Private Pilot Maneuvers And Procedures

Front 1

Clearing Turns

1. Scan left, right, below.
2. Raise wing toward turn slightly and scan.
3. Enter standard rate turn.
4. Scan above, below, ahead during turn.
5. At 90 degrees, roll level.
6. Repeat 1-5 in opposite direction.
7. Complete pre-maneuver checklist and establish maneuver during second turn.

Back 1

Clearing Turns

Objective: To determine that the airspace immediately surrounding the aircraft is clear of other traffic before the start of any maneuver and that the aircraft is not over a congested area.

Front 2

Slow Flight - Cruise Configuration

1. Select altitude: 2500' AGL.
2. Begin clearing turns.
3. At 90-degree point, apply carburetor heat.
4. Slowly reduce power to 1500 RPM.
5. At completion of clearing turns, reduce power to idle.
6. As airspeed decreases, increase pitch attitude to maintain altitude.
6. As airspeed approaches 55 mph, increase power to 1700 RPM to maintain level flight.
7. Trim to maintain attitude/altitude.
8. Maintain heading, altitude, and airspeed.
9. Practice turns, climbs, and descents.
10. Recovery: Smoothly apply full power, shut off carburetor heat, adjust pitch to maintain altitude, trim.

Back 2

Slow Flight - Cruise Configuration

Objective: To control the aircraft at critically slow airspeeds in a cruise configuration.

Standards: MCA +10/-0 knots, Altitude +/- 100 ft, Heading +/- 10 degrees, Bank +/- 10 degrees

Notes: Compensate for adverse yaw during turns. Maintain orientation; avoid fixation on airspeed indicator.

Front 3

Slow Flight - Landing Configuration

1. Select altitude: 2500' AGL.
2. Begin clearing turns.
3. At 90-degree point, apply carburetor heat.
4. Slowly reduce power to 1500 RPM.
5. As airspeed decreases, increase pitch attitude to maintain altitude.
6. At 95 mph, extend flaps 10 degrees. Continue deceleration.
7. Extend flaps in increments to full flaps. Trim as necessary to compensate for changes in control pressures.
8. As airspeed approaches slow flight, adjust power to 1900 RPM and trim for 45 mph.
9. Maintain heading, altitude, and airspeed.
10. Practice turns, climbs, and descents.
11. Recovery: Smoothly apply full power, shut off carburetor heat, adjust pitch to maintain altitude.
12. Retract flaps in 10 degree increments as airspeed increases. Maintain altitude and heading.

Back 3

Slow Flight - Landing Configuration

Objective: To control the aircraft at critically slow airspeeds in a landing configuration.

Standards: MCA +10/-0 knots, Altitude +/- 100 ft, Heading +/- 10 degrees, Bank +/- 10 degrees

Notes: Compensate for adverse yaw during turns. Maintain orientation; avoid fixation on airspeed indicator. Anticipate changes in lift as flaps are extended or retracted.

Front 4

Level off from a Climb

1. PITCH: When the aircraft is approximately 10% of the rate of climb below the target altitude, slowly lower the pitch to the level, cruise flight attitude.
2. POWER: As the airspeed increases near cruise airspeed (105-110 mph), reduce throttle to the cruise power setting (2200-2500 RPM).
3. TRIM: Use elevator trim to reduce forward elevator pressure.

Back 4

Level off from a Climb

Notes: Reduce the power early if required to keep the engine RPM within limits. Decrease right rudder pressure as airspeed increases, and as power is reduced. Trimming is the last step, as it is affected by any changes made by the first two.

Front 5

Level Flight to a Climb

1. PITCH: Increase pitch to an attitude that should give a full-power climb at 80 mph.
2. POWER: After the airspeed has decreased to approximately 85 mph, increase throttle to full power.
3. TRIM: Use elevator trim to relieve any elevator control pressures and maintain 80 mph.

Back 5

Level Flight to a Climb

Notes: Increase right rudder pressure to maintain coordination at the lower airspeed and increased power.

Front 6

Level Flight to a Descent

1. PITCH: Reduce pitch to an altitude that will provide 500-700 ft/min rate of descent (5-10 degree pitch change).
2. POWER: After the aircraft has accelerated to 125 mph, reduce power by approximately 250 RPM to maintain this new speed.
3. TRIM: Use elevator trim to relieve any elevator control pressures and maintain 125 mph.

Back 6

Level Flight to a Descent

Front 7

Level Off from a Descent

1. PITCH: At 10% of the descent rate above the target altitude, increase the pitch to the level cruise flight attitude.
2. POWER: As the airspeed decreases toward cruise speed (about 110 mph), increase the throttle to cruise power of 2400 RPM.
3. TRIM: Adjust the elevator trim for level flight at cruise airspeed.

Back 7

Level Off from a Descent

Note: Change rudder control input to maintain proper coordination as airspeed and power are changed.

Front 8

Power-On Stall - Cruise Configuration

1. Select altitude: 2500 AGL.
2. Clearing turns.
3. At 90 degree point, apply carburetor heat.
4. Slowly reduce power to 1500 RPM.
5. At 65 mph, increase power to 2100 RPM and turn off carburetor heat.
6. Slowly increase pitch attitude until imminent stall (buffeting or decay of control effectiveness) or full stall (loss of control effectiveness, excessive sink rate, sudden nose pitch down).
7. Recovery: Decrease elevator back pressure. Apply full power. Establish a pitch attitude to minimize altitude loss and establish a positive rate of climb. Smoothly fly to attain 80 mph.

Back 8

Power-On Stall - Cruise Configuration

Objectives: To demonstrate the effect of an excessive angle of attack with the engine developing medium power; to teach stall recognition, avoidance, and recovery; to prepare for recovery of takeoff/departure stalls.

Standards: Heading +/- 10 degrees or Bank <= 20 degrees +/- 10 degrees.

Notes: As airspeed decreases, it is necessary to increase right rudder pressure to maintain proper coordination. When recovering, do not try to establish the best rate of climb attitude too abruptly, as a secondary stall may occur.

Front 9

Power-Off Stall - Landing Configuration

1. Select altitude: 2500' AGL.
2. Begin clearing turns.
3. At 90-degree point, apply carburetor heat.
4. Slowly reduce power to 1500 RPM.
5. As airspeed decreases, increase pitch attitude to maintain altitude.
6. At 95 mph, extend flaps 10 degrees. Continue deceleration.
7. Incrementally adjust power and flaps to landing configuration: 1300 RPM/20 degrees, 1100 RPM/30 degrees, idle/40 degrees.
8. Slowly increase pitch attitude until imminent stall (buffeting or decay of control effectiveness) or full stall (loss of control effectiveness, excessive sink rate, sudden nose pitch down).
9. Recovery: Decrease elevator back pressure. Apply full power. Turn off carburetor heat. Level wings with coordinated ailerons and rudder. Retract flaps to 20 degrees. Establish a pitch attitude to minimize altitude loss and establish a positive rate of climb. After attaining a positive rate of climb and 65 mph, retract flaps to 10 degrees. After attaining 70 mph, fully retract the flaps.

Back 9

Power-Off Stall - Landing Configuration

Objectives: To teach proper recovery techniques for a stall occurring during the approach and landing phase of the flight.

Standards: Heading +/- 10 degrees or Bank <= 20 degrees +/- 10 degrees; Altitude loss <= 200 ft

Notes: Scan outside the cockpit to avoid an wing-low condition on entry. As the flaps are retracted, the aircraft will tend to pitch down. This should be counteracted by applying the correct amount of elevator back pressure, and re-trimming after each configuration change.

Front 10

Landing

1. Complete the Before Landing Checklist.
2. Set power to 2100 RPM to produce 100 mph in level flight.
3. At mid-field, apply carburetor heat.
4. Abeam touchdown point, reduce power to 1500 RPM.
5. Increase elevator back pressure to maintain altitude.
6. At 95 mph, extend 10 degrees of flaps.
7. Decelerate to 85 mph before allowing descent.
8. With runway threshold 45 degrees behind the aircraft, begin turn to base.
9. On base leg, reduce power to 1300 RPM, extend flaps to 20 degrees, maintain 80 mph.
10. On final leg, reduce power as required (e.g., idle), extend flaps to 30 degrees if necessary, and maintain 70 mph.
11. Coordinate pitch to maintain 70 mph and power to maintain approach angle.
12. At appropriate flare altitude, slow the descent by raising the pitch attitude and smoothly reducing power to idle.
13. Maintain back pressure on the yoke throughout the landing roll to keep the nose wheel off the runway as long as possible.
14. Once clear of the runway and stopped, perform After Landing Checklist.

Back 10

Landing

Objective: To develop proficiency in conducting approaches and landings under normal conditions.

Standards: Approach airspeed +10/-5 knots and landing within 400' beyond specified point.

Notes: Compensate for flap extension. Trim on final approach. Focus down the runway (not too close to the airplane) to avoid too high roundout.

Front 11

Normal Take-Off (POH)

1. Wing Flaps -- 0 degrees.
2. Carburetor Heat -- Cold.
3. Power -- Full throttle.
4. Elevator Control -- Life nose wheel at 60 mph.
5. Climb Speed -- 75 to 85 mph.

Back 11

Normal Take-Off (POH)

Front 12

Maximum Performance Take-Off (POH)

1. Wing Flaps -- 0 degrees.
2. Carburetor Heat -- Cold.
3. Brakes -- Apply.
4. Power -- Full Throttle.
5. Brakes -- Release.
6. Airplane Attitude - Slightly tail low.
7. Climb Speed -- 68 MPH until all obstacles are cleared.

Back 12

Maximum Performance Take-Off (POH)

Front 13

Climb (POH)

1. Airspeed -- 80 to 90 mph.
2. Power -- Full throttle.
3. Mixture -- Full rich (mixture may be leaned above 3000 feet).

Back 13

Climb (POH)

Front 14

Cruising (POH)

1. Power -- 2200 to 2700 RPM.
2. Elevator Trim Control Wheel -- Adjust.
3. Mixture -- Lean for maximum RPM.

Back 14

Cruising (POH)

Front 15

Before Landing (POH)

1. Fuel Selector Valve -- BOTH.
2. Mixture -- Rich.
3. Carburetor Heat -- Apply full heat before closing throttle.
4. Wing Flaps -- As desired.
5. Airspeed -- 70 to 80 mph (flaps up), 65 to 75 mph (flaps down).

Back 15

Before Landing (POH)

Front 16

Balked Landing (Go-Around) (POH)

1. Power -- Full throttle.
2. Carburetor Heat -- Cold.
3. Wing Flaps -- Retract to 20 degrees as soon as practical after advancing power.
4. Upon reaching an airspeed of approximately 65 mph, retract flaps slowly.

Back 16

Balked Landing (Go-Around) (POH)

Front 17

Normal Landing (POH)

1. Touchdown -- Main wheels first.
2. Landing Roll -- Lower nose wheel gently.
3. Braking -- Minimum required.

Back 17

Normal Landing (POH)

Front 18

After Landing (POH)

1. Wing Flaps -- Up.
2. Carburetor Heat -- Cold.

Back 18

After Landing (POH)

Front 19

Securing Aircraft (POH)

1. Parking Brake -- Set.
2. Radios and Electrical Equipment -- OFF.
3. Mixture -- Idle cutoff (pulled full out).
4. Ignition and Master Switch -- OFF.
5. Control Lock -- Installed.

Back 19

Securing Aircraft (POH)

Front 20

Spin Recovery (POH)

1. Retard throttle to idle position.
2. Apply full rudder opposite to the direction of rotation.
3. After one-fourth turn, move the control wheel forward of neutral in a brisk motion.
4. As the rotation stops, neutralize the rudder, and make a smooth recovery from the resulting dive.

Back 20

Spin Recovery (POH)

Front 21

Short Field Landing (POH)

1. Airspeed -- 69 mph.
2. Flaps -- 40 degrees.
3. Touchdown -- Main wheels first.
4. Landing Roll -- Lower nose wheel gently.
5. Braking -- Retract flaps, hold full nose up elevator and apply maximum brake pressure without sliding the tires.

Back 21

Short Field Landing (POH)

Front 22

Carburetor Icing (POH)

1. Recognize gradual loss of RPM and eventual engine roughness.
2. Apply full throttle.
3. Pull the carburetor heat knob full out until engine runs smoothly.
4. Remove carburetor heat and adjust throttle.
5. If conditions require continued use of carburetor heat in cruise flight, use the minimum amount of heat necessary and lean the mixture slightly.

Back 22

Carburetor Icing (POH)

Front 23

Spark Plug Fouling (POH)

1. Recognize engine roughness in flight. Verify by obvious power loss when ignition switch momentarily turned from BOTH to either LEFT or RIGHT. (Indicates spark plug or magneto trouble.)
2. Lean mixture to normal lean setting for cruising flight. If unsuccessful after several minutes, try a richer mixture.
3. If neither lean nor rich mixture produces smoother engine operation, proceed to nearest airport for repairs using the BOTH position, unless extreme roughness dictates use of a single ignition position.

Back 23

Spark Plug Fouling (POH)

Front 24

Magneto Malfunction (POH)

1. Recognize sudden engine roughness or misfiring.
2. Switch from BOTH to either LEFT or RIGHT to identify which magneto is malfunctioning.
3. Try different power settings and richer mixture to determine if continued operation on BOTH magnetos is practicable.
4. If engine roughness or misfiring persists, switch to the good magneto and proceed to the nearest airport for repairs.

Back 24

Magneto Malfunction (POH)

Front 25

Low Oil Pressure (POH)

1. If low oil pressure is accompanied by normal oil temperature, land at the nearest airport to inspect source of trouble.
2. If accompanied by a rise in oil temperature, reduce engine power immediately and begin forced landing procedure.
3. Leave engine running at low power during the approach, using minimum power required to reach the desired touchdown spot.

Back 25

Low Oil Pressure (POH)

Front 26

Precautionary Landing with Engine Power (POH)

1. Draw over selected field with flaps 20 degrees and 70 mph airspeed, noting the preferred area for touchdown on the next landing approach. Then retract flaps after well clear of all obstacles.
2. On downwind leg, turn off all switches except the ignition and master switches.
3. Approach with flaps 40 degrees at 70 mph.
4. Unlatch cabin doors prior to final approach.
5. Before touchdown, turn off ignition and master switches.
6. Land in a slightly tail-low attitude.

Back 26

Precautionary Landing with Engine Power (POH)

Front 27

Emergency Landing without Engine Power (POH)

1. Establish flaps up glide at 80 mph.
2. If time permits, attempt to restart the engine by checking for fuel quantity, proper fuel selector valve position, and mixture control setting. Also check that engine primer is full in and locked and ignition switch is properly positioned. If all attempts to restart the engine fail, and a forced landing is imminent, select a suitable field and prepare for the landing as follows.
3. Pull mixture control to idle cut-off position.
4. Turn fuel selector valve handle to OFF.
5. Turn off all switches except master switch.
6. Airspeed -- 70 to 80 mph (flaps up).
7. Extend wing flaps as necessary within gliding distance of the field.
8. Airspeed -- 65 to 75 mph (flaps down).
9. Turn off master switch.
10. Unlatch cabin doors prior to final approach.
11. Land in a slightly tail-low attitude.
12. Apply heavy braking while holding full up elevator.

Back 27

Emergency Landing without Engine Power (POH)

Front 28

Ditching (POH)

1. Prepare for ditching by securing or jettisoning heavy objects located in the baggage area, and collect folded coats or cushions for protection of occupant's face at touchdown.
2. Transmit Mayday message on 121.5 MHz, giving location and intentions.
3. Plan approach into wind if winds are high and seas area heavy. With heavy swells and light wind, land parallel to swells.
4. Approach with flaps 40 degrees and sufficient power for a 300 ft./min. rate of descent at 70 mph.
5. Unlatch the cabin doors.
6. Maintain a continuous descent until touchdown in level attitude. Avoid landing flare because of the difficulty in judging aircraft height over a water surface.
7. Place folded coat or cushion in front of face at time of touchdown.
8. Evacuate aircraft through cabin doors. If necessary, open window to flood cabin compartment for equalizing pressure so that door can be opened.
9. Inflate life vests and raft (if available) after evacuation of cabin. The aircraft cannot be depended on for flotation for more than a few minutes.

Back 28

Ditching (POH)

Front 29

Executing a 180 degree Turn in Clouds (POH)

1. Note the time of the minute hand and observe the position of the sweep second hand on the clock.
2. When the sweep second hand indicates the nearest half-minute, initiate a standard rate left turn, holding the turn coordinator symbolic airplane wing opposite the lower left index mark for 60 seconds. Then roll back to level flight by leveling the miniature airplane.
3. Check accuracy of the turn by observing the compass heading which should be the reciprocal of the original heading.
4. If necessary, adjust heading primarily with skidding motions rather than rolling motions so that the compass will read more accurately.
5. Maintain altitude and airspeed by cautious application of elevator control. Avoid overcontrolling by keeping hands off the control wheel and steering only with rudder.

Back 29

Executing a 180 degree Turn in Clouds (POH)

Front 30

Emergency Let-Downs Through Clouds (POH)

1. Apply full rich mixture.
2. Use full carburetor heat.
3. Reduce power to set up a 500 to 800 ft./min. rate of descent.
4. Adjust elevator trim tab for a stabilized descent at 90 mph.
5. Keep hands off the control wheel.
6. Monitor turn coordinator and make corrections by rudder alone.
7. Check trend of compass card movement and make cautious corrections with rudder to stop the turn.
8. Upon breaking out of clouds resume normal cruising flight.

Back 30

Emergency Let-Downs Through Clouds (POH)

Front 31

Recovery from a Spiral Dive (POH)

1. Close the throttle.
2. Stop the turn by using coordinated aileron and rudder control to align the symbolic airplane in the turn coordinator with the horizon reference line.
3. Cautiously apply elevator back pressure to slowly reduce the indicated airspeed to 90 mph.
4. Adjust the elevator trim control to maintain a 90 mph glide.
5. Keep hands off the control wheel, using rudder control to hold a straight heading.
6. Apply carburetor heat.
7. Clear engine occasionally, but avoid using enough power to disturb the trimmed glide.
8. Upon breaking out of clouds, apply normal cruising power and resume flight.

Back 31

Recovery from a Spiral Dive (POH)

Front 32

Engine Fire During a Start on the Ground (POH)

1. Continue cranking in an attempt to get a start, which would suck the flames and accumulated fuel through the carburetor and into the engine.
2. If the start is successful, run the engine a 1700 RPM for a few minutes before shutting it down to inspect the damage.
3. If engine start is unsuccessful, continue cranking for two or three minutes with throttle full open while ground attendants obtain fire extinguishers.
4. When ready to extinguish fire, release the starter switch and turn off master switch, ignition switch, and fuel selector valve handle.
5. Smother flames with fire extinguisher, seat cushion, wool blanket, or loose dirt. If practical try to remove carburetor air filter if it is ablaze.
6. Make a thorough inspection of fire damage, and repair or replace damaged components before conducting another flight.

Back 32

Engine Fire During a Start on the Ground (POH)

Front 33

Engine Fire in Flight (POH)

1. Pull mixture control to idle cut-off.
2. Turn off fuel selector valve handle.
3. Turn off master switch.
4. Establish a 120 mph glide.
5. Close cabin heat control.
6. Select a field suitable for a forced landing.
7. If fire is not extinguished, increase glide speed in an attempt to find an airspeed that will provide an incombustible mixture.
8. Execute a forced landing. Do not attempt to restart engine.

Back 33

Engine Fire in Flight (POH)

Front 34

Electrical Fire in Flight (POH)

1. Recognize odor of burning insulation. Immediately turn off the master switch. Then close ventilating air as much as practicable to reduce the changes of a sustained fire. If electrical power is indispensable for the flight, an attempt may be made to identify and cut off the defective circuit as below.
2. Master Switch -- OFF.
3. All other switches (except ignition switch) -- OFF.
4. Check condition of circuit breakers to identify faulty circuit if possible. Leave faulty circuit deactivated.
5. Master Switch -- ON.
6. Select switches ON successively, permitting a short time delay to elapse after each switch is turned on until the short circuit is localized.
7. Make sure fire is completely extinguished before opening ventilators.

Back 34

Electrical Fire in Flight (POH)

Front 35

Flight in Icing Conditions (POH)

1. Turn on pitot heat switch (if installed).
2. Turn back or change altitude to obtain an outside air temperature that is less conducive to icing.
3. Pull cabin heat control full out to obtain windshield defroster heat and airflow.
4. Open the throttle to increase engine speed and minimize ice build up on propeller blades.
5. Watch for signs of carburetor air filter ice and apply carburetor heat as required. An unexplained loss in engine speed could be caused by carburetor ice or air intake filter ice.
6. Plan a landing at the nearest airport. With an extremely rapid ice build-up, select a suitable "off airport" landing site.
7. With an ice accumulation of one quarter inch or more on the wing leading edges, be prepared for significantly higher stall speed.
8. Leave wing flaps retracted. With a severe ice build-up on the horizontal tail, the change in wing wake airflow direction caused by wing flap extension could result in a loss of elevator effectiveness.
9. Open left window and, if practical, scrape ice from a portion of the windshield for visibility in the landing approach.
10. Perform a landing approach using a forward slip, if necessary, for improved visibility.
11. Approach at 75 to 85 mph, depending upon the amount of ice accumulation.
12. Avoid steep turns during the landing approach.
13. Perform a landing in level attitude.

Back 35

Flight in Icing Conditions (POH)

Front 36

Short-Field Takeoff and Climb

1. Lower flaps to 10 degrees.
2. Line up on runway centerline and apply brakes. Start takeoff roll from as close to the end of the runway as possible.
3. Put the elevator in neutral position. You may find this position by visually assuring that the elevator is in line with the horizontal stabilizer.
4. Apply full power and verify that full power is being developed. Keep hand on the throttle in the event an abort becomes necessary.
5. Release brakes.
6. Rotate at 65 mph and maintain 68 mph until obstacle is cleared.
8. Once the aircraft lifts off, establish a Wind Correction Angle to maintain runway centerline with level wings.
9. After airspeed reaches 75 mph and altitude is greater than 150 feet AGL, retract the flaps and maintain 80 mph.
10. Establish cruise climb above a minimum safe altitude (500-1000' AGL).

Back 36

Short-Field Takeoff and Climb

Objective: To develop proficiency in conducting short-field takeoffs and climbs.

Standards: Airspeed Vx +10/-5 knots until obstacle is cleared or until at least 50' above the surface, then Vy +10/-5 knots.

Conditions: Awareness of obstacles during all takeoffs.

Front 37

Soft-Field Takeoff and Climb

1. Lower flaps to 10 degrees.
2. Apply full back elevator.
3. After taxiing onto runway, apply full power without braking or stopping on runway. Keep hand on the throttle in the event an abort becomes necessary.
4. Apply full back pressure until the nose wheel comes off the runway. Adjust back pressure to maintain the nose wheel clear of the runway and to avoid striking the tail.
5. Liftoff will occur at or near 57 mph (Vs1).
6. Immediately after liftoff, begin to gradually lower the pitch to the normal climb attitude.
7. If there is an obstacle, lower the pitch attitude so that 68 mph is maintained until the obstacle is cleared before accelerating to 80 mph.
8. Once the aircraft lifts off, establish a Wind Correction Angle to maintain runway centerline with level wings.
9. After airspeed reaches 75 mph and altitude is greater than 150 feet AGL, retract the flaps and than maintain 80 mph.

Back 37

Soft-Field Takeoff and Climb

Objective: To develop proficiency in conducting soft-field takeoffs and climbs.

Standards; Airspeed Vx +10/-5 knots or Vy +10/-5 knots, as appropriate.

Conditions: Awareness of obstacles during all takeoffs.

Notes: It is important to immediately reduce the pitch attitude after liftoff to prevent a takeoff/departure stall as the aircraft climbs out of ground effect. However, the pitch should not be reduced so rapidly that the aircraft settles back onto the ground.

Front 38

Steep Turns

1. Select altitude: 2500' AGL.
2. Begin clearing turns.
3. At 90-degree point, reduce power to 2200-2300 RPM.
4. As airspeed decreases, increase pitch attitude to maintain altitude.
5. Maintain an airspeed at or below 112 mph (maneuvering speed).
6. Select a suitable visual reference point.
7. Use coordinated aileron and rudder to establish a bank angle of 45 degrees. Attempt to hold the angle constant.
8. After approximately 30 degrees of heading change, increase elevator back pressure and increase power to 2400 RPM.
9. Continue the turn for two full revolutions, left and right.
10. Approximately 25 degrees (or one-half the bank angle) before reaching the desired heading, use coordinated aileron and rudder to smoothly roll out of the bank, while simultaneously relaxing elevator back pressure and reducing power back to 2200-2300 RPM. This will keep the aircraft from entering a climb.

Back 38

Steep Turns


Objective: To develop smoothness, coordination, orientation, division of attention, and control techniques while executing high performance turns.

Standards: Airspeed +/- 10 knots. Altitude +/- 100 feet. Bank 45 +/- 5 degrees. Heading +/- 10 degrees of entry heading.

Notes: Perform by visual (not instrument) reference. The best way to correct for small climbs or descents in this maneuver is to vary the bank angle by small mounts (no more than 5 degrees). Excessive elevator back pressure while trying to gain altitude during the steep turn increases the loading on the aircraft and can lead to a high descent rate or possibly an accelerated stall.

Front 39

Rectangular Course

1. Select altitude: 1000 AGL.
2. Select a rectangular field whose sides are approximately equal to a typical traffic pattern. Major axis approximately parallel to wind direction. Close to a suitable place to land in case of an emergency.
2. Clearing turns.
3. Establish normal cruise airspeed (2300 RPM) and enter at 45 degrees to downwind. First circuit to the left.
4. Establish proper Wind Correction Angle to maintain uniform distance from field boundaries.
5. Commence and complete turns abeam the field boundaries.
6. Vary the bank angle (not to exceed 45 degrees) to maintain a constant radius during the turns.
7. Reverse course.

Back 39

Rectangular Course

Objective: To develop the pilot's ability to maneuver the airplane while compensating for drift during turns, and orient the flight path with ground references while dividing attention inside and outside the airplane.

Standards: Altitude +/- 100 ft, Airspeed +/- 10 knots, Bank less than 45 degrees.

Notes: Establish proper altitude prior to entry. Coordinate turns. (Avoid skidding from downwind, slipping from upwind.) Keep head out of cockpit to maintain ground track and lookout for other aircraft.

Front 40

Turns Around a Point

1. Select altitude 1000' AGL.
2. Select a small but prominent reference point that is close to a suitable place to land in case of emergency.
3. Clearing turns.
4. Establish normal cruise speed (2300 RPM) and enter the maneuver approximately downwind so that initial bank angle is approximately 45 degrees.
4. Adjust bank angle and Wind Correction Angle to correct for the effects of wind and maintain a constant radius around the reference point.
5. Plan to depart on the entry heading after two turns and reverse course.

Back 40

Turns Around a Point

Objective: To develop the ability to maneuver the airplane while compensating for drift during turns, and orient the flight path with ground references while dividing attention inside and outside the airplane.

Standards: Altitude +/- 100 ft, Airspeed +/- 10 knots, Bank less than 45 degrees.

Notes: Recognize wind drift. Bank will be steepest when downwind, shallowest when upwind. Maintain altitude.

Front 41

S-Turns

1. Select altitude: 1000' AGL.
2. Select a road or other straight reference line running approximately perpendicular to the wind. Identify a suitable place to land in case of emergency.
3. Clearing turns.
4. Establish normal cruise speed (2300 RPM).
5. At a point directly over the reference line, heading downwind, initiate a 180 degree constant radius turn, modifying the bank angle and Wind Correction Angle to compensate for wind drift. At completion of turn, aircraft should be directly over and perpendicular to the reference line with the wings level.
6. Immediately on completion of first turn, an identical turn is begun on the upwind side of the reference line in the opposite direction.
7. Bank and WCA should be adjusted, as necessary, throughout the maneuver to achieve two complete semicircles of equal radius.

Back 41

S-Turns

Objective: To develop the ability to maneuver the airplane while compensating for drift during turns and orient the flight path in relation to ground references while dividing attention inside and outside the airplane.

Standards: Altitude +/- 100 ft, Airspeed +/- 10 knots, Bank less than 45 degrees.

Notes: Maintain coordination. Lookout for other aircraft. Steepest bank will be at beginning of maneuver (downwind).

Front 42

Short-Field Approach and Landing

1. Complete Before Landing Checklist.
2. Complete traffic pattern.
3. On final, add full flaps and establish 69 mph.
4. Upon obstacle clearance, initiate a power reduction.
5. Start the roundout and flare so as to arrive at the power off stall attitude with power reaching idle prior to or just at touchdown.
6. Immediately upon touchdown, and closing the throttle, the brakes should be applied to minimize the after-landing roll. Stop the airplane within the shortest possible distance consistent with safety and controllability.
7. During the after-landing roll, continuously apply elevator back pressure to maintain a positive pitch attitude and maximize aerodynamic braking.
8. Maintain directional control and crosswind correction with appropriate rudder aileron input.

Back 42

Short-Field Approach and Landing

Objective: To develop proficiency in conducting approaches and landings to short runways, with and without obstacles.

Standards: Approach airspeed +10/-5 knots and landing within 200' beyond specified point.

Conditions: Awareness of obstacles.

Notes: Allow sufficient room on final to set up the approach, to avoid overly steep approach and high sink rate. If airspeed on final is too low, proper flare will not be possible and the landing will be hard. If too high, floating will occur.

Front 43

Soft-Field Approach and Landing

1. Complete Before Landing Checklist.
2. Complete traffic pattern.
3. On final, add full flaps and establish 69 mph.
4. Touchdown at minimum speed with the aircraft in a nose-high pitch attitude.
5. Maintain back pressure on the yoke to keep the nosewheel off the ground until is can no longer be held, and then gently lower.
6. Maintain directional control and crosswind correction with appropriate rudder aileron input.
7. Avoid use of brakes, and use power, if necessary, when taxiing on very soft fields.
8. Maintain full back elevator.

Back 43

Soft-Field Approach and Landing

Objective: To develop proficiency in conducting approaches and landings to soft runways, with an without obstacles.

Standards: Approach airspeed +10/-5 knots.

Conditions: Awareness of obstacles.

Notes: Avoid excessive descent rate and excessive airspeed on final approach.