Use LEFT and RIGHT arrow keys to navigate between flashcards;
Use UP and DOWN arrow keys to flip the card;
H to show hint;
A reads text to speech;
13 Cards in this Set
- Front
- Back
|
Short Field Takeoff & Climb (Flaps 10˚) |
Maneuver 1. Flaps 10° 2. Use all available runway 3. Hold brakes 4. Full throttle 5. Check engine gauges 6. At full power - release brakes 7. Rotate at 51 to climb at 57 KIAS over 50' obstacle 8. When clear of obstacle, accelerate VY at 74 9. Flaps 0°10. "After Takeoff Checklist" out of 1,000' AGL |
|
|
180 Power-off approach Objective Statement:To teach the student to further develop judgment in estimating distances and glide ratios, flying airplane without power from a higher altitude and through two 90° turns to execute a safe approach and landing. PTS Commercial Touch down in a normal landing attitude, at or within 200 feet beyond the specified touchdown point. |
Maneuver 1. Perform pre landing checks 2. Line airplane up on downwind, heading parallel to the landing runway 3. Altitude should not exceed 1,000 feet AGL 4. Pick a runway location for touchdown 5. Close Throttle 6. Maintain altitude 7. Establish glide speed of 68 kts 8. Trim airplane 9. Consider wind strength in determining turn to base. 10. Vary the bank to achieve the desired glide angle to the touchdown point 11. Use flaps to help control the glide path 12. Maintain glide speed 13. Perform before landing checklist. 14. Dissipate speed to land on the selected touchdown point Common Errors • Downwind leg too far from the runway/landing area. • Over extension of downwind leg resulting from tailwind. • Inadequate compensation for wind drift on base leg. • Skidding turns in an effort to increase gliding distance. • Attempting to "stretch" the glide during under- shoot. • Premature flap extension. • Forcing the airplane onto the runway in order to avoid overshooting the designated landing spot. |
|
|
Steep Turn - Above 3,000 AGL Objective Statement: To teach the student to fly in a steep bank, maximum performance turn while using inside and outside references Introduction Steep turns are to be accomplished above 3,000' AGL. Roll into one coordinated 360˚ turn, then follow with another coordinated 360˚ turn in the opposite direction. Roll into and out of turns at approximately the same rate. Notes:Above 3,000' AGL. Roll into a coordinated 360˚ steep turn with at least 50˚ of bank. PTSPrivate+/- 10° heading+/- 100' Altitude+/- 10 kts airspeed45° bank +/- 5°Commercial+/- 10° heading+/- 100' Altitude+/- 10 kts airspeed50° bank +/- 5° |
1. Perform two 90° clearing turns2. 90 KIAS (2000 RPM) maintain altitude3. Cruise configuration flow4. Perform a 360 turn with 45° of bank5. Maintain altitude and airspeed (+ back pressure, + approx. 1-200 RPM)6. Roll out ½ bank angle prior to entry heading7. Clear traffic and perform a 360° turn with 45° of bank in the opposite direction8. Roll out ½ bank angle prior to entry heading9. "Cruise Checklist"PRACTICALTESTAirspeed Altitude Bank Heading±10 KIAS ±100' 45° ±5° ±10°Common Errors• Failure to adequately clear the area.• Inadequate power management.• Inadequate airspeed control.• Poor coordination.• Failure to scan for other traffic during the maneuver.• Excessive pitch change during entry or recovery.• Attempts to start recovery prematurely.• Failure to stop the turn on a precise heading.• Excessive rudder during recovery, resulting in skidding.• Gaining altitude in right turns and/or losing altitude in left turns.• Failure to maintain constant bank angle.• Disorientation.• Attempting to perform the maneuver by instrument reference rather than visual reference. |
|
|
Emergency Descent Notes During a simulated emergency descent, the applicant must be able to recognize situations requiring an emergency descent, such as cockpit smoke and/or fire. Situational awareness, appropriate division of attention, and positive load factors should be maintained during the maneuver and descent. PTSNone |
Maneuver 1. Perform two 90° clearing turns 2. Clean configuration flow 3. Reduce throttle to idle 4. Initiate turning descent, while clearing for traffic 5. Maintain (training) 120 KIAS 6. Notify ATC/Traffic as appropriate |
|
|
Short Field Visual Approach & Landing |
Maneuver 1. Complete the "Approach Checklist" before entering the airport area;devote full attention to aircraft control and traffic avoidance 2. Slow to 90 KIAS prior to entering downwind or traffic pattern 3. Enter the traffic pattern at published TPA (typically 1,000' AGL) 4. Complete the "Before Landing Checklist" when established on downwind 5. When abeam touchdown point, on extended base, or on extended final (when ready to descend out of pattern altitude): Reduce power to approx. 1500 RPM and select flaps 10˚ 6. Descend out of TPA at 70-80 KIAS 7. On base leg, select flaps 20° and slow to 70 KIAS 8. Select flaps FULL and slow to 62 KIAS on final when landing is assured 9. Close throttle slowly during flare - touch down on intended touchdown point with little or no floating 10. Prevent the nosewheel from slamming onto the runway 11. Retract the flaps after touchdown 12. Simulate and announce "Max Braking" for training and checkride purposes |
|
|
Chandelles - Above 1,500 AGL Objective Statement: The objective of this maneuver is to teach the student mastery of the aircraft Notes: Chandelles are to be accomplished at an entry altitude that will allow completion no lower than 1,500' AGL, and consist of one maximum performance climbing turn beginning from straight-and-level flight, and ending at the completion of a precise 180° turn in a wings-level, nose-high attitude at the minimum controllable airspeed. PTSCommercialAirspeed - Just above stallHeading - Rollout at 180° point ±10° |
Maneuver 1. Perform two 90° clearing turns 2. 100 KIAS (2200 RPM) maintain altitude 3. Clean configuration flow 4. Choose a reference point off wing 5. Establish / maintain 30° bank 6. Full Throttle - Increase pitch to attain approx. 10-12° pitch up at 90° point 1st 90° of turn, Bank = constant 30˚, Pitch = increasing to 10-12˚ pitch up 7. 90° point - maintain pitch - reduce bank angle to attain level flight at 180˚ point 2nd 90° of turn, Pitch = constant 10-12˚ pitch up, Bank = decreasing to level flight 8. 180° point - wings level - minimum controllable airspeed 9. Accelerate while maintaining level flight 10. "Cruise Checklist" Common Errors• Failure to adequately clear the area.• Too shallow an initial bank, resulting in a stall.• Too steep an initial bank, resulting in failure to gain maximum performance .• Allowing the actual bank to increase after estab- lishing initial bank angle. • Failure to start the recovery at the 90° point in the turn. • Allowing the pitch attitude to increase as the bank is rolled out during the second 90° of turn. • Removing all of the bank before the 180° point is reached. • Nose low on recovery, resulting in too much airspeed. • Control roughness. • Poor coordination (slipping or skidding). • Stalling at any point during the maneuver. • Execution of a steep turn instead of a climbing maneuver. • Failure to scan for other aircraft.• Attempting to perform the maneuver by instrument reference rather than visual reference. |
|
|
Normal T/O procedure (Flaps 0) |
Maneuver 1. Line up on centerline positioning controls for wind 2. Hold brakes 3. Increase throttle to 2000 RPM 4. Check engine gauges 5. Release brakes 6. Increase throttle to full power 7. "Airspeed Alive" 8. Start slow rotation at 55 KIAS(Main gear should lift off at approx. 60 KIAS. 55 KIAS is VR , not VLOF) 9. Accelerate to 79 KIAS (VY)(VY may vary depending on model. Refer to POH/AFM) 10. "After Takeoff Checklist" out of 1,000' AGL |
|
|
Power Off Stall - Above 1,500 AGL Objective Statement:To teach the student how to recognize and recover from a stall in the landing configuration. Notes: Stalls are to be accomplished at an entry altitude that will allow completion no lower than 1,500' AGL. This maneuver is begun by first establishing a stabilized descent in either the approach or landing configuration. PTS Private and Commercial +/- 10° heading Max 20° bank +/- 5° |
Maneuver 1. Perform two 90° clearing turns 2. 1500 RPM (maintain altitude) 3. Landing configuration flow 4. Stabilized descent at 65 KIAS 5. Throttle idle (slowly) 6. Wings level or up to 20° bank as assigned 7. Maintain altitude to induce stall 8. Recover - simultaneously reduce AOA, max power, and level wings 9. Retract flaps to 20° (immediately) 10. Retract flaps to 10° when airspeed is greater than 55 KIAS 11. Increase pitch to arrest descent 12. Establish VX or VY as appropriate 13. Retract flaps to 0° when accelerating through VX 14. "Cruise Checklist." Common Errors • Failure to adequately clear the area. • Over-reliance on the airspeed indicator while excluding other cues. • Inadequate rudder control. • Excessive back-elevator pressure resulting in an exaggerated nose-up attitude during entry. • Inability to recognize an approaching stall condition through feel for the airplane.• Premature recovery.• Excessive airspeed buildup during recovery.• Excessive forward-elevator pressure during recovery resulting in negative load on the wings.• Inadequate scanning resulting in an unintentional wing-low condition during entry.• Inadvertent secondary stall during recovery.• Failure to maintain a constant bank angle during turning stalls.• Failure to take timely action to prevent a full stall during the conduct of imminent stalls. |
|
|
Steep Sprials Objective Statement:The objective of this maneuver is to improve your techniques for airspeed control, wind drift control, planning, orientation, and division of attention. PTSAirspeed - ±10 KIAS Heading - Rollout towards object or specified heading ±10° |
Maneuver 1. Altitude - at least 3,000' AGL 2. Perform two 90° clearing turns 3. 68 KIAS (1700 RPM) maintain altitude 4. Clean configuration flow 5. Choose visual reference point 7. Track at least three constant radius circles around reference point 9. Bank angle - adjust for winds - 10. Clear engine once every 360° 11. Recover - roll out on specified heading (visual reference) 12. Adjust DG/HSI to compass Common Errors • Failure to adequately clear the area. • Failure to maintain constant airspeed. • Poor coordination, resulting in skidding and/or slipping. • Inadequate wind drift correction.• Failure to coordinate the controls so that no increase/decrease in speed results when straight glide is resumed. • Failure to scan for other traffic. • Failure to maintain orientation. |
|
|
Power On Stall - Above 1,500 AGL Objective Statement: To teach the student how to recognize and recover from a a stall in take off or departure configuration. Notes: Stalls are to be accomplished at an entry altitude that will allow completion no lower than 1,500' AGL. PTS Private and Commercial+/- 10° headingMax 20° bank +/- 10° |
Maneuver 1. Perform two 90° clearing turns 2. 1500 RPM (maintain altitude) 3. Clean configuration flow 4. At 60 KIAS, simultaneously increase pitch (slowly) and apply full power 5. Increase pitch attitude to induce stall 6. At stall/buffet (as required) recover - simultaneously reduce AOA, max power, and level wings 7. "Cruise Checklist" Common Errors• Failure to adequately clear the area.• Over-reliance on the airspeed indicator while excluding other cues.• Inadequate rudder control.• Excessive back-elevator pressure resulting in an exaggerated nose-up attitude during entry.• Inability to recognize an approaching stall condition through feel for the airplane.• Premature recovery.• Excessive airspeed buildup during recovery.• Excessive forward-elevator pressure during recovery resulting in negative load on the wings.• Inadequate scanning resulting in an unintentional wing-low condition during entry.• Inadvertent secondary stall during recovery.• Failure to maintain a constant bank angle during turning stalls.• Failure to take timely action to prevent a full stall during the conduct of imminent stalls. |
|
|
Lazy Eight - Completed no lower than 1,500 AGL Objective Statement: The objective of this maneuver is to teach the student mastery of the aircraft in through simultaneous bank and pitch.Notes:Lazy Eights are to be accomplished at an entry altitude that will allow the task to be completed no lower than 1,500' AGL. The applicant is required to maintain coordinated flight throughout the maneuver, with a constant change of pitch and roll rate. PTS Commercial At 180° points:Airspeed: - ±10 KIASAltitude - ±100'Heading - ±10° |
Maneuver 1. Perform two 90° clearing turns 2. 100 KIAS (2200 RPM) maintain altitude 3. Clean configuration flow 4. Choose a reference point off of the wing 5. Simultaneously increase pitch and bank (slowly) 6. 45° point - 15° pitch up and 15° bank 7. Reduce pitch / increase bank 8. 90° point - level pitch - 30° bank - min. speed (5-10 knots above stall) 9. Continue reducing pitch and reduce bank 10. 135° point - 15° pitch down - 15° bank 11. 180° point - level flight - entry airspeed and altitude 12. Repeat in opposite direction 13. "Cruise Checklist" Common Errors • Failure to adequately clear the area.• Using the nose, or top of engine cowl, instead of the true longitudinal axis, resulting in unsymmetrical loops.• Watching the airplane instead of the reference points.• Inadequate planning, resulting in the peaks of the loops both above and below the horizon not coming in the proper place.• Control roughness, usually caused by attempts to counteract poor planning.• Persistent gain or loss of altitude with the completion of each eight.• Attempting to perform the maneuver rhythmically, resulting in poor pattern symmetry.• Allowing the airplane to "fall" out of the tops of the loops rather than flying the airplane through the maneuver.• Slipping and/or skidding.• Failure to scan for other traffic. |
|
|
Eights on Pylons Objective Statement: To teach the student to develop the ability to maneuver the airplane accurately while dividing attention between the flight path and selected ground reference points.Notes:Eights on Pylons are to be accomplished at the appropriate pivotal altitude (groundspeed 2/11.3), governed by the aircraft's groundspeed. The applicant is required to maintain coordinated flight while flying a figure eight pattern which holds the selected pylons using the appropriate pivotal altitude. At the steepest point, the angle of bank should be approximately 30-40°. PTS Conducted between 600 and 1000 feet AGL. +/- 100 feet altitude +/- 10 knots airspeed |
1. Enter pivotal altitude (approximately 900' AGL at 100 KIAS - 2200 RPM)2. Perform two 90° clearing turns 3. Clean configuration flow 4. Select two pylons to allow for minimal time spent wings level between the two 5. Enter maneuver on a 45° midpoint downwind 6. Apply appropriate pitch corrections to compensate for changes in groundspeed and; 7. To maintain line of sight reference with the pylon (pitch forward if point moves toward nose and pitch back if point moves toward tail) 8. Begin rollout to allow the airplane to proceed diagonally between the pylons at a 45° angle 9. Begin second turn in the opposite direction of the first 10. Exit maneuver on entry heading 11. "Cruise Checklist" Common Errors Failure to adequately clear the area. • Skidding or slipping in turns (whether trying to hold the pylon with rudder or not).• Excessive gain or loss of altitude.• Over concentration on the pylon and failure to observe traffic.• Poor choice of pylons.• Not entering the pylon turns into the wind.• Failure to assume a heading when flying between pylons that will compensate sufficiently for drift.• Failure to time the bank so that the turn entry is completed with the pylon in position.• Abrupt control usage.• Inability to select pivotal altitude. |
|
|
Standardized Flaps 20° Approach & Landing |
Maneuver 1. Complete the "Approach Checklist" before entering the airport area;devote full attention to aircraft control and traffic avoidance 2. Slow to 90 KIAS prior to entering downwind or traffic pattern 3. Enter the traffic pattern at published TPA (typically 1,000' AGL) 4. Complete the "Before Landing Checklist" when established ondownwind 5. When abeam touchdown point, on extended base, or on extendedfinal (when ready to descend out of pattern altitude): Reduce power toapprox. 1500 RPM and select flaps 10˚ 6. Descend out of TPA at 70-80 KIAS 7. On base leg, select flaps 20° and slow to 70 KIAS 8. Maintain 70 KIAS until short final when landing is assured, then slow to65 KIAS until 10' to 20' above the runway |
