft on runway centerline with nose wheel straight ahead 3. Advance the throttle smoothly forward to 2000 RPM, check engine instruments 4. Advance power to full forward 5. Maintain aircraft on centerline 6. Call out “airspeed alive” 7. Accelerate aircraft to 65 MPH/65 KIAS call out “VR rotate”, increase control yoke back pressure to pitch up until the glare shield meets the horizon (approximately 10°) when positive rate climb call out “Positive rate – gear up” 8. Accelerate to 100 MPH/90 KIAS [VY Gear Up] and climb on centerline, trim as necessary 9. At 1000’ AGL, decrease pitch to establish and maintain 110 MPH/104 KIAS curse climb, set 25” MP and 2500 RPM 10. Execute a Traffic Pattern departure procedure 11. After leaving the traffic pattern, complete the climb checklist IF REMAINING IN THE PATTERN 12. Accelerate to 100 MPH/90 KIAS [VY Gear Up] and climb on centerline, trim as necessary 13. At 600’ AGL turn to crosswind, set 25”MP and 2500 RPM 14. Continue climb to TPA (900 feet at 33N) and turn downwind, reduce power to 20” MP Standards: Private: Airspeed VY +10/-5 Commercial: Airspeed VY ±5 Initial 10/31/2013 Arrow 58 DSU Flight Maneuvers Standardization Manual SHORT FIELD TAKEOFF Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To obtain maximum performance during takeoff and minimize the runway length required 1. Complete Before Takeoff checklists and set flaps to 25° (2nd notch) 2. Taxi aircraft on runway centerline utilizing all available runway and center nose wheel 3. Firmly depress the brake pedals to ensure holding the airplane in position during full power run-up 4. Advance the throttle forward to 2000 RPM, check engine instruments 5. Smoothly advance the throttle to full forward, check static power, and then release the brakes 6. Maintain directional control and runway centerline with the rudder pedals 7. Call out “air speed alive” 8. Accelerate aircraft to 60-65 MPH/50-60 KIAS call out “VR rotate” 9. Accelerate to VX (85 MPH/65 KIAS), when positive rate climb call out “Positive rate – gear up” and climb on centerline, trim as necessary 10. When obstacle is clear or 50’ AGL, accelerate and climb at 100 MPH/90 KIAS [VY Gear Up] 11. Incrementally reduce flaps to 0° 12. At 1000’ AGL, decrease pitch to establish and maintain 110 MPH/104 KIAS curse climb, set 25” MP and 2500 RPM 13. Climb out as normal Standards: Private: Airspeed +10/-5 Commercial: VX +5/-0 K., then VY ±5 Initial 10/31/2013 Arrow 59 DSU Flight Maneuvers Standardization Manual SOFT FIELD TAKEOFF Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To obtain maximum performance when taking off from a soft or rough surface runway. 1. Complete Before Takeoff checklists and set flaps to 25° (2nd notch) 2. Taxi toward the takeoff position with full back pressure on the yoke while using proper crosswind correction techniques 3. Without braking or stopping the airplane, smoothly and continuously apply full throttle, checking engine instruments and lifting the nose wheel clear of the runway as soon as possible (approximately 5-8°) NOTE Do not allow the airplane to pitch up excessively causing a tail strike 4. Maintain directional control and runway centerline with the rudder pedals 5. As the aircraft’s nose begins to rise, release a little pressure on the yoke so that the aircraft does not become airborne prior to achieving adequate lift 6. As the main wheels lift off the runway, decrease pitch attitude to establish and maintain a level flight attitude while remaining in ground effect and: 7. If no obstacles are present, accelerate to 95 MPH/78 KIAS (VY) and climb when positive rate call out “Positive rate – gear up” and climb on centerline, trim as necessary, slowly reduce flaps to 0° 8. If obstacles are present, accelerate to 85 MPH/72 KIAS (VX) and climb, when clear of obstacles and positive rate call out “Positive rate – gear up” and climb on centerline, trim as necessary, slowly reduce flaps to 0° 9. At 1000’ AGL, decrease pitch to establish and maintain 110 MPH/104 KIAS curse climb, set 25” MP and 2500 RPM 10. Climb out as normal. Standards: Private VX or VY +10/-5 Commercial: VX or VY ±5 Initial 10/31/2013 Arrow 60 DSU Flight Maneuvers Standardization Manual MANEUVERING DURING SLOW FLIGHT Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To recognize changes in aircraft flight characteristics and control effectiveness at critically slow airspeeds in various configurations. This maneuver may be done with or without flaps and gear, recover at or above 1500’ AGL 1. Complete the maneuvers checklist 2. Reduce power to 15” MP then gear down below VLE 3. Below VFE incrementally extend flaps to 40° 4. Maintain heading 5. Maintain altitude with power 6. Maintain airspeed with pitch 7. Establish airspeed at minimum airspeed, just above stall (Stall warning horn may be sounding continuously) 8. Execute climbs, descents and turns On Recovery: 9. Apply full power while maintaining altitude 10. Reduce the flaps to 25° 11. At 85 MPH/72 KIAS, Gear up (if down) 12. Reduce flaps to 0° while maintaining altitude (if extended) 13. Return to cruise flight: 23” MP and 2400 RPM 14. Perform cruise checklist Standards: Private: altitude ±100 ft., heading ±10°, bank ±5°, airspeed +10/-0 Commercial: altitude ±50 ft., heading ±10°, bank ±5°, airspeed +5/-0 Initial 10/31/2013 Arrow 61 DSU Flight Maneuvers Standardization Manual POWER OFF STALLS Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To recognize the indications of an imminent or full stall during power off situations with the flaps down, and to make prompt, positive, and effective recoveries with a minimum loss of altitude. 1. Complete the maneuvers checklist and plan to recover by 2500 feet AGL 2. Reduce power to 15” MP then gear down below VLE and adjust pitch to maintain altitude, trim as necessary 3. Below VFE smoothly extend flaps in succession [10,25,40], maintain altitude 4. Maintain altitude until reaching 90 MPH/75 KIAS and then establish a stabilized descent (trimmed) at entry airspeed to simulate a normal approach to landing 5. Descend 100 ft. and then reduce power to idle 6. Maintain altitude in straight flight or in turns with up to 20° bank. Airspeed will drop requiring additional back pressure to maintain altitude 7. On first indication of an imminent stall [stall horn, mushy controls, buffeting] or full stall call out “Stalling” 8. Apply full throttle and lower the nose slightly below horizon 9. Reduce flaps to 25° 10. Establish VX and subsequently VY, look for positive rate climb then Gear Up 11. During the climb, slowly reduce flaps to zero and climb to starting altitude 12. Return to cruise flight: 23” MP and 2400 RPM 13. Perform cruise checklist Standards: Private: Heading ±10°, Bank <20° ±10°. Commercial: Heading ±10°, Bank <20° ±5°. Initial 10/31/2013 Arrow 62 DSU Flight Maneuvers Standardization Manual POWER ON STALLS Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To recognize the indications of an imminent or full stall during power on situations and to make prompt, positive, and effective recoveries with a minimum loss of altitude. 1. Complete the maneuvers checklist and plan to recover by 2500 feet AGL 2. Reduce power to 12” MP then gear down below VLE and adjust pitch to maintain altitude, trim as necessary 3. Maintain altitude until reaching 85 MPH/72 KIAS, then set power to 20” MP and smoothly increase pitch to approximately 20° 4. On first indication of an imminent stall [stall horn, mushy controls, buffeting] or full stall call out “Stalling” 5. Maintain coordinated use of the ailerons and rudder to level the wings and prevent entering into a spin 6. Apply full throttle and lower the nose to the horizon 7. Adjust pitch to VY and minimize altitude loss, look for positive rate climb then Gear Up 8. Return to cruise flight: 23” MP and 2400 RPM 9. Perform cruise checklist Standards: Private: Heading ±10°, Bank <20° ±10°. Commercial: Heading ±5°, Bank <20° ±5°. Rev 1 5/30/2014 Arrow 63 DSU Flight Maneuvers Standardization Manual SECONDARY STALL Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To recognize the effects of improper control usage inducing another stall after initiating a recovery from the initial stall. This is a demonstrated flight maneuver 1. Complete the maneuvers checklist and plan to recover by 2500 feet AGL 2. Reduce Power to 15” MP then gear down below VLE, (if performing a power off stall) adjust pitch to maintain altitude, trim as necessary 3. Perform a Power-Off or Power-On Stall, as directed 4. At the stall call out, “Stalling”, reduce the angle of attack to regain control effectiveness and apply full power 5. Maintain coordinated use of the ailerons and rudder to level the wings and prevent a spin 6. Immediately increase the pitch attitude to induce another (secondary) stall 7. At the stall, call out, “Stalling”, reduce the angle of attack to regain control effectiveness and ensure full power 8. Maintain coordinated use of the ailerons and rudder to level the wings and prevent entering into a spin 9. Lower the nose to the horizon 10. Adjust pitch to VY and minimize altitude loss, look for positive rate climb then Gear Up 11. Return to cruise flight: 23” MP and 2400 RPM 12. Perform cruise checklist Standards: Student will demonstrate a basic understanding of the maneuver Initial 10/31/2013 Arrow 64 DSU Flight Maneuvers Standardization Manual ELEVATOR TRIM STALL Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To recognize the effects of not maintaining positive airplane control during a go-around/rejected landing. This is a demonstrated flight maneuver. 1. Complete the maneuvers checklist and plan to recover by 2500 feet AGL 2. Reduce power to 15” MP then gear down below VLE, adjust pitch to maintain altitude, trim as necessary 3. Below VFE extend flaps to 10°, adjust pitch and trim aircraft to maintain altitude 4. Extend the flaps to 25°, adjust pitch and trim aircraft to maintain altitude 5. Extend the flaps to 40°, adjust pitch and trim aircraft to maintain altitude 6. Maintain altitude until reaching 85 MPH/75 KIAS, and then establish a stabilized descent to simulate a normal approach to landing 13. Descend 100 feet and, apply full throttle, allowing the airplane to roll left and the pitch to increase to VX pitch attitude (approx. 12°) or at stall horn 14. Use enough forward yoke pressure to reduce the angle of attack and regain control effectiveness 7. Maintain coordinated use of the ailerons and rudder to level the wings 8. Adjust pitch to VY attitude and retract the flaps to 25°, look for positive rate climb then Gear Up, re-trim as necessary 9. Incrementally retract the flaps to 0°, re-trim as necessary 10. Return to cruise flight: 23” MP and 2400 RPM 11. Perform cruise checklist Standards: Student will demonstrate a basic understanding of the maneuver Initial 10/31/2013 Arrow 65 DSU Flight Maneuvers Standardization Manual CROSS-CONTROL STALL Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To recognize the effects of improper control flight control technique. This is a demonstrated flight maneuver. 1. Complete the maneuvers checklist and plan to recover by 2500 feet AGL 2. Reduce throttle to 15” MP then gear down below VLE, adjust pitch and trim aircraft to maintain altitude NOTE Because of the possibility of exceeding VFE, flaps are not extended. 3. Maintain altitude until reaching 90 KIAS and then establish a stabilized descent at 90 MPH/75 KIAS to simulate a normal flaps up approach to landing 4. Descend 100 feet and simultaneously reduce power to idle and pick a reference point off the left or right wing tip 5. Turn towards the reference point using a 25-30° bank while: 6. Simultaneously applying excessive rudder pressure in the direction of the turn 7. Using opposite aileron to prevent over-banking while maintaining a constant 25- 30° bank during the turn, and 8. Increasing elevator back-pressure to keep the nose from lowering, achieving 11- 12° pitch up. 9. At imminent stall call out, “Stalling”, reduce pitch to regain control effectiveness, and apply full power. NOTE Completion of the maneuver should occur by the 90° reference point and before full deflection of the rudder and aileron. 10. Maintain coordinated use of the ailerons and rudder to level the wings and prevent entering into a spin. 11. Adjust pitch to VY look for positive rate climb then Gear Up, re-trim as necessary 12. Return to cruise flight: 23” MP and 2400 RPM Standards: Student will demonstrate a basic understanding of the maneuver Rev 1 5/30/2014 Arrow 66 DSU Flight Maneuvers Standardization Manual ACCELERATED STALL Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To demonstrate that the stall is a function of angle of attack, weight, and load factor, rather than airspeed. This is a demonstrated flight maneuver. 1. Complete the maneuvers checklist and plan to recover by 2500 feet AGL 2. Reduce throttle to 15” MP and decelerate at or below maneuvering speed (VA) adjusting pitch and trim aircraft to maintain altitude NOTE The flaps must be in the 0° (Up) position. 3. Establish a 45-50° bank to the left or right 4. After the bank and turn are established, smoothly and steadily increase elevator back-pressure. 5. As the airspeed reaches 20 knots above the un-accelerated stall speed (VS1), firmly increase elevator back-pressure. 6. At imminent stall (buffet): a. Note the indicated airspeed, Call out, “Stalling” b. Reduce pitch to regain control effectiveness c. Add power as necessary. 7. Maintain coordinated use of the ailerons and rudder to level the wings and prevent entry into a spin 8. Minimize altitude loss. 9. Return to the altitude, heading, and airspeed specified. Standards: Student will demonstrate a basic understanding of the maneuver Initial 10/31/2013 Arrow 67 DSU Flight Maneuvers Standardization Manual STEEP TURNS Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To develop smoothness, coordination, orientation, division of attention, and control techniques while executing high performance turns. 1. Complete the maneuvers checklist and plan to recover by 1500 feet AGL 2. Establish airspeed below VA, about 21” MP, trim as necessary 3. Choose a prominent landmark or note the heading 4. Roll into a 45° bank (private) or 50° bank (commercial) and begin a 360° turn 5. Rolling through 30°, add power as necessary to maintain altitude and airspeed 6. Begin roll out 15°-20° before the originating landmark or heading 7. Roll wings level and then, 8. Immediately roll into a 360° turn in the opposite direction 9. Return to cruise flight: 23” MP and 2400 RPM 10. Perform cruise checklist Standard: Private: Altitude±100 ft., Airspeed ±10, Bank ±5°, Heading ±10°. Commercial: Altitude ±100 ft., Airspeed ±10, Bank ±5°, Heading ±10° Initial 10/31/2013 Arrow 68 DSU Flight Maneuvers Standardization Manual CHANDELLES Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To develop the pilot’s coordination, orientation, planning, and feel for maximum performance flight, and to develop positive control techniques at varying airspeeds and attitudes. 1. Complete the maneuvers checklist and plan to recover by 1500 feet AGL 2. Establish airspeed below VA, about 21” MP, trim as necessary 3. Select a reference point directly off the left or right wing tip 4. Roll into a coordinated 30° bank turn and neutralize rudder and aileron. 5. After the bank is established, smoothly initiate a climbing turn and apply full power 6. While maintaining a 30° bank, continue increasing the pitch attitude at a constant rate so as to attain the highest pitch (approx. 13-15°) at the 90° point in the turn 7. At the 90° point in the turn, maintain pitch attitude by continuing to increase elevator backpressure (due to decreasing airspeed) and initiate a slow rate of rollout 8. Maintain a constant roll out rate with aileron while increasing right rudder and increasing back pressure to maintain pitch, plan to decrease bank 10° by 30° of heading change 9. Arrive at the 180° point with airspeed about 5 KIAS above stall, wings level, and coordinated flight. Maintain pitch for about 3 seconds. 10. Begin slowly decreasing pitch attitude to level flight and increasing airspeed. No altitude loss. 11. Return to cruise flight: 23” MP and 2400 RPM 12. Perform cruise checklist Standards: Commercial: Airspeed just above stall, Heading ±10° Initial 10/31/2013 Arrow 69 DSU Flight Maneuvers Standardization Manual LAZY EIGHT Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To develop the pilot’s feel for varying control forces, and the ability to plan and remain oriented while maneuvering the plane with positive and accurate control. 1. Complete the maneuvers checklist and complete the maneuver by 1500 feet AGL 2. Select a forced landing area and set power to cruise below VA about 21” MP, trim as necessary 3. Select 45°, 90°, and 135 °reference points on or out toward the horizon 4. From straight and level flight, initiate a shallow climbing turn by simultaneously increase bank and pitch slowly planning to achieve maximum pitch (approx. 13°- 15°) and 15° bank angle at the 45° reference point. If the initial turn is to the left, a slight amount of right rudder and neutral aileron will be required to maintain coordination. If the initial turn is to the right, more right rudder will be required and slight opposite aileron at the 45° reference to prevent over-banking 5. From the 45° reference point allow the bank angle to continue increasing, and pitch to decrease so that at the 90° reference point the maximum bank angle (30°) is achieved and the pitch attitude is passing through level flight at minimum airspeed 6. From the 90° reference point, allow the pitch attitude to continue decreasing and initiate a slow decrease in bank angle while continuing a descending turn in the direction of the 135° reference point where the maximum pitch down attitude (approx. 13°-15°) should be achieved with a 15° bank angle 7. From the 135° reference point, continue decreasing the bank angle while allowing the pitch to increase so that the airplane returns to the entry airspeed and altitude by the 180° reference point NOTE The airspeed should not exceed the entry airspeed during the turn from the 90° reference point to the 180° reference point 8. Proceed through the 180° point with no hesitation and begin a shallow climbing turn in the opposite direction, repeating the steps outlined above 9. Complete the maneuver at entry heading, airspeed and altitude 10. Return to cruise flight: 23” MP and 2400 RPM 11. Perform cruise checklist Standards: Commercial: Bank angle < 30°, Altitude ±100 ft., Airspeed ±10 KIAS Heading ±10°. Initial 10/31/2013 Arrow 70 DSU Flight Maneuvers Standardization Manual STEEP SPIRAL Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To improve pilot technique for airspeed and wind drift control, planning, orientation, and division of attention. 1. Complete the maneuvers checklist 2. Determine wind direction 3. Establish an altitude that will allow at least 3 -360° turns, rollout before 1500’ feet AGL 4. Select a forced landing area where an emergency landing can be made if necessary 5. Approach a prominent reference point to spiral around so as to enter on downwind 6. Close throttle and adjust pitch to establish and maintain best glide speed (105 MPH/79 KIAS), trim as necessary 7. Maintain a constant radius around the reference point adjusting the bank angle as necessary not to exceed 60° NOTE Prolonged idle power may result in excessive engine cooling or spark plug fouling, especially during cold weather. The engine should be cleared periodically by briefly advancing the throttle to cruise power. This should be done with a headwind to minimize groundspeed variation 8. Complete at least three 360° turns 9. Complete the maneuver on entry heading NOTE Recover no lower than 1500’ AGL unless combining the maneuver with a simulated Emergency Approach and Landing 10. Return to cruise flight: 23” MP and 2400 RPM 11. Perform cruise checklist Standards: Commercial: Bank angle < 60°, Altitude sufficient to complete three 360°, Airspeed ±10 KIAS, Heading ±10° Rev 1 5/30/2014 Arrow 71 DSU Flight Maneuvers Standardization Manual EMERGENCY DESCENT Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To descend the airplane as rapidly as possible, within the operating limitations of the airplane. 1. Complete the maneuvers checklist and complete the maneuver by 1500 feet AGL 2. Brief all passengers 3. Pick a visual landmark off the wing tip in the direction of turn 4. Throttle to Idle, propeller RPM maximum, gear down below maximum gear extension speed (VLE), reduce speed below maximum flap speed (VFE), extend flaps to 40° 5. Simultaneously roll into a 30°-45° bank in direction of planned turn and adjust pitch to maintain 105 MPH/79 KIAS 6. Roll out on the 180° point in the turn and make shallow S-turns to continue checking for other traffic while descending 7. Approaching the target altitude, begin to level off by increasing pitch to reduce the descent rate 8. At target altitude, adjust pitch to maintain level flight 9. Set the aircraft for normal cruise flight 10. Return to cruise flight: 23” MP and 2400 RPM 11. Perform cruise checklist Standards: Private: Airspeed, establishes appropriate airspeed, Maintains positive load factors during the descent Commercial: Airspeed + 10 KIAS, Maintains positive load factors during the descent, Altitude, + 100 feet Rev 1 5/30/2014 Arrow 72 DSU Flight Maneuvers Standardization Manual EMERGENCY APPROACH AND LANDING Ref: FAA-H-8083-3A (Airplane Flying Handbook) Piper Warrior Pilot’s Operation Manual (POH) Objective: To execute a safe approach and landing in the event of an engine failure NOTE When simulating an engine failure, the Instructor Pilot will call out “Simulated Engine Failure” 1. Establish the best glide speed VG 105 MPH/79 knots, trim as necessary 2. Determine wind direction and select a suitable landing site, checking the area in the immediate vicinity of the aircraft’s position 3. Turn the airplane towards the selected landing site 4. Go through the Right to Left memorization checklist. (Mixture, Props, Throttle, Fuel pump, Magnetos, Fuel Selector) 5. If altitude permits, complete the emergency checklist 6. If engine restart is unsuccessful, maneuver the aircraft as necessary for the approach and landing 7. Squawk transponder code 7700 and transmit mayday on 121.5 NOTE Prolonged idle power may result in excessive engine cooling or spark plug fouling, especially during cold weather. The engine should be cleared periodically by briefly advancing the throttle to cruise power. How to maneuver the aircraft for the pattern and the approach and landing will depend on many variables, including location of the closest suitable landing site to the aircraft’s current position, altitude, wind direction, landing direction, obstructions, etc. All variables must be considered when developing a maneuvering plan 8. When appropriate, maneuver the aircraft to arrive at a point abeam the point of intended landing at 1000’ AGL 9. Turn onto the base leg and determine if adjustment of the flight path of the base leg is necessary to conserve or dissipate altitude to ensure reaching the desired landing point 10. Complete the Power Off Landing checklist: NOTE Unless the approach is made to an airport runway, the simulated emergency approach and landing should be terminated as soon as it can be determined that a safe landing could have been made, or 500’ AGL, whichever occurs first Standards: Private: Best Glide ±10 KIAS Commercial: Best Glide ±10 KIAS Initial 10/31/2013 Arrow 73 DSU Flight Maneuvers Standardization Manual RECTANGULAR COURSE Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To maneuver the airplane over a predetermined ground path while dividing attention inside and outside the airplane. 1. Complete the maneuvers checklist 2. Determine the wind direction 3. Perform Clearings turns and plan to execute the maneuver between 600-1000 feet AGL 4. Select a forced landing area 5. Establish and maintain a speed below VA about 21” MP, trim as necessary 6. Enter either left or right pattern on a 45° angle to the mid-field downwind leg 7. Establish a crab angle as necessary to maintain a uniform distance from the area boundaries for each leg of the maneuver NOTE The airplane should be flown parallel to and at a uniform distance ¼ to ½ mile away from the field boundaries 8. Begin the turn to next leg when airplane is abeam the corner of the area boundary 9. Vary the bank angle (not to exceed a 45° bank) to maintain a constant radius during the turns 10. Depart on a 45° from the downwind at the downwind turn boundary 11. Return to cruise flight: 23” MP and 2400 RPM 12. Perform cruise checklist Standards: Private: Airspeed ±10 KIAS, Altitude ±100 Initial 10/31/2013 Arrow 74 DSU Flight Maneuvers Standardization Manual S-TURNS ACROSS A ROAD Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To teach the student to maneuver the airplane over a predetermined ground path while dividing attention inside and outside the airplane 1. Complete the maneuvers checklist 2. Determine the wind direction 3. Perform clearing turns and maneuver must be executed between 600-1000 feet AGL 4. Pick an area that includes an emergency landing field 5. Establish and maintain a speed below VA about 21” MP, trim as necessary 6. Enter on a downwind heading 7. When directly over a reference line or road (highest groundspeed), roll into the steepest bank (not to exceed 45°) to initiate and maintaining a constant radius 8. As the turn continues (groundspeed decreases), begin to shallow the bank as necessary to continue maintaining a constant radius 9. Level the wings when crossing the reference point (lowest groundspeed) and immediately begin a turn back in the opposite direction 10. As the turn continues (groundspeed increases), begin to steepen the bank as necessary to continue maintaining a constant radius 11. Level the wings when crossing the reference point (highest groundspeed) NOTE The rollouts must be timed in order to be straight and level directly over and perpendicular to the reference line or road 12. Return to cruise flight: 23” MP and 2400 RPM 13. Perform cruise checklist Standards: Private: Airspeed ±10 K., Altitude ±100 ft. Initial 10/31/2013 Arrow 75 DSU Flight Maneuvers Standardization Manual TURNS AROUND A POINT Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To maneuver the airplane over a predetermined ground path while dividing attention inside and outside the airplane. 1. Complete the maneuvers checklist 2. Determine the wind direction 3. Perform Clearings turns and plan to execute the maneuver between 600-1000 feet AGL 4. Select a forced landing area 5. Establish and maintain a speed below VA about 21” MP, trim as necessary 6. Enter the maneuver at cruise speed on downwind to one side of the selected reference point at a distance equal to the desired radius of turn 7. On entry downwind (highest groundspeed) and abeam the reference point, roll into the steepest bank (not to exceed 45°) to initiate and maintain a constant radius 8. As the turn continues (groundspeed decreases), begin to shallow the bank as necessary to continue maintaining a constant radius 9. Directly upwind (lowest groundspeed), the bank should be at its shallowest 10. As the turn continues (ground speed increases), begin to steepen the bank as necessary to continue maintaining a constant radius 11. Complete two complete circles, or as directed, and depart on the entry heading 12. Return to cruise flight: 23” MP and 2400 RPM 13. Perform cruise checklist Standards: Private: Airspeed ±10 K., Altitude ±100 ft. Rev1 5/30/2014 Arrow 76 DSU Flight Maneuvers Standardization Manual EIGHTS ON PYLONS Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To maneuver the airplane over a predetermined ground path while dividing attention inside and outside the airplane. 1. Complete the maneuvers checklist 2. Determine the wind direction 3. Perform clearing turns and determine the pivotal altitude NOTE To determine the pivotal altitude, use the following calculation: Pivotal Altitude = (GS Knots)² (GS MPH)² 13 15 4. Select a forced landing area that will allow an emergency landing from any position in the maneuver 5. Establish and maintain an entry speed below VA about 21” MP, trim as necessary 6. Enter the maneuver on a 45° to the downwind and at a distance from the pylons that will require up to 30° angle of bank at the steepest point 7. At the position where the pylon appears to be just ahead of a line extending from the pilot’s eye and parallel to the airplane’s lateral axis, lower the upwind wing to place the pilot’s line of sight on the pylon 8. As the turn is continued, the groundspeed of the airplane will decrease as the wind changes from a tailwind to a crosswind. To keep the pylon on the reference line, the pilot must lower the altitude by pitching down. As the airplane continues to turn, the wind changes to a headwind, ground speed decreases, requiring a lower pivotal altitude to maintain the reference line on the pylon. The pilot adjusts by pitching down if necessary NOTE The effects of the wind on the airplane’s groundspeed should be anticipated so as to smoothly adjust pitch, where necessary, to maintain the line of sight reference with the pylon 9. As the airplane turns toward a downwind heading, plan to roll out to maintain a 45° ground track across the road /section line in straight and level flight for 3 to 5 seconds 10. Lead the roll in on the second pylon as in the first and maintain the reference point with pitch changes to continue the maneuver 11. Maintain division of attention away from the ground reference point to continue collision avoidance as well as inside the airplane to check flight instruments for accuracy and engine instruments for proper operation Standards: Commercial: Maximum bank angle 30-40°. Initial 10/31/2013 Arrow 77 DSU Flight Maneuvers Standardization Manual NORMAL APPROACH AND LANDING Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To safely and accurately establish and maintain a stabilized approach to a landing in a designated area. 1. Complete the Landing Checklist 2. At least 2 nm from the runway, enter the traffic pattern at traffic pattern altitude on a 45° entry to the downwind, maintaining ½ mile distance from the runway on the downwind leg 3. Set power to 20” MP, gear down at mid-field 4. Abeam the point of intended landing, reduce throttle to 15” MP 5. Below VFE extend flaps to 10° 6. Maintain 105 MPH/95 KIAS and 300-500 ft./min descent 7. When the touchdown point is 45° to the rear of the wing root (or as appropriate for wind conditions), commence a turn to the base leg 8. Extend flaps to 25° and slow the aircraft to 90 MPH/ 85 KIAS 9. Visually verify that the final approach (including the extended final and the opposite base leg) is clear, and then turn to final 10. When landing is assured, extend flaps to 40° establish and maintain 90 MPH/75 KIAS (+1/2 gust factor if appropriate). Trim as necessary NOTE The approach must be stabilized by 200 feet. If not, execute a go-around 11. At the round out, commence reducing power to idle, continuing the flare to touch down on the main wheels first, holding the nose wheel off with back pressure throughout the rollout; allow settling gently 12. Maintain directional control throughout the rollout, slowing sufficiently before turning onto a taxiway Standards: Private: Airspeed +10/-5 KIAS. Touch Down: 400 ft. Commercial: Airspeed ±5 KIAS. Touch Down 200 ft. Initial 10/31/2013 Arrow 78 DSU Flight Maneuvers Standardization Manual SHORT FIELD APPROACH AND LANDING Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To safely and accurately establish and maintain a stabilized approach to a landing, obtaining maximum performance by stopping in a minimum distance. 1. Complete the Landing Checklist 2. At least 2 nm from the runway, enter the traffic pattern at traffic pattern altitude on a 45° entry to the downwind, maintaining ½ mile distance from the runway on the downwind leg 3. Set power to 20” MP, gear down at mid-field 4. Abeam the point of intended landing, reduce throttle to 15” MP 5. Below VFE extend flaps to 10° 6. Maintain 105 MPH/95 KIAS and 300-500 ft./min descent 7. When the touchdown point is 45° to the rear of the wing root (or as appropriate for wind conditions), commence a turn to the base leg 8. Extend flaps to 25° and slow the aircraft to 90 MPH/85 KIAS 9. Visually verify that the final approach (including the extended final and the opposite base leg) is clear, and then turn to final 10. When landing is assured, extend flaps to 40° establish and maintain 83 MPH/72 KIAS (+1/2 gust factor if appropriate). Trim as necessary NOTE The approach must be stabilized by 200 feet. If not, execute a go-around 11. Before the roundout, begin smoothly reducing power, continuing the power reduction during the roundout while increasing pitch to maintain a constant glide path to the desired touchdown point NOTE Avoid closing the throttle rapidly, which may result in an immediate increase in the rate of decent and a hard landing 12. Touch down at minimum controllable airspeed, with the throttle at idle position, on the main wheels first, plan for minimum float 13. Immediately after touchdown, apply maximum aerodynamic braking 14. Applying heavy braking when nose wheel is on runway. Standards: Private: Airspeed +10/-5 KIAS. Within 200 ft. of intended landing point Commercial: Airspeed ±5 KIAS. Within 100 ft. of intended landing point Initial 10/31/2013 Arrow 79 DSU Flight Maneuvers Standardization Manual SOFT FIELD LANDING Ref: FAA-H-8083-3A (Airplane Flying Handbook) Objective: To develop the student’s ability to safely and accurately maintain a stabilized approach to land the airplane obtaining maximum performance by touching down at the slowest possible airspeed. 1. Complete the Landing Checklist 2. At least 2 nm from the runway, enter the traffic pattern at traffic pattern altitude on a 45° entry to the downwind, maintaining ½ mile distance from the runway on the downwind leg 3. Set power to