Visualized Flight Maneuvers Handbook For High Wing Aircraft PDF

For High Wing Aircraft
Third Edition
For Instructors and Students

Visualized
Flight
Maneuvers
Handbook
For High Wing Aircraft
Third Edition
For Instructors and Students
Aviation Supplies & Academics, Inc.

Newcastle, Washington
Visualized Flight Maneuvers Handbook
for High Wing Aircraft
Third Edition
Based on original book by Harold J. Holmes,

a Haldan Publication.
Revised by Jackie Spanitz 2013.
Aviation Supplies & Academics, Inc.

7005 132nd Place SE
Newcastle, Washington 98059-3153
Email : asa@asa2fly.com
Internet: www.asa2fly.com
© 1996-2013 Aviation Supplies & Academics, Inc.

All rights reserved. Published 2013
Cover photo: © Fotolia.com
None of the material in this handbook supersedes

any operational documents or procedures issued
by the Federal Aviation Administration , aircraft
and avionics manufacturers, flight schools, or the
operators of the aircraft.
Printed in the United States of America
2017 201 6 2015 201 4 2013 9 8 7 6 5 4 3 2 1
ISBN 978-1-61954-045-3
ASA-VFM·HI-3
09
PREFACE
The purpose of this handbook is threefold :
1. To provide the student with a more thorough
understanding of the basic parts of each flight
maneuver, in order to better prepare them for each
flight instruction period;
2. To provide a foundation for later formal training for
private, commercial, or flight instructor candidates;
3. To create a safer and more competent pilot.
This book should be used as a supplement to the current

Practical Test Standards for the certificate being sought.
For a full discussion of each maneuver, refer to the
Airplane Flying Handbook (FAA-H-8083-3). Airplane
manufacturer recommendations should be checked
before beginning any maneuver.
Maneuvers required by the test standards for
the Sport, Private, Commercial, and Flight Instructor
certificates are illustrated in this book. The minimum
requirements established in the Practical Test Standards
for each certificate accompany each maneuver.
Flight Instructor applicants are required to meet the
Commercial Pilot skill level. For those maneuvers that
are Private Pilot-only, the Flight Instructor applicant is
expected to perform the maneuvers more precisely than
a Private Pilot applicant, as determined by the examiner.
Where it is appropriate, space has been provided
for you to enter the tire pressures, tank capacities,
airspeeds, power settings, etc. that apply to the airplane
being flown.
iii
Before practicing each maneuver, remember to complete
the necessary preparations. Memory aid: AAACT ("act")
Area terrain appropriate for maneuvering, and
emergency landing area available
Airspeed maneuvering speed (VA) or as designated by
practical test standards
Altitude as designated by practical test standards
Clearing clear area for traffic
turns
Technique as designated by practical test standards
The maneuvers are visual, and require you to keep
your center of attention outside the aircraft. When
practicing the maneuvers, use outside references to
perform the maneuver, then cross-check by scanning
the instruments inside the cockpit-look outside,
peek inside.
iv
CONTENTS
Aircraft Review ...... .. ......... ...... ... ....... .... ...... .. .. ... ....... ... .... 1
Airplane Familiarization .... ... ............ ..... ..... .... ..... ....... .. ... 2
Preflight Operations ........ ........ ............ ..... ... .......... ..... .. ... 4
Starting Airplane ...... .... ... .......... ..... .......... ... ...... ........ ...... 6
Before-Takeoff Check .. .......... .... ..... .. .... ....... ... ....... ... .... 6a
Taxiing .. .... ....... .. ...... .... ... .... .. ...... .. ..... .... ...... ........ .... ....... 7
Normal Takeoff & Climb ... ..... ... ..... .. ..... ............... .. ... ..... .. 8
Crosswind Takeoff & Climb ..... ..... ..... ... .. ..... ... ....... ........ 10
Soft-Field Takeoff & Climb ....... ...... ..... .......... ..... ... ..... ... 12
Short-Field Takeoff & Climb .. ..... .. .. ........... ...... ... ... ....... . 14
Straight and Level Flight.. .. ... ...... .. ..... ..... ..... ... ..... ... .... .. 16
Shallow & Medium Turns .... ....... ..... ..... ... ... ..... ... .. ......... 17
Rectangular Course ..... ..... .... ... ...... ....... .. .. ..... ......... ..... . 18
S-Turns .... ......... ..... ......... ... .. ..... ..... .. ......... ....... .... ......... 20
Turns Around a Point ........ ....... ...... ....... .... ........ .. .... ...... 21
Eights-On-Pylons ............ .... ....... .... .. ... ..... ..... ...... .... ... ... 22 ·
Maneuvering During Slow Flight .... ..... ..... ........... ...... ... . 24
Power-Off Stalls ....... .. ... ..... ...... .. .... .... ..... ..... ........ .... ... .. 25
Power-On Stalls .. ........ ... .... .. ....... ...... ............ .... ..... ... .. .. 26
Accelerated Stalls ... ........ ..... ... ... .. ... ... ....... ..... ..... ..... ..... 28
Crossed-Control Stalls ... .... .. ... ..... .... ...... ............... ... ..... 29
Elevator Trim Stalls .... ....... ........ ....... ........... .. .. ...... ..... ... 30
Secondary Stalls ..... .. ............. ....... ..... .......... ..... .... .. .. ... 31
Spins .. ....... ...... ... ........ .. .... ... ............... .. ...... .. ...... ........... 32
Steep Spirals ....... ..... ......... ... ... .... .......... .... ... ....... ... .... .. 34
Chandelles ........ ............ ..... .......... ......... ..... ...... ........ ..... 36
Lazy Eights .... ..... .......... ......... ........ ...... .. .... ... ................ 38
Steep Turns ... ....... ..... ............... ................... ... ........ ... ... 40
Go-Around Procedure ...... ............ ........... ...... ...... ... ... ... 41
Traffi c Pattern .... ..... .... ... ........ .......... .......... ..... ... ... ....... . 42
Forward Slip .. .. .. .......... ..... ..... .. .. ...... ... ..... ........... .... ....... 44
Normal Approach & Landing ....... ........ ........ ..... ... .. .. .... . 45
Crosswind Approach & Landing ....... ............... .... .... .... . 46
Soft-Field Approach & Landing ........... ... ... .......... .......... 47
Short-Field Approach & Landing .. ......... ..... ........... .. ... .. 48
Power-Off 180° Accuracy Approach & Landing ............ 49
v
Emergency Descent ....... ........ .... .... ... .... .. ... .... .... ..... .... . 50
Emergency Approach & Landing ........ ...... .. ................ .. 51
After-Landing Check .. ....... .. ................... .. ..................... 52
Private Checklist ...................... .. ..... ........... ... .. ............ .. 53
Sport Checklist ... ..... ........ ... ... ........ .. ........ .... ..... .... .. ... ... 54
Commercial Checklist .. ...... .. ...... .................... .. .. ... .. ...... 55
Flight Instructor Checklist ........ .......... ........ .. .... .... .. .. ..... 56
Index .............................................. ................ ...... ... .. .... 57
vi
19. How many usable gallons of fuel can your aircraft 33. What landing distance is required at 2,300 pounds
AIRCRAFT REVIEW carry? _ _ __ at a pressure altitude of 2,000 feet and standard
20 . Where are the fuel tanks located and what are their temperature (assume no wind or obstacle)?
A ircraft M odel and Type:
capacities?
Main tank gallons _ __ _ _ 34 . How do you determine pressure altitude?
Left tank gallons _ __ _
35 . What is your maximum allowable useful load?
1. What is the normal climb-out speed? _ _ Right tank gallons _ _ _ __
2. What is the best rate-of-climb speed (Vv)? _ _ Rear tank _ _ _ _ __ _ gallons _ __ __
36. Solve the weight and balance problem for the flight
3. What is the best angle-of-climb speed (Vx)? _ _ Auxiliary tanks gallons _ _ __ _ plan you intend to fly. If you plan to fly solo, also
4. What is the maximum flaps-down speed (VFE)? _ _ 21. With full fuel, 65% power, at 5,000 feet, allowing a 45 solve the problem for a 180-pound passenger in
minute reserve, what is the maximum duration each seat. Does your load fall within the weight and
5. What is the maximum gear-down speed (VLE)? _ _
(in hours)? _ _ balance envelope? What is your gross·
6. What is the stall speed in a normal landing weight? If you solved the problem with
configuration (V 80 )? _ _ 22 . What speed will give you the best glide ratio? _ _
180-pound passengers in each seat, how much fuel
7. What is the clean (flaps and gear up) stall speed 23 . What is the octane rating and color of the fuel used could you carry? Where would this fuel be
by the aircraft? _ _ _ _ _ __ ___
(Vs1)? _ _ tanked? If you carry full fuel, how much
8. What is the approach-to-landing speed? _ _ 24. How do you drain the fuel sumps? baggage could you carry? Where would
this baggage be placed? _ _ _ _ __ _ _ __
9. What is the maneuvering speed (VA)? _ _
25 . What weight of oil is used? _ _ _ __
10. What is the never-exceed speed (V NE)? _ _
26. Is the landing gear fixed, manual , hydraulic, or V Speeds
11. What is the maximum structural cruising speed electric? If retractable, what is the back-
(VNo)? _ _ VA Design maneuvering speed
up system for lowering the gear?
12. What engine-out glide speed will give you the VF Design flap speed
maximum range? _ _ __ 27. What is the maximum demonstrated allowable V FE Maximum flap extended speed
13. What airspeed is used for a crosswind component for the aircraft? _ _ _ _ _ VLE Maxim um landing gear extended speed
Short-field takeoff? _ _ Short-field landing? _ _ 28 . How many persons will the aircraft safely carry with VLO Maximum landing gear operating speed
Soft-field takeoff? Soft-field landing? _ _ _ full fuel? _ _ __ VNE Never-exceed speed
14. What is the service ceiling? _ _ __ __ 29. What is the maximum allowable weight the aircraft Maximum structural cruising speed
15. What is the make and horsepower of the engine? can carry in the baggage compartments? _ _ __ Stall ing speed or the min imum steady flight speed in the
landing configuration
30. What takeoff distance is required to clear a 50-foot
Stalling speed or the minimum steady fl ight speed obtained
16. What is the estimated true airspeed at 5,000 feet obstacle at maximum gross weight at a pressure in a specific configu ration ·
and 65% power? _ _ __ altitude of 5,000 feet and 90°F (assume no wind and
Vx Best angle-of-climb speed
17. What RPM or combination of RPM and manifold a hard-surfaced runway)? _ _ __ _
Vy Best rate-of-cl imb speed
pressure yields 65% power at 5,000 feet MSL? 31. What would be the answer to Question 30 if the
_ ___ RPM MP takeoff was made from sea level pressure altitude?
18. How many gallons of fuel are consumed per hour at
65% power at 5,000 feet MSL? _ _ __ 32 . Does high humidity increase or decrease the takeoff
distance? _ __ _ __
Aircraft Review 1
AIRPLANE FAMILIARIZATION
Empennage
Magnetic Compass
Altimeter
Static System
Airspeed Indicator
Pilot-Static System
Flight Controls
Elevators
The elevators provide control of the pitch attitude about
the airplane's lateral axis. Elevators are the key to
controlling the angle of attack.
Left wing
• When control wheel (yoke) is pulled toward pilot, the
nose pitches up.
Vertical Speed Indicator Turn Coordinator
Flight Instruments Static System Usually Electric
Magnetic
Attitude Nav. compass
indicator
Airspeed
indicator
• When control wheel (yoke) is pushed away from pilot,

the nose pitches down.
Attitude Indicator Heading Indicator

Vacuum System Vacuum System
Heading
indicator
Turn Vertical speed Oil Oil
coordinator indicator pressure temperature
Continued
2 Airpl ane Familiarization

Ailerons • When right rudder is pushed , the nose pivots to the Flaps
The primary use of the ailerons is to bank, or roll , the right. Flaps increase the wing's lift by
airplane around the longitudinal axis. Banking the wings increasing its area or its camber.
results in the airplane turning in the direction of the bank. :!I'll Flaps also cause drag because
When control wheel (yoke) is turned to the left, lim! they extend beneath the wing. The
lift/drag ratio is determined by the
left aileron is raised and airplane rolls to the left.
degree of flap extension. Using flaps
lowers the wing's stalling speed , and
~ ,~< ;,*· ''

increases the rate of descent without
an increase in airspeed .
Trim Tab
The purpose of trim tab is to relieve
Cockpit Controls control pressure on the flight con-
trols. Set trim for airspeed (attitude)
Yoke
• When control wheel (yoke) is turned to the right,
right aileron is raised and airplane rolls to the right.
Hold yoke with your left hand . Your
grip should be firm but relaxed.
tifi ~O@
~
COl
desired. The trim tab is operated by
the trim wheel.
H
Rudder pedals
Place your heels on the floor and
toes, or the balls of the feet, on the ~
rudder pedals. Pressures can be
exerted more accurately by the toes,
0
or the balls of the feet, than by the
instep.
Brakes Forces Acting on the Airplane in Flight

Rudder To apply the airplane brakes,
The rudder is used to control the direction (left or right) depress the top of the rudder pedals. Lift
of yaw about the airplane's vertical axis. Do the same when setting the
When left rudder is pushed , the nose pivots to the left. parking brake.
Throttle
Operate the throttle with the right
hand . Hold the throttle so that small
changes can be made smoothly.
Weight
Use several fingers to act as a stop
against contact with the panel or
quadrant. Do not hold the throttle
entirely by its knob or lever handle.
Airplane Familiarization (Continued) 3

PREFLIGHT OPERATIONS
•
•
Master switch ON
Check fuel quantity
e
• Inspect right flap, on track, rod and hinges free
Check Manufacturer Recommendations • Flaps down
• Check right aileron for freedom of movement, hinges,
• Turn aircraft lights on counterweights, control linkage, security
• Visually check aircraft lights are operational and not
damaged
• Turn aircraft lights off
• Master switch OFF
• Fuel selector on BOTH
• Check condition of right wing tip
e
• Inspect general condition of fuselage, empennage,
• Check condition of right wing leading edge and bottom
surface
horizontal stabilizer, and tail light
• Remove control surface lock
• Disconnect tail tie-down
0
Remove right wing tie-down
• Check elevator for freedom of movement, cable Check main wheel general condition and tire inflation
condition, cotter pins
Manufacturer Recommended tire inflation _ _ psi
• Check brakes, hydraulic line, no leaks
Upon approaching airplane : • Check fuel condition through quick drain
• Perform visual check for general condition of aircraft
• Remove accumulations of frost, ice, or snow from wing Check f o r - i
water, .. .
• Have flashlight available for night flight sediment .. .
and color ·::·:.:·;.:-:~
0
• Check aircraft paperwork • Check rudder for freedom of movement, cable
• RED-80/87 octane
• BLUE- 100 LL
• GREEN-100 octane
condition , cotter pins
Remember:
A irworthiness
R egistration • Visually check fuel quantity and secure cap
0 wner's manual Tank capacity gallons
Weight and balance • Inspect condition of wing top surface
E quipment list
• Check pilot's paperwork, including valid pilot certificate • Inspect general condition of trim tab
and medical certificate
• Set parking brake
• Remove control wheel lock
• Ignition switch OFF
• Mixture idle cut-off
• Inspect general condition of empennage and fuselage Continued
4 Preflight Operations
0 Remove nose gear chock
• Check nose gear tire, cuts, bruise, inflation meet
0
• Check oil level per manufacturer recommendations manufacturer recommendations • Check condition of left wing tip
Check nose gear actuating rods are straight • Check left aileron for freedom of movement, hinges,
counterweights, control linkage, security
• Check windshield and cabin windows for cleanliness
and no cracks • Inspect left flap, on track, rod and hinges free
• Inspect static source on side of fuselage for blockage
General Checks:
• Check underbelly of airplane for excess oil and dirt
• Check baggage is secure and baggage compartment
door is closed
• Check all windows are clean and free of cracks
• Inspect the airplane with reference to the checklist
• Verify the airplane is in safe flight condition
• Fill oil for extended flight

0
• Remove left wing tie-down
• Make sure dipstick is properly seated
• Check main wheel general condition and tire inflation
• Check cowl access door and inspect covers for
security Manufacturer Recommended tire inflation psi
Check engine for signs of oil or fuel leaks • Check brakes, hydraulic line, no leaks
Check ignition wires tight • Check fuel condition through quick drain
Check fittings and motor mount • Visually check fuel quantity and secure cap
• Drain fuel strainer in engine compartment, check for Tank capacity gallons
contaminants, water, color • Inspect condition of wing top surface
• Check for bird or animal nests • Check left wing leading edge and bottom surface
• Check exhaust for tightness and cracks • Remove pitot tube cover
• Check propeller and spinner for nicks, dents, cracks, • Check pitot tube opening for blockage
and security • Check fuel tank vent opening for blockage
• Check alternator belt and attach bolts are tight • Check stall warning vent opening for blockage and stall
and secure warning vane for freedom of movement
• Check carburetor air filter and intake screen for
foreign matter Stall warning indicator Pilot tube
• Check nose wheel strut clean and exposed at least
2 inches
Preflight Operations (Continued) 5

o Check oil pressure is in the green within 30 seconds o Check fuel quantity
STARTING AIRPLANE o Check starter disengaged (if starter were to remain
engaged, ammeter would indicate full scale charge
Check Manufacturer Recommendations with engine running at 1,000 RPM)
.
o Complete preflight inspection (see Page 4) o Lights ON as required
Complete passenger briefing
>
o
o Radios ON
o Adjust and lock seat, seatbelts, Flaps UP
o Check airspeed indicator-zero
shoulder harnesses ~ Check attitude indicator-erect and horizon adjusted
~\
o
o Check altimeter-set barometric pressure or field

elevation
o Test and set brakes o Check turn coordinator-during taxi
o Check heading indicator-during taxi, and set to
magnetic compass or runway heading
Check circuit breakers in o Check vertical speed indicator-zero
o
o All electrical equipment off

BEFORE· TAKEOFF CHECK o Check flight controls are free and correct
o Fuel selector valve on BOTH Check Manufacturer Recommendations o Mixture RICH (full in) below 3,000 feet density altitude,
or lean to maximum RPM at full throttle at higher
o Prime as required (2-6 strokes for cold o Complete preflight inspection (see Page 4)
density altitudes
engine, 0 strokes for warm engine) o Complete starting airplane check (see Page 6)
o Carburetor heat COLD (full in)
o Lock primer o Position aircraft to avoid run-up over loose gravel or
o Verify fuel selector on BOTH
o Carburetor heat COLD (full in) blasting other aircraft
o Set elevator trim for takeoff
Set parking brake
Check seats, seatbelts, shoulder
harnesses secure
o Throttle OPEN 1/8 inch
o Close and lock cabin doors and windows

o Throttle to 1,700 RPM
o Mixture RICH (full in)
below 3,000 feet density o Check both magnetos (RPM drop should not exceed
altitude, or lean to maximum RPM at full throttle at 125 RPM on either magneto or 50 RPM differential
higher density altitudes between magnetos)
o Clear propeller area, and call CLEAR PROP o Check carburetor heat for RPM drop o Set flaps for takeoff
o Master switch ON o Check engine instruments are in green arc o Aircraft lights ON
o Ignition switch START (release when engine starts) o Check ammeter is functioning properly o Pitot heat as required
o Check suction gauge is in green arc o Transponder on ALT
o Throttle to IDLE o Note time off
o Set radios and avionics
6 Starting Airplane 6a Before-Takeoff Check

• Reduce power to IDLE • While turning airplane, make sure the turn indicator
TAXIING • Release parking brake deflects in the direction of the turn
Apply sufficient power with the throttle to start airplane • While turning airplane, make sure the coordination ball
(Private, Sport, Commercial, CFI ) moving forward shows a skid in the opposite direction of the turn
Objective: Safely maneuver the airplane on the ground .
Task:
After engine start, align heading indicator with
magnetic compass
• Obtain clearance to taxi
• Hold yoke to apply crosswind taxi corrections. Memory
aid: Fly into, dive away • Reduce power to idle and gently test brakes
Evaluat ion:
~
- .. ~
Check brakes immediately after airplane begins
moving
When brakes are used , close throttle (do not use
power against brakes)
Use low power setting when taxiing, 1,000 RPM or
less
,
al Aileron left
Elevator neutral
Aileron right
Elevator neutral
• Position flight controls properly for existing wind
conditions
t - - -- • Apply sufficient power to begin taxiing again Extend courtesy to open hangars, buildings, people
• Adjust power to maintain safe taxiing speed (a fast (when taxiing , debris, air, and noise is blown opposite
walking pace or less) the direction of travel)
~ Aileron right
Elevator down
• More power may be required to start moving than is
required to keep moving
Keep speed under control at all times; no faster than
would be safe without brakes (fast walking pace)
• Steering is not possible until the airplane is rolling Slow down before attempting turns
~ forward
• Control steering with the rudder pedals, and if
Avoid sudden bursts of throttle and sharp braking,
especially in strong quartering tailwinds
~ necessary, differential braking

• While turning airplane, make sure the heading
Observe local taxi rules, ATC instructions, and airport
markings
indicator rotates in the direction of turn (right turn Be alert for hazards such as ground obstructions,
+ Indicated Wind Direct ion Taxiing

increases numbers, left turn decreases numbers) snow banks, gas pumps, ground vehicles, other
aircraft (parked or moving)
• Practice situational awareness and runway incursion
avoidance procedures
• Use a taxi chart during taxi
• Complete the appropriate checklist
• Rest heels on the floor
Taxiing 7
NORMAL TAKEOFF &CLIMB
(Private, Sport, Commercial, CFI)
Objective: Takeoff and climb out to the downwind leg of

the traffic pattern.
Task: Check Manufacturer Recommendations
0
Complete preflight inspection (see Page 4)
• Complete starting airplane check (see Page 6)
Taxi to the upwind runway
0
• Complete before-takeoff check (see Page 6)
• Wing flaps oofor normal takeoff
10
20
• Keep heels on floor, and toes on rudder pedals, not

brakes 0
Keep straight with rudder
• Know local airport traffic pattern and altitude procedures • Keep wings level with aileron
• Practice situational awareness and runway incursion • Check RPM for full power
avoidance procedures • Check engine instruments are in the green arc
• Ease the weight off nose wheel as elevator becomes
effective
0 • Apply full throttle smoothly and positively
• Obtain takeoff and departure clearances, if required
• Look out and check that runway and approaches are all
clear
0
• Line up on runway centerline, nose wheel straight
• Select a reference point straight ahead for tracking
Continued
8 Normal Takeoff & Climb
0 • Retract gear after positive rate of climb is established ,
and a landing cannot be made on remaining runway
Evaluation:
Use oo(normal takeoff) flap setting
• Leave runway at lift-off speed • Scan for traffic Clear area and align airplane on runway centerline
• Maintain a straight track over the extended runway Advance throttle smoothly to takeoff power
centerline Rotate and lift off at the recommended airspeed and
accelerate to Vv
Establish pitch attitude for Vv and maintain Vv during
0 the climb (+ 10/-5 knots for Private and Sport, ±5 knots
Beyond end of runway and within 300 feet of traffic for Commercial and CFI)
pattern altitude, make a climbing turn to crosswind leg Retract landing gear after a positive rate of climb is
Manufacturer Recommended lift-off speed __ knots (bank angle 20° maximum) established
Use right rudder to offset torque as required • Allow for wind drift to keep a square pattern • Maintain takeoff power to a safe maneuvering altitude
• Maintain climb speed and continue to climb to pattern • Maintain directional control and proper wind-drift
altitude correction throughout takeoff and climb
Level off at pattern altitude Comply with noise abatement procedures
• Scan for traffic • Complete the appropriate checklist
• Keep right hand on the throttle

C)
• Within 1/2 to 1 mile from the runway, make a medium
turn to downwind leg (bank angle 30° maximum)
0 Scan for traffic

• To depart the traffic pattern, either climb straight out
• Establish the attitude that results i~ Vv with full throttle
from the upwind leg, or turn 45° beyond the departure
Manufacturer Recommended Vy _ _ knots end of the runway after reaching pattern altitude
Trim off any control pressure
• Maintain wings level with aileron , coordinate with

rudder
Norm al Takeoff & Climb (Continued) 9

CROSSWIND TAKEOFF &CLIMB Reference
point X
Downwi nd leg
(Private, Sport, Commercial, CFI) --------------------------~~--------~ I
Objective: Takeoff and climb ou t to the downwind leg of I
I
the traffic pattern with a crosswind component. I
I
0
I 0(/)
I (/)
I
Task: Check Manufacturer Recommendations ~-
:::J
/ c.
ro
0 (0 tO
• Complete preflight inspection (see Page 4)

• Verify crosswind component will not be exceeded 0
Manufacturer Recommended crosswind component
_ _ _ __ knots
• Taxi to crosswind runway
0 0 0 0
Referen ce
• Complete before-takeoff check (see Page 6) ...•~------...•---------~-------+-...,.F------,.c- _ poi~ )(
Wing flaps oofor crosswind takeoff
0
• Hold full aileron into wind
0
• Line up on runway centerline , nose wheel straight
• Check the windsock
Know local airport traffic pattern and altitude

procedures
• Apply full throttle smoothly and positively

0
• Obtain takeoff and departure clearance, if required
• Look out and check that runway and approaches are
all clear
Keep heels on floor, and toes on rudder pedals, not
~(n\~
L,J4--"~
brakes ~ OOC
0
Continued
10 Crosswind Takeoff & Cl imb
0 • Trim off any control pressure
0
• Keep straight with rudder • Within 1/2 to 1 mile from runway, make a medium turn
• Continue to hold aileron into wind and reduce to downwind leg (bank angle 30° maximum)
deflection as speed increases • Continue to crab to correct for wind drift
• Hold the nose wheel on the ground • Scan for traffic
• Check RPM for full power • To depart the traffic pattern , either climb straight out
• Check engine instruments are in the green arc from the upwind leg , or turn 45° beyond the departure
end of the runway after reaching pattern altitude
0 • Maintain crab angle with aileron , coordinate with

rudder Evaluation:
• Cleanly leave runway slightly above normal
lift-off speed Use oo(crosswind takeoff) flap setting
Manufacturer Recommended lift-off speed __ knots Position the flight controls for existing wind conditions
Clear area and align airplane on runway centerline
Advance throttle smoothly to takeoff power
Rotate and lift off at the recommended airspeed and
accelerate to Vy
Establish pitch attitude for Vv and maintain Vv during
• Retract gear after positive rate of climb is established , the climb (+ 10/-5 knots for Private and Sport, ±5 knots
and a landing cannot be made on remaining runway for Commercial and CFI)
• Scan for traffic Retract landing gear after a positive rate of climb is
• Maintain a straight track over the extended runway established
• Use right rudder to offset torque as required centerline using a reference point • Maintain takeoff power to a safe maneuvering altitude
• Maintain directional control and proper wind -drift
correction throughout takeoff and climb
0 • Comply with noise abatement procedures
• Beyond end of runway and within 300 feet of traffic • Complete the appropriate checklist
pattern altitude, make a climbing turn to crosswind leg
(bank angle 20° maximum)
• Allow for wind drift by crabbing, to keep a square
• Keep right hand on the throttle pattern
• Turn into wind to correct for drift • Maintain climb speed and continue to climb to pattern
altitude
• Level off at pattern altitude
0 • Scan for traffic
• Establish attitude that results in Vv with full throttle
Manufacturer Recommended Vy _ _ knots
Crosswind Takeoff & Climb (Continued) 11

SOFT-FIELD TAKEOFF &CLIMB
Objective: Get the airplane airborne as quickly as

possible to eliminate drag caused by tall grass, sand,
mud, and snow, and climb out to the downwind leg of the
traffic pattern .
0
• Taxi to upwind runway
0
Complete before-takeoff check (see Page 6)
• Wing flaps 1oofor soft-field takeoff
• During the takeoff ground run, keep weight off the

0 nose wheel with control column held back
• Continue taxi roll without stopping and line up on
runway centerline, nose wheel straight
• Know local airport traffic pattern and altitude • Keep heels on floor, and toes on rudder pedals, not
procedures brakes
0 0
Obtain takeoff and departure clearances, if required
• Keep straight with rudder
• Look out and check that runway and approaches are
Keep wings level with aileron
all clear
• Without stopping, apply full throttle smoothly and • Check RPM for full power
positively • Check engine instruments are in the green arc
• Relax back pressure on control column as speed
builds for earliest possible liftoff
Continued
12 Soft-Field Takeoff & Climb

• Once airborne, stay within 10 feet of the ground and • After a definite climb is established and the airplane Evaluation:
accelerate in ground effect to Vv has accelerated to Vy, retract flaps and adjust attitude • Position the flight controls for existing wind conditions
Manufacturer Recommended Vy _ _ knots to maintain Vv and to maximize lift as quickly as possible
• Retract gear after positive rate of climb is established, • Use 1oo(soft-field takeoff) flap setting
and a landing cannot be made on remaining runway • Clear the area
• Maintai n a straight track over the extended runway
Taxi onto the takeoff surface at a speed consistent with
• Climb out of ground effect at Vv safety and align airplane on runway centerline without
centerline stopping while advancing the throttle smoothly to
• Use right rudder to offset torque as required
takeoff power
• Establish and maintain pitch attitude that will transfer
0 the weight of the airplane from the wheels to the wings
as rapidly as possible
• Beyond end of runway and within 300 feet of traffic
pattern altitude, make a climbing turn to crosswind leg • Lift off and remain in ground effect while accelerating
(bank angle 20° maximum) to Vy, be careful not to settle back to runway
Allow for wind drift to keep a square pattern • Establish pitch attitude for Vv and maintain Vv during
• Keep right hand on the throttle the climb (+ 10/-5 knots for Private and Sport, ±5 knots
• Maintain climb speed and continue to climb to pattern
for Commercial and CFI)
altitude
• Retract landing gear and flaps after a positive rate of
• Level off at pattern altitude
climb is established
• Maintain takeoff power to a safe maneuvering altitude
Trim off any control pressure
• Maintain directional control and proper wind-drift
0 • Comply with noise abatement procedures
• With in 1/2 to 1 mile from the runway, make a medium • Complete the appropriate checklist
turn to downwind leg (bank angle 30° maximum)
• Scan for traffic
• To depart the traffic pattern, either climb straight out
from the upwind leg, or turn 45° beyond the departure
• Maintain wings level with aileron , coordinate with

rudder
Soft-Field Takeoff & Climb (Continued) 1 3

SHORT-FIELD TAKEOFF &CLIMB
Objective: Takeoff in the shortest possible distance,

clear obstacles at the end of the runway, ad climb out to
the downwind leg of the traffic pattern.
0
Complete starting airplane check (see Page 6)
• Taxi to upwind runway
e
• Complete before-takeoff check (see Page 6)
Wing flaps 1oofor short-field takeoff, or as
recommended
• Apply full throttle smoothly and positively

0
• Position airplane at the end of the runway to ensure
maximum runway available, and align with runway
centerline
• Know local airport traffic pattern and altitude • Select a reference point straight ahead for tracking
procedures • Hold toes on the brakes • Release brakes as full power is reached
0 0
• Obtain takeoff and departure clearances, if required Keep straight with rudder
• Look out and check that runway and approaches are Keep wings level with aileron
all clear
• Check RPM for full power
• Check engine instruments are in the green arc
• Keep airplane full weight on main wheels until lift-off
speed is attained
Continued
14 Short-Field Takeoff & Climb

0 Trim off any control pressure Evaluation:
• Position flight controls for existing wind conditions
• Lift off at minimum recommended flying speed
• Use 1oo(short-field takeoff) flap setting
Manufacturer Recommended minimum lift-offspeed
_ _ _ knots • Clear the area
• Taxi into the takeoff position to allow maximum utiliza-
tion of available takeoff area and align the airplane on
\\ 11/lh
... ~~40 ~400 runway centerline
~220 AIR SR
...... MP:
D
80
• Advance throttle smoothly to takeoff power
200 100 • Rotate at recommended airspeed, lift off, and
180 12~~... accelerate to the recommended obstacle clearance
160140\\ • Scan for traffic airspeed or Vx
/1/ fl I
• Maintain a straight track over the extended runway • Establish pitch attitude for the recommended obstacle
centerline clearance airspeed or Vx and maintain that airspeed,
• Use right rudder to offset torque (+ 10/-5 knots for Private and Sport, +5/-0 knots for
as required Commercial and CFI) until the obstacle is cleared, or
Keep right hand on throttle
0 •
until airplane is 50 feet above the surface
After clearing the obstacle, accelerate to Vy, establish
• Beyond end of runway and within 300 feet of traffic
pitch attitude for Vy, and maintain Vv during the climb
0 pattern altitude, make a climbing turn to crosswind leg
(bank angle 20° maximum) (+ 10/-5 knots for Private and Sport, ±5 for Commercial
Establish the attitude that results in Vx with full throttle and CFI)
• Allow for wind drift to keep a square pattern
Manufacturer Recommended Vx knots • Retract landing gear and flaps after a positive rate of
Maintain climb speed and continue to climb to pattern climb is established
Maintain wings level with aileron , coordinate altitude
with rudder • Maintain takeoff power to a safe maneuvering altitude
Level off at pattern altitude
• Maintain directional control and proper wind-drift
Scan for traffic
• Comply with noise abatement procedures
0 • Complete the appropriate checklist

• Within 1/2 to 1 mile from runway, make a medium turn
to downwind leg (bank angle 30° maximum)
• Scan for traffic
• Retract flaps at a safe altitude and when clear of • To depart the traffic pattern, either climb straight out
obstacles from the upwind leg, or turn 45° beyond the departure
• Retract gear after positive rate of climb is established, end of the runway after reaching pattern altitude
and a landing cannot be made on remaining runway
• Increase climb speed to Vy
Manufacturer Recommended Vy knots
Short-Field Takeoff & Climb (Continued) 15

If left wing is low, correct by using light right aileron • Set movable dot on the attitude
STRAIGHT &LEVEL FLIGHT plus right rudder pressure indicator to horizon line and
maintain constant attitude
(Private, Sport, Commercial, CFI )
Object ive : Maintain a constant heading and altitude.
Task: • Check altimeter for constant

• Adjust power to cruise RPM altitude. Make small corrections
with elevator (yoke). Make larger
corrections immediately with
coordinated pitch and throttle.
• If right wing is low, correct by using light left aileron
plus left rudder pressure
• Trim airplane to maintain hands-off attitude

Vertical speed indicator should
remain at 0
• For VFR flights , use outside visual cues as primary

reference, cockpit instruments as secondary reference
• After corrections, neutralize and as a cross-check (look outside, peek inside)
controls and trim airplane • Check fuel and engine gauges periodically
• Check airspeed indicator for
• Select an outside reference constant airspeed
• Maintain airplane nose constant in relation to the Evaluation:
horizon , and wing tips equidistant above horizon Maintain a definite heading , ±1 oo
• Maintain a definite altitude, ± 100 feet
• Use definite power setting and airspeed , ± 10 knots
Check heading indicator for • Trim for level flight
constant heading For altitude deviations of less than 100 feet , correct
with pitch; if you are off by more than 100 feet , use
pitch and a small throttle adjustment
• In turbulence, use maneuvering speed (VA)
Use left hand on yoke, controlling yoke with thumb and
two fingers and making tiny corrections
• Maintain coordination by keep- • Make smooth and coordinated control applications
ing the ball in center
16 Straight & Level Flight

SHALLOW &MEDIUM TURNS • Maintain altitude with the elevator,
using back pressure on the control
(Private, Sport, Commercial, CFI) · column (reference altimeter)
Ob.iective: Change or return to a desired heading

by entering, maintaining , and rolling out of a shallow
0
(0-20°) or medium (20-45°) level turn , using constant
power and holding a constant altitude.
0
• Look outside, peek inside
Task:
0
Go to practice area where terrain is appropriate for • Anticipate rollout heading or
maneuvering , and emergency landing area is available reference point
• Set power to obtain maneuvering speed (VA)
Manufacturer Recommended ~ knots
• Select an altitude to maintain
•
•
Clear area for other aircraft
Trim airplane for level hands-off flight
0 Roll out of the bank with aileron
• Select a heading or reference point for rollout and coordinated rudder pressure,
to return to straight-and-level flight
0 • Look outside, peek inside

• Look outside, peek inside • Select a spot on the horizon to maintain altitude and • Release elevator back pressure
• From straight-and -level flight , coordinate aileron and bank angle
rudder to roll in direction of turn
Evaluation:
• Left turns are pertormed in the same manner as right
turns
• Practice both right and left turns, returning to straight-
and -level flight
• Roll out to predetermined headings
• Due to torque effect, more rudder is required for right • Maintain bank angle with aileron • Maintain altitude, ±1 00 feet
turns (reference attitude indicator) • Maintain bank angle, ±5°
• Exert slight back pressure on the control column to • Maintain rollout heading , ± 1oo
maintain altitude
• Maintain coordination at all times
• Maintain coordination with rudder

(reference turn coordinator)
Shallow & Medium Turn s 17

RECTANGULAR COURSE 0/
(Private, Sport, CFI)
Objective: Fly a ground track equidistant from all sides

of a selected rectangular area on the ground, accounting
--- ...... /
for wind effects, and maintaining a constant altitude and

airspeed.
I
I
I
If::
I
I
Task: /:8 I
IQ
,'~
0
"0
l(s c
: u -~
*
• Find practice area where terrain is appropriate for :s
/.? (/)
(/)
e
maneuvering, emergency landing area available 10 ()
: c:
• Select a rectangular area, 1/2 to 1 mile in length ,' .{;
Is
Set power to obtain maneuvering speed (VA) /.;.:-
IU
Manufacturer Recommended ~ knots ,l,!!
I
I
I Upwind
I
I
I I
',~-----~-------
I
I
\ /
',,
--- ...... /
• Maintain traffic pattern altitude

• Clear area for other aircraft e
• Same indicated airspeed, fastest ground speed
0
• Maintain coordination and crab into the wind
• Maintain distance from boundary
• Crab angle is not required
• Trim airplane for level hands-off flight

0
• Steepest turn for fastest ground speed (maximum
bank angle 45°)
• Ease off bank angle as the wind turns to a crosswind,
0 and ground speed begins to slow
• Same airspeed, medium ground speed
• Maintain distance from boundary
Enter the maneuver 45° to downwind,
with first circuit to the left
• Roll out of the turn wings-level , crabbing into the wind

• Turn will be more than goo
Continued
18 Rectangular Course
0 Evaluation:
The closer the track of the airplane is to the field
• Start the turn with a medium bank angle boundaries, the steeper the bank at the turning points
Reduce bank angle as ground speed slows Determine wind direction and speed
Select ground reference area with an emergency
landing area within gliding distance
0 Plan maneuver to enter at traffic pattern altitude, at an
• Roll out wings-level, directly upwind appropriate distance from the selected reference area,
• Turn will be less than goo to upwind leg 45° to the downwind leg, with the first circuit to the left
Apply adequate wind-drift correction during straight
and turning flight to maintain a constant ground track
0 around the rectangular reference area
• Same indicated airspeed , slowest ground speed Divide attention between airplane control and ground
• Maintain distance from boundary track, maintain coordinated flight
• Crab angle is not required Exit at point of entry at the same altitude and airspeed
at which the maneuver was started, and reverse
course
c
• Start a shallow turn for the slowest ground speed
• Maintain altitude (± 100 feet for Private and Sport) ,
maintain airspeed (±1 0 knots for Private and Sport)
Gradually increase to a medium bank angle as the
ground speed increases
• Roll out wings-level with a wind correction angle and
crab into the wind
CD
• Turn will be less than goo
• Same indicated airspeed, medium ground speed
• Maintain coordination and crab into the wind
e
• Start a medium turn, gradually increasing bank angle
as ground speed increases
• Turn will be more than goo
• Exit at point of entry at the same altitude and airspeed
at which the maneuver was started , and reverse
course
Rectangular Course (Continued) 19

S-TURNS
Objective: Fly a series of S-turns across a line ground

feature , with semicircles of equal size, accounting for
wind effects, and maintaining a constant altitude and
airspeed.
Task:
0
• Find practice area where terrain is
appropriate for maneuvering, emergency
landing area available
• Select a line feature that lies crosswind
Manufacturer Recommended ~
• Maintain and fly an altitude between 600
and 1,000 feet AGL
Approach the line feature downwind
knots
0
t 0
Evaluation:
0 0 Determine wind direction and speed
• Slowest ground speed
• Cross the line feature wings-level Select reference line with an emergency landing area
Turn in opposite direction within gliding distance
• Initial turn is to the left Shallowest bank angle Plan maneuver to enter at 600 to 1,000 feet AGL,
• Highest ground speed
perpendicular to the selected reference line, down-
• Steepest bank angle (do not wind , with the first series of turns to the left
exceed 45°)
0 Apply adequate wind-drift correction to track a
• Moderate bank angle and increasing as airplane constant-radius half-circle on each side of the selected
begins to turn downwind reference line
0 Divide attention between airplane control and ground
• Moderate bank angle and decreasing as airplane track; maintain coordinated flight
begins to turn upwind
• Maintain coordination throughout
0 Reverse course, as directed, and exit at point of
• Level the wings crossing the line feature downwind entry at the same altitude and airspeed at which the
maneuver maneuver was started
Maintain altitude (±100 feet for Private and Sport),
0 0 maintain airspeed (± 10 knots for Private and Sport)

• Fastest ground speed
• Level the wings crossing the line
Exit maneuver at the same altitude and airspeed at
feature upwind
which the maneuver was started
20 S-Turns
0
I
TURNS AROUND A POINT • Slowest ground speed

(Private, Sport, CFI) • Shallowest bank angle
• Maintain distance from reference point
Objective: Fly two or more complete circles of uniform
radii or distance from a ground reference point by
varying the bank angle to account for wind effects, while
maintaining a constant altitude and airspeed.
e
• Gradually increase bank angle as airplane begins to
turn downwind
Task:
\
\
+
I
• Fly at least two turns, and exit at point of entry at the
0 \
\ I
I
I same altitude and airspeed at which the maneuver
was started
,,
• Find practice area where terrain is appropriate for \ I
Reverse course as directed
maneuvering, emergency landing area available '
• Select a reference point
• Set power to obtain maneuvering speed (VA) 0
' ' .... ....... e . . . . .,.," Evaluation:
Manufacturer Recommended ~ knots • Determine wind direction and speed
• Maintain an altitude between 600 and 1,000 feet AGL • Select reference point with an emergency landing area
• Clear area for other aircraft within gliding distance
0 • Plan maneuver to enter at 600 to 1,000 feet AGL, at an
• Initial turn is to the left appropriate distance from the reference point, with the
• Highest ground speed airplane headed downwind and the first turn to the left
• Steepest bank angle (do not exceed 45°) • Apply adequate wind-drift correction to track a
• Maintain distance from reference point constant-radius turn around the selected reference
point
• Divide attention between airplane control and ground
e Gradually decrease bank angle as airplane begins to
track; maintain coordinated flight
• Complete two turns, exit at point of entry at the same
turn upwind altitude and airspeed at which the maneuver was
started, and reverse course as directed
• Maintain altitude (±1 00 feet for Private and Sport),
• Maintain coordination throughout maneuver
maintain airspeed (±1 0 knots for Private and Sport)
• Approach reference point downwind
Turns Around a Point 21

EIGHTS-ON-PYLONS
(Commercial, CFI)
Objective: Fly a figure-S pattern while maintaining

the wing tip in line with the reference point by varying I
I
altitude, bank angle, and airspeed. I

I
I
I
I
I
I
I
I
Task:
__ )(
0
I
I
I
• Find practice area where terrain is appropriate for

maneuvering , emergency landing area available
• Select 2 pylons approximately 1/2-mile apart,
perpendicular to the wind
Manufacturer Recommended ~ knots
• Obtain the wind speed and direction
• Calculate the pivotal altitude for entry downwind
(highest ground speed)
Pivotal altitude = (ground speed in knots) 2/11.3
Ground speed Pivotal altitude AGL
120 knots
110 knots
100 knots
• Prevent apparent fore-aft movement of the pylon using
90 knots 0 elevator
80 knots • Just past the right pylon, roll into a right turn (30-40° at
• Clear area for other aircraft the steepest point) to position the wing tip on the pylon
• Trim airplane for level hands-off fight

• Enter maneuver by approaching the midpoint of the • Prevent apparent up-down movement of the pylon • Follow pylon with the control column
pylons diagonally, with the wind from the side and using aileron
behind (so ground speed will be high)
Continued
22 Eights-On-Pylons
0 0 Evaluation:
• Determine the approximate pivotal altitude
• Crosswind, ground speed decreases • Upwind , slowest ground speed
Select suitable pylons that will permit straight-and-level
• If pylon moves forward of your line-of-sight along the • Shallowest bank flight between the pylons, considering emergency
wing tip, apply forward pressure to descend • Lowest pivotal altitude landing areas
Maintain coordination; do not use rudder pressure to • Attain proper configuration and airspeed prior to entry;
"hold" pylon enter the maneuver at the appropriate altitude and
0 airspeed and at a bank angle of approximately 30-40°
at the steepest point.
• Downwind, fastest ground speed
Steepest bank (30-40° at the steepest point) • Apply necessary corrections so that the line-of-sight
• Highest pivotal altitude reference line remains on the pylon with minimum
longitudinal movement
• Exhibit proper orientation, division of attention, and
0 planning
• Apply the necessary wind-effect correction to track
• Cross midpoint of pylons wings-level
0 • Repeat the figure-8 pattern
properly between pylons
Hold pylons using appropriate pivotal altitude, avoiding
• Upwind , slowest ground speed
Exit at point of entry at the same altitude and airspeed slips and skids
• Shallowest bank at which the maneuver was started
Lowest pivotal altitude
e
• Downwind, fastest ground speed
• Steepest bank (30-40° at steepest point)
• Highest pivotal altitude
• Cross midpoint of pylons wings-level
0
• Just past the left pylon, roll into a left turn to position
wing tip on the pylon
• Prevent up-down movement of the pylon using aileron
• Prevent fore-aft movement of the pylon using elevator
• Follow pylon with the control column
Eights-On-Pylons (Continued) 23
MANEUVERING DURING SLOW FLIGHT
Objective: Establish slow flight , and then maneuver

the airplane at airspeeds just above stall speed, without
stalling .
0 0
0
Evaluation:
• Select an altitude that allows maneuver to be
performed no lower than 1,500 feet AGL
0 Select an entry altitude that will allow the task to be
• Maintain directional control, using outside visual completed no lower than 1,500 feet AGL or the recom-
• Clear area for other aircraft references mended altitude, whichever is higher
• Trim airplane for level hands-off fl ight • Practice gentle climb, descents and Establish and maintain an airspeed at which any
turns at a constant airspeed further increase in angle of attack, increase in load
e Carburetor heat on (fully out), or as required

• Practice lowering flaps (in small
increments) and gear
• Controls are less effective at slower 10"
factor, or reduction in power, would result in an
immediate stall (+ 10/-0 knots for Private and Sport,
+5/-0 for Commercial)
• Reduce power speeds Accomplish coordinated straight-and-level flight and
Apply back pressure on yoke to reduce airspeed and level turns, at bank angles and in configurations as
maintain altitude specified
• Maintain coordination with rudder 0 Divide attention between airplane control and
orientation
pressure (more right rudder • Raise flaps (in small increments)
needed to counteract torque) and gear Maintain specified altitude (± 100 feet for Private and
Increase power to achieve cruise speed Sport, ±50 feet for Commercial); specified heading
(+10/-0° for Private and Sport, ±10° for Commercial),
~)
specified airspeed (+ 10/-0 knots for Private and Sport,
• Reduce angle of attack +5/-0 knots for Commercial) , and specified angle of
• As airspeed approaches stall by lowering the nose to bank (± 1oofor Private and Sport, ±5° for Commercial)
·························>yf:':~:}•'
speed, add power maintain altitude
Use power to maintain altitude
• Use pitch attitude to control
Carburetor heat off
airspeed, 1.2 Vs1
(fully in)
Manufacturer Recommended 1.2 V51 _ _ _ knots
• Maintain coordination with rudder pressure
Trim airplane for slow flight condition • Maintain coordination (reduce
pressure on right rudder)
• Trim airplane for normal cruise

condition
24 Maneuvering During Slow Flight

POWER-OFF STALLS
Object ive: Stall the airplane, without power, in the

landing configuration , then recover with a minimum loss
of altitude .
0
o Find practice area where terrain is appropriate for
maneuvering, emergency landing area available
o Select an altitude that allows maneuver
to be completed no lower than 1,500
0 0
feet AGL o Maintain wings-level and coordination o Retract flaps (in increments) as airspeed reaches Vv
o Clear area for other aircraft o Recognize and announce symptoms of approaching o Resume normal flight attitude, power, and airspeed
stall with minimum loss of altitude
Trim airplane for level hands-off flight
o Airspeed and noise level decrease o Practice stall in straight flight and while in a turn
o Flight controls are less effective, feel "mushy"
0 o Stall warning system activated (light, horn, or buzzer)
Airframe begins to buffet
Eva luation:
Carburetor heat on (fully out), or as o
Select an entry altitude that allows task to be complet-
required o Attitude is nose high
ed no lower than 1,500 feet AGL or the recommended
altitude, whichever is higher
o Power to IDLE (throttle fully out) 0 Establish a stabilized approach in the approach or
landing configuration, as specified
o Maintain wings-level and coordination Transition smoothly from approach or landing attitude
o Recognize and to pitch attitude that will induce a stall
o Apply back pressure on yoke to announce full stall Maintain a specified heading, ± 1ooin straight flight;
reduce airspeed and maintain o Yoke is fully back maintain a specified angle of bank, not to exceed 20°,
altitude Sink rate is high, and (±1 oofor Private and Sport, ±5° for Commercial), in
airplane pitches down turning flight while inducing the stall
Recognize and recover promptly after a fully
o Set flaps for landing configuration
developed stall occu rs
(make sure airspeed is within
white arc on airspeed indicator) 0 Recover promptly after stall occurs by simultaneously
o Release the back pressure on the decreasing pitch attitude, applying power, and leveling
yoke wings to return to a straight-and-level flight attitude
o Maintain coordination with rudder Add full power (throttle fully in) with a minimum loss of altitude appropriate for airplane
pressure (more right rudder Retract flaps to the recommended setting; retract
needed to counteract torque) landing gear, if retractable, after a positive rate of climb
o Carburetor heat off (fully in)
is established; accelerate to Vv before the final flap
Maintain ailerons neutral retraction; return to the altitude, heading , and airspeed
o o Level the wings with coordinated
as specified
o Continue to bring the yoke back aileron and rudder
Power-Off Stalls 25
POWER-ON STALLS
Objective: Stall the airplane with power, in the takeoff

configuration, then recover with a minimum loss of
altitude.
0
• Find practice area where te rrain is appropriate for
completed no lower than 1,500 feet AGL
• Clear area for other aircraft
• Maintain ailerons neutral
e
• Slow airplane to lift-off speed
• Continue to bring the yoke back (nose will be higher
than in a power-off stall) • Maintain wings-level and coordination
• Recognize and announce symptoms of approaching
Manufacturer Recommended lift-off speed _ _ knots stall
• Apply back pressure on yoke to establish takeoff • Airspeed and noise level decrease
configuration • Flight controls are less effective, feel "mushy"
~··· ·· ·
------ • Stall warning system activated (light, horn, or buzzer)
-------- Airframe begins to buffet
• Attitude is nose high
• Apply takeoff power

• Maintain coordination with rudder pressure (more right
0
• Maintain wings-level and coordination
rudder needed to counteract torque) • Recognize and announce the full stall
• Yoke is fully back
• Sink rate is high , and airplane pitches down
Continued
26 Power-On Stalls
Evaluation:
Select an entry altitude that allows task to be
• Release back pressure on the yoke completed no lower than 1,500 feet AGL or the
recommended altitude, whichever is higher
Establish the takeoff or departure configuration ,
airspeed, and power as specified
Transition smoothly from takeoff or departure attitude
to the pitch attitude that will induce a stall
Maintain a specified heading (± 1oofor Private and
Sport, ±5° for Commercial) in straight flight; maintain
a specified angle of bank, not to exceed 20°, ± 1oo, in
turning flight while inducing the stall
Recognize and recover promptly after a fully
developed stall occurs
Recover promptly after a stall occurs by simultane-
ously decreasing the pitch attitude, applying power
as appropriate, and leveling the wings to return to a
straight-and-level flight attitude with a minimum loss of
altitude appropriate for the airplane
• Level the wings with coordinated aileron and rudder Retract flaps to the recommended setting; retract
landing gear, if retractable, after a positive rate of climb
is established; accelerate to Vv before the final flap
0 retraction ; return to the altitude, heading, and airspeed
as specified
• Resume normal flight attitude, power, and airspeed
with minimum loss of altitude
• Practice stall in straight flight and while in a turn
Power-On Stalls (Continued) 2 7

ACCELERATED STALLS
(Commercial and CFI)
Objective: Demonstrate how stalls result from attempts

to fly at excessively high angles of attack, recognize, and
recover promptly.
0
maneuvering, emergency landing area
available
• Select an altitude that allows
0 0
Smoothly and steadily increase back-elevator pressure • Resume normal flight attitude, power, and airspeed
maneuver to be completed no lower with minimum loss of altitude
• After the airspeed reaches the design maneuvering
than 3,000 feet AGL
speed or within 20 knots above the unaccelerated stall • Practice stall in straight flight, in a turn, power-on , and
• Clear area for other aircraft speed , increase back elevator pressure firmly until a power-off
• Trim airplane for level hands-off flight definite stall occurs
Evaluation:
• Select an entry altitude that allows task to be
e
• Carburetor heat on (fully out) , or as
• Establish the airplane in a steady flight condition ,
airspeed below VA, 20 knots above unaccelerated stall
required speed or the manufacturer's recommendations
0 • Transition smoothly from the cruise attitude to the
• Centrifugal force will push the pilot's body down in angle of bank of approximately 45° that will induce a
• Establish the airplane in a steady flight cond ition , the seat, increase the wing loading, and decrease the stall
airspeed below VA, 20 knots above unaccelerated airspeed • Maintain coordinated turning flight, increasing elevator
stall speed or the manufacturer's recommendations • Observe speed restrictions to prevent exceeding the back pressure steadily and firmly to induce the stall
load limit of the airplane • Recognize and recover promptly at the onset of a
stall by simultaneously reducing the angle of bank,
• Transition smoothly from the cruise attitude to the decreasing pitch, increasing power as appropriate , and
angle of bank of approximately 45° that will induce a
stall
0 leveling the wings to return to a straight-and-level flight
attitude with a minimum loss of altitude appropriate for
• Release the back pressure on the
yoke the airplane
Add full power (throttle fully in) • Return to the altitude, heading, and airspeed specified
• Carburetor heat off (fully in)
• Level the wings with coordinated

aileron and rudder
28 Accelerated Stalls
CROSSED-CONTROL STALLS
(CFI only)
Objective: Demonstrate the effect of improper control

technique and emphasize the importance of using
coordinated control pressures whenever making turns.
0
• Select an altitude that allows maneuver to be com-
pleted no lower than 1,500 feet AGL-have plenty of
altitude available for recovery
• Lower landing gear, if retractable 0
• DO NOT extend flaps • Continue to increase control pressures until airplane
• Trim airplane for level hands-off flight stalls
• The stall might break toward or away from the turn, or
snap into a spin
0 • Initiate recovery at the full stall
• Carburetor heat on (fully out) , or as
required
0
• Release the control pressures
• Power to IDLE (throttle fully out)
• Add full power (throttle fully in)
• Carburetor heat off (fully in)
• Establish glide speed and attitude
Manufacturer Recommended best
glide speed _ _ knots
• Re-trim airplane for gliding attitude
0
• Level the wings with coordinated
• Roll into medium-banked turn to simulate an overshot aileron and rudder
turn to final approach • Resume normal flight attitude, power,
and airspeed with minimum loss of altitude
e
• Apply excessive rudder in the direction of turn Evaluation:
Maintain a constant bank by applying opposite aileron • Demonstrate and simultaneously explain a crossed-
pressure control stall, with landing gear extended, from an
• Increase back elevator pressure to keep nose from instructional standpoint
lowering • Analyze and correct simulated common errors related
to a crossed-control stall with landing gear extended
Crossed-Control Stalls 29
ELEVATOR TRIM STALLS
(CFI only)
Objective: Demonstrate what can happen when full

power is applied for a go-around while not maintaining
positive control of the airplane.
0
• Extend landing gear
• Extend flaps, 1/2 to full
Trim airplane for level hands-off flight 0 • With airplane held in the normal climbing
attitude, adjust trim to relieve the heavy
• Advance throttle smoothly to control pressures
maximum power
0 • Maintain wings-level with coordinated
• Carburetor heat on (fully out), or as
• Carburetor heat off (fully in) aileron and rudder
required
• Power to IDLE (throttle fully out) 0 0

• The combined force of thrust, • Complete normal go-around and level-off procedures
Establish glide attitude and best torque, and back elevator trim cause the nose to rise
sharply and turn to the left • Retract gear and flaps (in increments) as airspeed
glide speed reaches Vv
Manufacturer Recommended best glide Do not attempt to correct these forces
Resume normal flight attitude, power, and airspeed
speed knots with minimum loss of altitude
• Re-trim airplane for the glide, as would be done during

0
• When pitch attitude increases above the normal Evaluation:
a landing approach (nose-up trim)
climbing attitude, and it is apparent a stall is imminent, • Demonstrate and simultaneously explain elevator trim
apply forward pressure to the control column stalls, in selected landing gear and flap configurations,
from an instructional standpoint
• Analyze and correct simulated common errors related
to elevator trim stalls in selected landing gear and flap
configurations
30 Elevator Trim Stal ls

SECONDARY STALLS
(CFI on ly )
Objective : Demonstrate what happens when stall

recovery is attempted before the airplane has regained
sufficient flying speed .
0
e
• Perform a stall
• Allow airplane to stall for a second time • Allow airspeed to build before returning to straight-and-
At full stall, release back pressure level flight
• Add full power • Resume normal flight attitude, power, and airspeed
• Practice from both a power-on and power-off stalled
• At full stall, release back pressure condition
e
• Pull back on the control column before the airplane
Evaluation:
• Demonstrate and simultaneously explain secondary
has regained sufficient flying speed 0 stalls, in selected landing gear and flap configuration,
from an instructional standpoint
• Maintain wings-level with coordinated aileron and
rudder • Analyze and correct simulated common errors related
to secondary stalls in selected landing gear and flap
configurations
Secondary Stalls 31
SPINS
(CFI only)
Objective: Enter, maintain, and recover from a spin, in

order to prevent them, and know the proper procedure
for recovering from unintentional spins.
0
• Carburetor heat on (fully out) as
required
• Power to IDLE (throttle fully out) 0

• Apply back pressure on yoke to
reduce airspeed and maintain altitude
0
• Maintain ailerons neutral
• Just prior to stall, apply full rudder in the direction of
the intended spin
• Continue to bring yoke fully back
32 Spins
• Hold control inputs until rotation stops Spin Awareness (Private, Sport and Commercial)
• Neutralize rudder and level the wings when rotation • Exhibit knowledge of elements related to spin
• Maintain full back pressure on the control column stops awareness by explaining-
• Maintain full rudder in the direction of spin • Apply back pressure on the control column to recover a. flight situations where unintentional spins may
from the ensuing dive occur
b. technique used to recognize and recover from
unintentional spins
c. recommended spin recovery procedure for the
airplane used for the practical test
d. aerodynamic factors, including instrument
indications, that occur in a spin
• Hold ailerons neutral
e. phases of a spin with regard to uncoordinated flight,
• Use outside references to maintain orientation
the vertical and rotational velocities, and its rotation
th roughout spin
about the axis perpendicular to the earth's surface
0
• Keep throttle at IDLE (fully out)
• Maintain neutral ailerons
• Check spin direction (with outside reference and turn
coordinator)
• Begin spin recovery 1/4 to 1/2 turn prior to desired
recovery heading 0
• Avoid a secondary stall or spin during the recovery
• As the nose rises past the horizon, add power
0
• Verify power is IDLE
• Apply full rudder opposite the direction of the rotation
• Carburetor heat off

• Resume normal flight attitude, power, and airspeed
• Release back pressure, and then apply forward

pressure on yoke to break the stall Evaluation:
• Demonstrate and simultaneously explain a spin (one
turn) from an instructional standpoint
• Analyze and correct simulated common errors related
to spins
Spins (Continued) 33
STEEP SPIRALS
(Commercia l, CFI)
Object ive: Demonstrate a constant gliding turn ,

executing a series of three 360° turns while maintaining
a ground reference point by varying the bank angle to
account for wind effects, and maintaining a constant
airspeed.
Task : Check Manufacturer Recommen dations
0
• Find terrain where terrain is appropriate for
• Select an altitude that allows spiral to be continued
through a series of at least three 360° turns, to be
performed no lower than 1,000 feet AGL
• Select a heading or reference
point for rollout
Close throttle
• Establish glide speed
glide speed knots
• From straight-and-level flight into the wind , coordinate
aileron and rudde r to roll into a shallow turn around
the selected spot on the ground
0
• Gradually increase bank angle as
airplane begins to turn downwind
• Maintain distance from reference 0 0
point • Gradually decrease bank angle as airplane begins to • Highest ground speed
• Adjust attitude to maintain best turn upwind • Steepest bank angle (do not exceed 60°)
glide speed • Maintain distance from reference point • Lowest pitch attitude to maintain constant airspeed
Adjust bank angle to maintain a Briefly advance throttle to normal • Note wind conditions as altitude changes
uniform radius cruise power to clear engine
• Maintain uniform radius around reference point
• Maintain constant airspeed
• Maintain coo rdination throughout
maneuver
Continued
34 Steep Spirals
0
• Ground speed decreasing
• Bank angle should decrease
• Raise pitch attitude to maintain airspeed
• Briefly advance throttle to normal ~
cruise power to clear engine
• Maintain distance from reference
point
+
0
Shallowest bank angle
• Roll out toward a definite object and on a specific
heading
• Maintain coordination for a constant airspeed as the
straight glide is resumed
Evaluation:
• Select an altitude sufficient to continue through a
series of at least three 360° turns
• Select a suitable ground reference point
• Apply wind-drift correction to track a constant radius
circle around selected reference point with bank not to
exceed 60° at steepest point in turn
• Divide attention between airplane control and ground
track, while maintaining coordinated flight
• Maintain airspeed (± 10 knots)
• Roll out toward object or specified heading (±1 0°)
Steep Spirals (Continued) 35

CHANDELLES --~---- --------------~ ~-----~~----------
(Commercial, CFI)
~
0 -~ -,
0 ......... -- . . . . . . . .
Objective: Demonstrate a maximum performance
climbing turn , with a heading change of 180°, a
' .... ,, \ ~\ \
\ \
maximum gain in altitude, and rolling wings-level just \ \
above stall speed.
0 \
\I
\
I
Task: I
I
0 I
I
I
• Find practice area where terrain is appropriate for I

I
maneuvering, emergency landing area available I
I
• Set power to obtain maneuvering speed (VA), cruise I
speed, or manufacturer recommended speed I
I
(whichever is less) I /
/
Cruise Speed or Manufacturer Recommended ~ I /

/
(whichever is less) _ _ knots )"'

ft ,. . . I
-----------~--------<..........-----------:J:---~
-----~,/
performed no lower than 1,500 feet AGL, or
manufacturer recommended (whichever
is higher)
.. / //
0 --- -------- -- -~
• Establish wind direction
e
• Roll into the wind, with a 30° bank angle
• Pitch airplane up into a climbing turn
• Smoothly apply full power, without exceeding
maximum RPM
Continued
36 Chandelles
• Once bank angle is established,
neutralize ailerons 0
• Resume straight-and-level flight with minimum loss of
Maintain coordination
altitude
• Let airspeed build
e
• Maintain 30° bank angle until
• Reduce power to cruise setting
• Repeat maneuver in opposite direction
goo-point
• Continue to increase pitch attitude until goo-point
Evaluation:
• Maintain full power
• Select an altitude that allows the maneuver to be
• Altitude is increasing performed no lower than 1,500 feet AGL or the
• Airspeed is decreasing manufacturer's recommended altitude, whichever is
higher
Establish the entry configuration at an airspeed no
0 greater than the maximum entry speed recommended
by the manufacturer (not to exceed VA)
• Gradually start rolling out bank at goo-point
• Maintain pitch attitude • Establish approximately, but do not exceed, 30° of
• Maintain coordination bank
• Simultaneously apply specified power and pitch to
maintain a smooth, coordinated turn with constant
0 bank to the goo-point
• Begin a coordinated constant rate of rollout from the
• Complete rollout to wings level at 180°-point
goo-point to the 180°-point maintaining specified power
• Airspeed is approximately 1.2 V81 , ±5 knots and a constant pitch attitude that will result in a rollout
1.2 V51 _ _ knots within ±1 oo of desired heading and airspeed within +5
knots of power-on stall speed
Reduce pitch attitude to resume straight-and-level
flight at the final altitude attained , ±50 feet
• Momentarily hold airspeed without stalling

• Maintain coordination
Chandelles (Continued) 37
LAZY EIGHTS
(Commercial and CFI)
Objective: With constant change in control pressure

due to changing combinations of climbing and descend-
ing turns at varying airspeeds, experience the full
performance range of the airplane while flying a lazy
eight pattern .
Task:
0
Set power to obtain maneuvering speed (VA), cruise
speed , or manufacturer recommended speed
(whichever is less)
Cruise Speed or Manufacturer Recommended ~
(whichever is less) _ _ knots
Select an altitude that allows maneuver to be
performed no lower than 1,500 feet AGL, or
manufacturer recommended (whichever
is higher)
---0
0
• Fly crosswind and sel ect an upwind reference point A
abeam the wing tip V
• Pass the 45° reference point with maximum nose-up
for maneuver
• Increase bank angle through 15°
• Speed is decreasing
• Pitch attitude begins decreasing
• Bank angle continues to increase
• Raise the nose above the horizon and begin a climb

• Slowly roll in bank, and enter a coordinated climbing
turn into the wind
Continued
38 Lazy Eights
0 0 0
• Arrive at maximum bank angle 30 at goo reference • At the 180° reference point, airplane is momentarily • Pass the 135° reference point with the lowest nose
point level attitude for maneuver
• Pitch attitude is momentarily level • Reduce bank angle through 15°
Take note of minimum airspeed • Speed continues to increase
• Take note of maximum altitude • Pitch begins increasing
Pitch continues to decrease • Bank angle continues to decrease
• Bank decreases
• Speed increases
c
• At the 180° reference point,
airplane is wings-level
Pass the 135° reference point with the lowest nose • Altitude is same as entry altitude
attitude for the maneuver • Airspeed is same as entry
airspeed
Reference Point • Resume straight-and-level flight
• Altitude is same as entry altitude

Airspeed is same as entry airspeed Evaluat ion:
Begin to raise the nose Select an altitude that allows the
task to be performed no lower than 1 ,500 feet AGL or
• Gently roll bank in the opposite direction
the manufacturer's recommended altitude, whichever
is higher
0 Select a prominent goo reference point in the distance

Establish the recommended entry power and airspeed
• Pass the 45° reference point with maximum nose-up
for maneuver Plan to be and remain oriented while maneuvering
the airplane with positive, accurate control, and
• Increase the bank angle through 15°
demonstrate mastery of the airplane
• Speed is decreasing
Achieve the following throughout the task-
• Pitch attitude begins decreasing
a. Constant change of pitch , bank, and turn rate
• Bank angle continues to increase
b. Altitude and airspeed consistent at the goo-points,
• Reduce bank angle through 15° ± 100 feet and ± 10 knots respectively
•
•
Speed continues to increase
Pitch begins increasing
0 c. Through proper power setting , attain starting
altitude and airspeed at the completion of
• Arrive at maximum bank angle 30° at goo reference maneuver, ± 100 feet and ± 10 knots respectively
• Bank angle continues to decrease point d. Heading tolerance ±10° at each 180° point
• Pitch attitude is momentarily level Continue task through at least two 180° circuits and
• Take note of minimum airspeed resume straight-and-level flight
• Take note of maximum altitude Maintain coordination throughout maneuver
• Pitch continues to decrease Correct for torque effect in right and left turns
• Bank decreases Loops should be symmetrical
Speed increases Pitch and bank attitude should have a constant rate of
change throughout the maneuver
Lazy Eights (Continued) 39

STEEP TURNS 0
Look outside, peek inside
(Private, Sport, Commercial, CFI) • Anticipate the rollout heading or reference point
Object ive: Turn 360° in a steep (more than 45°) bank,

maintaining constant altitude and airspeed .
Ta sk: Check Manufacturer Recommendations
0 • Roll out of bank with aileron and coordinated rudder

maneuvering , emergency landing area available pressure, to return to straight-and-level flight
Set power to obtain maneuvering speed (VA) • Release elevator back pressure
Manufacturer Recommended ~ _ _ knots
• Trim airplane for level hands-off flight 0
• Repeat the turn in opposite direction
Select a heading or reference point for
rollout • Exit at point of entry at the same altitude and airspeed
0 at which the maneuver was started
• Adjust power to return to entry airspeed
e
Maintain bank angle with aileron
Maintain coordination with rudder
Maintain altitude with elevator,
• Trim to hands-off level flight
• From straight-and-level flight, coordinate aileron and using back pressure on the control
Evaluation:
rudder to roll into a 45-50° turn column (reference altimeter)
• Establish VAor the recommended entry speed for the
Due to torque effect, more rudder • Trim to maintain altitude (optional)
airplane
is required for right turns
• Roll into a coordinated 360° turn (45° bank, ±5° for
Exert back pressure on the control
Private and Sport, or 50° bank, ±5° for Commercial)
column to maintain altitude
• Perform the task in the opposite direction
• Roll out on the entry heading (± 1oofor Private and
Sport, ± 1oofor Commercial)
• Divide attention between airplane control and
orientation
• Maintain the entry altitude, ± 100 feet, and airspeed
(± 10 knots for Private and Sport, and ± 10 knots for
0 Commercial)
e
• Add power as required to maintain
airspeed
• Apply opposite aileron to prevent
• Select a reference point on the horizon to maintain overbanking (less correction
altitude and bank angle required for right turns)
40 Steep Turn s
GO-AROUND PROCEDURE
Objective: Discontinue the landing approach in order

to make another approach under more favorable
conditions.
0
• Make a timely decision to discontinue the approach
0 • Retract landing gear after a positive rate of climb is

established
Evaluation:
Make a timely decision to discontinue the approach to
• Apply full takeoff power (throttle full in)
• Adjust attitude to achieve the obstacle-clearance landing
airspeed (V x) Apply takeoff power immediately and transition to the
Manufacturer Recommended Vx _ _ knots climb pitch attitude forVv (+10/-5 knots for Private and
Trim as necessary Sport, ±5 knots for Commercial)
Retract flaps to the approach setting, if applicable
Retract landing gear, if retractable, after a positive rate
• Adjust the attitude to stop the descent and begin a

0 •
of climb is established
Maintain takeoff power to a safe maneuvering altitude,
Once clear of obstacles, adjust attitude to accelerate
positive rate of climb to Vv then set power and trans ition to the airspeed appropri-
• Carburetor heat off (full in) Manufacturer Recommended Vy _ _ knots ate for the traffic pattern
• Trim as necessary Fully retract flaps (full up) • Maintain directional control and proper wind-drift
correction throughout climb
• Trim as necessary
• Comply with noise abatement procedures, as
appropriate
• Retract flaps to a takeoff setting once a positive rate of
climb is established
0 •
•
Fly the appropriate traffic pattern
Complete the appropriate checklist
Maneuver to the side of the runway/landing area to
clear and avoid conflicting traffic
4ii&mrr~d'~
• Continue in a normal traffic pattern
,' ' '

.' ' ' ''
' '
'' ' '
Go-Around Procedure 41
~0
TRAFFIC PATTERN
/
/
Objective: Fly a pattern , designed to assure the /
orderly flow of arriving and departing air traffic: standard /
/
pattern-left turns, nonstandard pattern-right turns. /
/
0
• Complete before-landing checklist
• Determine landing runway (land into the wind)
• Determine direction of traffic pattern (left turns or right
turns)
• Obtain clearance or advise traffic of position and
intentions
• Enter traffic pattern at a 45° angle to the downwind, at
traffic pattern altitude (usually 800-1 ,000 feet AGL)
Traffic Pattern Altitude feet MSL
• Downwind leg
• Reduce power to achieve 1.5 V80
Manufacturer Recommended 1.5
Vso-- knots
• Pull carburetor heat on (fully out) 0
as required
• Maintain traffic pattern altitude and
1/2-1 mile out from landing
runway
• Abeam the runway numbers, begin descending
400-500 fpm (traffic permitting) 0
• Base leg
Extend flaps to 1oo, then within the Coordinate elevator and throttle to control rate of
white arc of airspeed indicator descent and airspeed • Reduce power to achieve 1.4 Vso
Manufacturer Recommended
1.4 V50 _ _ knots
• Extend flaps to 20°
• Look over shoulder to determine airplane location
relative to runway
• At 45° to landing point, begin turn to base leg using a
30° bank angle
Continued
42 Traffic Pattern
• Continue descending 400-500 fpm
• Coordinate elevator and throttle to control rate of
0
descent and airspeed • Crosswind leg
• To depart the traffic pattern , either climb straight out
• Begin turn to final in order to arrive on extended
runway centerline, using a 20° bank angle from the upwind leg, or turn 45° beyond the departure
Complete turn to final 1/4 mile from runway
Evaluation:
0 Comply with traffic pattern procedures
Final leg Maintain proper spacing from other traffic
• Align with runway centerline Establish an appropriate distance from the runway,
• Select landing flaps considering possibility of an engine failure
Correct for wind drift to maintain proper ground track
Maintain orientation with the runway in use
Maintain traffic pattern altitude (± 100 feet for Private,
Sport, and Commercial), and the appropriate airspeed
(± 10 knots for Private, Sport, and Commercial)
• Lower the nose to maintain 1.3 V80 or approach speed

Manufacturer Recommended 1.3 V50 or approach
speed _ _ knots
Coordinate elevator and throttle to control rate of
descent and airspeed
• Crossing runway threshold , pull throttle to idle
• Touchdown first 1/4 of runway
0
• Upwind leg
• Fly out on extended runway centerline until reaching a
point beyond the departure end of runway and within
300 feet of traffic pattern altitude
Traffi c Pattern (Continued) 43

FORWARD SLIP
* 0
• Maintain bank angle with aileron-the steeper the
bank angle, the faster the rate of descent
• Maintain flight path with opposite rudder
~
Objective: Dissipate altitude by increasing the rate of • Maintain airspeed with elevator (airspeed indicator
descent, and steepen the descent flight path without may be inaccurate in this configuration)
increasing airspeed by forward slipping using crossed-
controls.
0
• Remove the forward slip with enough altitude for safe
recovery
0 • Level the wings with aileron

• Remove opposite rudder and resume coordinated
• Position airplane too high on final approach in a
flight, keeping aligned with runway
normal glide
• Maintain desired airspeed with elevator
Follow manufacturer recommendations for use of flaps
during a slip • Assume normal glide before touchdown
• Reduce power to IDLE (full out)
Evaluation:
Consider the wind conditions, landing surface and
obstructions, and select the most suitable touchdown
point
Establish slipping attitude at the point from which
• Carburetor heat on (full out) a landing can be made using the recommended
approach and landing configuration and airspeed;
adjust the pitch attitude and power as required
Maintain a ground track aligned with the runway
centerline and an airspeed that results in minimum
float during the roundout
Make smooth, timely, and correct control application
during the recovery from the slip, the roundout, and
• Establish slightly less than a normal glide speed the touchdown
Manufacturer Recommended glide speed __ knots • Maintain flight path with opposite rudder (uncoordi- • Touch down smoothly at the appropriate stalling
nated flight) speed , at or within 400 feet beyond a specified point,
with no side drift, and with the airplane's longitudinal
axis aligned with and over runway centerline
Maintain crosswind correction and directional control
throughout approach and landing
Left slip
• Apply bank in the direction of slip with aileron control
(slip into the wind)
Hold nose attitude and maintain airspeed with elevator
44 Forward Slip
NORMAL APPROACH &LANDING
Object ive: Make a normal approach and transition

the airplane from the air to the ground , landing into a
headwind.
0
• Complete a normal traffic pattern (see Page 42)
• Final approach , align with runway centerline
• Select landing flaps
e Flare-stop the descent rate by beginning to pull back

Evaluation:
• Consider the wind cond itions, landing surface and
on elevator point
• Establish the recommended approach and landing
• Verify landing gear down configuration and airspeed , and adjust pitch attitude
and power as required
• Lower the nose to maintain 1.3 V50 or approach speed
Manufacturer Recommended approach speed or
Maintain a stabilized approach and the recommended
1.3 V80 _ _ knots approach airspeed, or in its absence, not more than
1.3 Vso (+ 10/-5 knots for Private and Sport, ±5 knots
• Fly-coordinate elevator and throttle to control rate of for Commercial) with gust factor applied
descent and airspeed • Progressively raise the nose to hold airplane off just
above runway as airspeed slows to approximately • Make smooth, timely, and correct control application
• Maintain constant descent rate duringtheroundoutandtouchdown
stalling speed
• Touch down smoothly at the approximate stalling
speed (at or with in 400 feet for Private and Sport, at
0 0 or within 200 feet for Commercial) beyond a specified
• Float-reduce power to IDLE point, with no drift, and with the airplane's longitudinal
(throttle fully out) • Touchdown-transition the weight of airplane from axis aligned with and over the runway centerline
the wings to the wheels
• Descent rate slows • Maintain crosswind correction and directional control
Touchdown on the main wheels first and hold nose- throughout the approach and landing
wheel off with back elevator pressure
Keep straight with rudder, and wings level with aileron
• Gently lower nose wheel to runway
• Use brakes to stop and clear runway
• Complete after-landing check (see Page 52)
Normal Approach & Landing 45

CROSSWIND APPROACH &LANDING e
• Flare-stop the descent rate by beginning to pull back
(Private, Sport, Commercial, CFI) on elevator
• Progressively raise the nose to hold airplane off just
Objective: Make a crosswind approach and transition above runway as airspeed slows to approximately
the airplane from the air to the ground , landing with a stalling speed
crosswind , using both the crab and wing-low method . • Hold upwind wing down , maintaining track down
runway with opposite rudder

0
0 • Tou chdown-transition the weight of airplane from
• Complete a normal traffic pattern (see Page 42) the wings to the wheels
• Verify crosswind component will not be exceeded • Touchdown on upwind main wheel first, followed by
Manufacturer Recommended Crosswind Component downwind main wheel
knots • Keep straight with rudder, and hold full aileron into the
• Final approach, track down extended runway center- wind
line by heading airplane into the wind (apply a wind • Gently lower nose wheel to the runway
.- :
correction angle) • Use brakes to stop and clear runway
+ • Complete after-landing check (see Page 52)
~
• Float-reduce power to IDLE (throttle fully out) Evaluation:
• Descent rate slows • Consider the wind conditions, landing surface and
• Remove crab angle obstructions, and select the most suitable touchdown
• Lower the upwind wing point
• Maintain track down extended runway with opposite • Establish the recommended approach and landing
I
rudder configuration and airspeed , and adjust pitch attitude
and power as required
• The wings should be level, except when adjusting crab
angle • Maintain a stabilized approach and the recommended
approach airspeed , or in its absence, not more
• Maintain coordinated flight
than 1.3 Vso ( +10/-5 knots for Private and Sport, ±5
• Select landing flaps knots for Commercial) with gust factor applied
• Verify landing gear down • Make smooth , timely, and co rrect control application
• Lower the nose to maintain 1.3 V80 or approach speed during the roundout and touchdown
Manufacturer Recommended approach speed or Lef t slip • Touch down smoothly at the approximate stalling
1.3 V50 _ _ knots speed (at or within 400 feet for Private and Sport, at
• Fly-coordinate elevator and throttle to control rate of or within 200 feet for Commercial) beyond a specified
descent and airspeed point, with no drift, and with the airplane's longitudinal
• Maintain constant descent rate axis aligned with and over the runway centerline
• Maintain crosswind correction and directional control
throughout the approach and landing
46 Crosswind Approach & Landing

SOFT-FIELD APPROACH &LANDING
Objective: Land as slowly as possible, and hold the

nose wheel clear of the surface as long as possible.
~~~--~----~~~-v----------~~----~,~--'----~,T ,l-1
~ ----------w,-~~~--~----~~~~----------~~~
\I \\I ~I \\I ~I \\I \\I ~I ~I \\I I \\I I \\I I\ I I\ I \\I I\ I \\I \\I
0
• Complete a normal traffic pattern (see Page 42)
e
. Flare-stop the descent rate by
Evaluation:
Consider the wind conditions, landing surface and
starting to pull back on elevator point
• Final approach, align with runway centerline
• Progressively raise the nose to Establish the recommended approach and landing
hold airplane off just above runway configuration and airspeed, and adjust pitch attitude
as airspeed slows to approximately and power as required
stalling speed
Maintain a stabilized approach and the recommended
approach airspeed , or in its absence not more than
1.3 Vso (+10/-5 knots for Private and Sport, ±5 knots
0 for Commercial), with gust factor applied
. Touchdown-transition the weight of airplane from Make smooth, timely, and correct control application
the wings to the wheels at the slowest possible speed during the roundout and touchdown
• Touchdown on main wheels first and hold nose wheel Touch down smoothly with no drift, and with the
off with back elevator pressure and power airplane's longitudinal axis aligned with and over the
• Verify landing gear down • Keep straight with rudder, and wings level with aileron runway centerline
• Lower the nose to maintain 1.3 V80 or approach speed Maintain the correct position of the flight controls and
Manufacturer Recommended approach speed or sufficient speed to taxi on soft surface
1.3 V5 0 ~~knots Maintain crosswind correction and directional control
• Fly-coordinate elevator and throttle to control rate of throughout approach and landing
descent and airspeed Complete the appropriate checklist
• Maintain constant descent rate
e
. Float-reduce power to IDLE
0
• Gently lower nose wheel to runway
(throttle fully out) • Use power and keep airplane moving in order to taxi
• Descent rate slows without getting stuck in the soft surface
Avoid using brakes to prevent excessive loads on nose
gear
• Complete after-landing check (see Page 52)
Soft-Field Approach & Landing 47

SHORT-FIELD APPROACH &LANDING
Objective: Fly over an obstacle at the approach end of

the runway, touch down and stop in the shortest possible
distance, at the minimum speed .
0
• Complete a normal traffic pattern 0
(see Page 42)
• Final approach, align with runway
centerline zo'
• Verify landing gear down
• Lower the nose to maintain 1.3 Vso or
Evaluation:
short-field approach speed
Manufacturer Recommended short-field approach
0 Consider the wind conditions, landing surface and
• Reduce power to IDLE (throttle fully out) obstructions, and select the most suitable touchdown
speed or 1.3 V80 _ _ knots
• Touchdown-transition the weight of airplane from point
• Fly-coordinate elevator and throttle to control rate of
the wings to the wheels Establish the recommended approach and landing
descent and airspeed
• Touchdown with minimum floating , on main wheels first configuration and airspeed, and adjust pitch attitude
• Maintain constant descent rate to clear all obstacles
and hold nose wheel off with back elevator pressure and power as required
• Keep straight with rudder, and wings level with aileron Maintain a stabilized approach and the recommended
• Gently lower nose wheel to runway approach airspeed , or in its absence not more than
• Apply brakes to stop in the shortest possible distance 1.3 Vso ( + 10/-5 knots for Private and Sport, ±5 knots
• Float-reduce power for Commercial), with gust factor applied
consistent with safety
• Descent rate slows Make smooth, timely, and correct control application
during the roundout and touchdown
Touch down smoothly at the approximate stalling
0 speed, (at or within 200 feet for Private and Sport, at
• Flare-stop the descent rate by starting to pull back or within 100 feet for Commercial) beyond a specified
on elevator point, with no side drift, and with the airplane's
• Since the nose will be higher than longitudinal axis aligned with and over the runway
a normal approach (because of the centerline
lower speed and higher power) , Apply brakes, as necessary, to stop in the shortest
less flare is needed and should be • Complete after-landing check (see Page 52) distance consistent with safety
started closer to the ground than Maintain crosswind correction and directional control
normal throughout the approach and landing
• Progressively raise the nose to hold the airplane off Complete the appropriate checklist
just above runway as airspeed slows to approximately
stalling speed
48 Short-Field Approach & Landing

'
POWER-OFF 180° ACCURACY

APPROACH &LANDING
(Commercial, CFI)
Objective: Develop judgment in estimating distances

and glide ratios, flying the airplane without power from
a higher altitude and through two 90° turns to execute a DOWNWIND LEG
KE Y POSITION
safe approach and landing.
I / goo
\
~
0
/
-- --
LOWER PART FLAPS
MAINTAIN 1.4 Vso
• Line airplane up on downwind, heading parallel to the

landing runway 0
0
• Extend landing gear (if retractable)
• Altitude should not exceed 1,000 feet AGL
.._, ~
~~'I
~~ LOWER FULL FLAPS
~ ............._ (AS NEEDED)
KEY ~ ~ ESTABLISH 1.3 Vso
0 POSITION ..........._ _,
• Close throttle
• Maintain altitude
• Establish glide speed
glide speed knots
e
• Medium or slightly steeper bank
0
• Lower full flaps, as needed
0
• Trim airplane • Dissipate altitude for normal approach • Establish 1.3 V50
• Apply carburetor heat
• Mixture rich
• Primer in and locked 0 Evaluation:
• Lower flaps, as required Consider the wind conditions, landing
Maintain glide speed surface, obstructions, and select an
appropriate touchdown point
• Execute before landing checklist
Position airplane on downwind leg , parallel to landing
runway, and not more than 1,000 feet AGL
Abeam the specified touchdown point, close throttle
and establishes appropriate glide speed
Complete final airplane configuration
Touch down in a normal landing attitude, at or within
200 feet beyond the specified touchdown point
Powe r-Off 180° Accuracy Approach & Landing 49

EMERGENCY DESCENT
(Private, Commercial, CFI)
Objective : Descend as rapidly as possible to a lower

altitude or to the ground for an emergency situation ,
such as an uncontrollable fire or sudden loss of cabin
pressurization.
0
• Recognize emergency situation
• Reduce power to idle
• Place prop control (if equipped)
in the low pitch (or high RPM)
position
Evaluation:
e 0 • Recognize situations, such as depressurization ,

• Descend at maximum allowable airspeed cockpit smoke, and/or fire that require an emergency
• Exte nd landing gear • Do not exceed V NE • V LE• or VFE descent
• Extend fl aps as recommended by 0
• Do not exceed VAif turbulent • Establish the appropriate airspeed (±10 knots for
the manufacturer Commercial) and configuration for the emergency
descent
0 • Exhibit orientation , division of attention , and proper
• After established and stabilized descent, terminate planning
descent • Maintain positive load factors during the descent
• Avoid prolonged practice to prevent excessive cooling • Commercial: maintain appropriate airspeed, +0/-1 0
of the engine cylinders knots, and level off at specified altitude, ±1 00 feet
• Complete appropriate checklists
50 Emergency Descent
EMERGENCY APPROACH &LANDING
(Commercial , CFI)
Objective: Execute a safe approach and landing

following engine failure .
0
• Recognize emergency situation
• Convert excess speed to distance
or altitude
• Establish best glide speed
Manufacturer Recommended
best glidie speed _ _ knots
• Trim airplane
• Determine wind direction
• Select a landing area within gliding range
• Keep all turns toward the selected area
0 . ~ - -.. .. . 0 0
Time permitting , try to determine OFF · · .,
. If engine cannot be restarted , Unlatch doors prior to touchdown
cause of failure
• Check fuel selector is set to proper (~!)<-----,- :
. execute emergency landing
checklist
Touch down as slow as possible, in a full -stall attitude
tank ON BOTH ~ • Hold yoke fully back, to keep nose wheel off the
• e
• Fasten seat belts ground as long as possible
• Apply carburetor heat • Mixture to IDLE (fully out)
• Fuel selector OFF
• Ignition switch OFF Evaluation:
• Squawk 7700 on transponde r Establish and maintain the recommended best-glide
Tune radio to 121.5 and declare intentions attitude, configuration, and airspeed (±1 0 knots for
Private and Commercial)
• Master switch OFF
• Try operating magneto on Right, Left, or Both Select a suitable emergency landing area within gliding
• Mixture to RICH (fully in) distance
• Primer in and locked 0 Plan and follow a flight pattern to the selected landing
area considering altitude, wind, terrain , and obstruc-
• Check field size, terrain, and obstructions tions
• Keep field in sight at all times Attempt to determine reason for the malfunction and
• Use flaps as required make the correction , if possible
• If too high, apply a slip Maintain positive control of the airplane at all times
Follow the appropriate emergency checkl ist
Emergency Approach & Landing 51

• Cowl flaps OPEN (if equipped) Master switch OFF
AFTER-LANDING CHECK • Park airplane into expected wind
• Set parking brake
Check Manufacturer Recommendations
• Clear runway
• Flaps, fully up
• Install control lock

Throttle to IDLE • Secure the seatbelts and shoulder harnesses
• Carburetor heat OFF (fully in)
• Record the engine (or Hobbs) time in the log

• Install wheel chock
• Taxi to parking area, using proper wind control
technique • Tie down airplane
• Release parking brake
- -
• Install pitot cover
• Propeller control (if equipped) to high RPM • Refuel airplane
All electrical switches OFF • Perform a brief walk-around inspection of airplane
~ ~ • Mixture IDLE (fully out) • Lock doors and return the key
• Magnetos/Ignition switch OFF after propeller stops • Report any problem or defects with airplane
al
"'f' Aileron left Aileron right '- • Complete logbook
Elevator neutral Elevator neutral ~
R t Both
00~
+ Indicated Wind Direct ion Taxiing
52 Afte r-Landing Check

V. Performance Maneuver
PRIVATE CHECKLIST 0 Steep turns
Private Practical Test VI. Ground Reference Maneuve rs

Standards Checklist (ASEL) 0 A. Rectangular course
0 B. S-turns
I. Preflight Preparation
0 C. Turns around a point
0 A. Certificates and documents
0 B. Airworthiness requirements V II. Navigation
0 c. Weather information 0 A. Pilotage and dead reckoning
0 D. Cross-country flight planning 0 B. Navigation systems and radar services
0 E. National airspace system 0 C. Diversion
0 F. Performance and limitations 0 D. Lost procedures
0 G. Operation of systems VIII . Slow Flight and Stalls
0 H. Aeromedical factors 0 A. Maneuvering during slow flight
II. Pre fli ght Procedures 0 B. Power-off stalls
0 A. Preflight inspection 0 C. Power-on stalls
0 B. Cockpit management 0 D. Spin awareness
0 C. Engine starting IX. Basic Instrum e nt Mane uvers
0 D. Taxiing 0 A. Straight-and-level flight
0 E. Runway incursion avoidance 0 B. Constant airspeed climbs
0 F. Before-takeoff check 0 C. Constant airspeed descents
Ill. Airport Operations 0 D. Turns to headings

0 A. Radio communications and ATC light signals 0 E. Recovery from unusual flight attitudes
0 B. Traffic patterns 0 F. Radio communications, navigation systems/
facilities, and radar services
0 C. Airport, runway, and taxiway signs, markings,
and lighting X. Emergency Operations
IV. Takeoffs, Landings, and Go-arounds 0 A. Emergency Descent
0 A. Normal and crosswind takeoff and climb 0 B. Emergency approach and landing
0 B. Normal and crosswind approach and landing 0 C. Systems and equipment malfunctions
0 C. Soft-field takeoff and climb 0 D. Emergency equipment and su rvival gear
0 D. Soft-field approach and landing XI . N ight Operations
0 E. Short-field takeoff and climb 0 A. Night preparation
0 F. Short-field approach and landing
XII . Postflight Procedures
0 G. Forward slip to a landing 0 A. After-landing check
0 H. Go-around/ Rejected landing 0 B. Parking and securing
Private Ch ecklist 53
V. Performance Maneuver
SPORT CHECKLIST 0 A. Steep turns
Sport Practical Test VI. Ground Reference Maneuvers

Standards Checklist (ASEL) 0 A. Rectangular course
0 B. S-turns
0 C. Turns around a point
0 B. Airworthiness requirements VII. Navigation
0 c. Weather information 0 A. Pilotage and dead reckoning
0 D. Cross-country flight planning 0 B. Diversion
0 E. National airspace system 0 C. Lost procedures
0 F. Operation of systems VIII. Slow flight and stalls
0 G. Aeromedical factors 0 A. Maneuvering during slow flight
0 H. Performance and limitations 0 B. Power-off stalls
0 I. Principles of flight 0 C. Power-on stalls
II. Preflight Procedures 0 D. Spin awareness
0 A. Preflight inspection IX. Emergency operations
0 B. Cockpit management 0 A. Emergency approach and landing
0 c. Engine starting 0 B. Systems and equipment malfunctions
0 D. Taxiing 0 C. Emergency equipment and survival gear
0 E. Before takeoff check
X. Postflight procedures
Ill. Airport Operations 0 A. After landing, parking and securing
0 A. Radio communications
0 B. Traffic patterns
0 C. Airport, runway, taxiway signs, markings and
lighting
IV. Takeoffs, Landings, and Go-Arounds

0 A. Normal and crosswind takeoff and climb
0 B. Normal and crosswind approach and landing
0 C. Soft-field takeoff and climo
0 D. Soft-field approach and landing
0 E. Short-field takeoff and climb
0 G. Go-around/Rejected landing
54 Sport Checklist
v. Performance Maneuvers
COMMERCIAL CHECKLIST 0 A. Steep turns
0 B. Steep spirals
Commercial Practical Test
Standards Checklist (ASEL) 0 C. Chandelles
0 D. Lazy eights
0 A. Certificates and documents VI. Ground Reference Maneuver
0 Eights-on-pylons
0 B. Airworthiness requirements
0 C. Weather information VII. Navigation
0 D. Cross-country flight planning 0 A. Pilotage and dead reckoning
0 E. National airspace system 0 B. Navigation systems and ATC radar services
0 F. Performance and limitations 0 C. Diversion
0 G. Operation of systems 0 D. Lost procedures
0 H. Aeromedical factors VIII. Slow Flight and Stalls
II. Preflight Procedures 0 A. Maneuvering during slow flight
0 A. Preflight inspection 0 B. Power-off stalls
0 B. Cockpit management 0 C. Power-on stalls
0 C. Engine starting 0 D. Accelerated stalls
0 D. Taxiing 0 E. Spin awareness
0 E. Runway incursion avoidance IX. Emergency Operations
0 F. Before-takeoff check 0 A. Emergency descent
Ill. Airport Operations 0 B. Emergency approach and landing
0 A. Radio communications and ATC light signals 0 C. Systems and equipment malfunctions
0 B. Traffic patterns 0 D. Emergency equipment and survival gear
0 C. Airport, runway, and taxiway signs, markings, X. High Altitude Operations
and lighting
0 A. Supplemental Oxygen
IV. Takeoffs, Landings, and Go-arounds 0 B. Pressurization
XI. Postflight Procedures
0 B. Normal and crosswind approach and landing
0 A. After-landing
0 C. Soft-field takeoff and climb
0 B. Parking and securing
0 D. Soft-field approach and landing
0 E. Short-field takeoff and climb
0 G. Power-off 180° accuracy approach and landing
0 H. Go-around/ Rejected landing
Commercial Checklist 55
IV. Preflight Lesson on a Maneuver IX. Performance Maneuvers
FLIGHT INSTRUCTOR CHECKLIST to be Performed in Flight 0 A. Steep turns
0 Maneuver lesson
0 B. Steep spirals
Flight Instructor Practical Test
Standards Checklist (ASEL) v. Preflight Procedures 0 C. Chandelles
I. Fundamentals of Instructing 0 A. Preflight inspection 0 D. Lazy eights

0 A. Human behavior and effective communication 0 B. Cockpit management X. Ground Reference Maneuvers
0 B. The learning process 0 C. Engine starting 0 A. Rectangular course
0 C. The teaching process 0 D. Taxiing-landplane 0 B. S-turns across a road
0 D. Assessment and critique 0 E. Before takeoff check 0 C. Turns around a point
0 E. Instructor responsibilities and professionalism 0 D. Eights-on-pylons
VI. Airport Operations
0 F. Techniques of flight instruction
0 A. Radio communications and ATC light signals XI. Slow Flight, Stalls, and Spins
0 G. Risk management Traffic patterns 0 A. Maneuvering during slow flight
0 B.
0 C. Airport, runway, and taxiway signs, markings, 0 B. Power-on stalls
II. Technical Subject Areas
and lighting 0 C. Power-off stalls
0 A. Aeromedical factors
0 B. Runway incursion avoidance 0 D. Cross-controlled stalls
VII. Takeoffs, Landings, and Go·Arounds
0 C. Visual scanning and collision avoidance 0 E. Elevator trim stalls
0 D. Principles of flight .0 0 F. Secondary stalls
B . Short-field takeoff and maximum performance
0 E. Airplane flight controls climb 0 G. Spins
0 F. Airplane weight and balance 0 C. Soft-field takeoff and climb 0 H. Accelerated maneuver stalls
0 G. Navigation and flight planning 0 D. Normal and crosswind approach and landing XII . Basic Instrument Maneuvers
0 H. Night operations 0 E. Slip to a landing 0 A. Straight-and-level flight
0 I. High altitude operations 0 F. Go-Around/Rejected landing 0 B. Constant airspeed climbs
0 J. 14 CFR and publications 0 G. Short-field approach and landing 0 C. Constant airspeed descents
0 K. National airspace system 0 H. Soft-field approach and landing 0 D. Turns to headings
0 L. Navigation systems and radar services 0 I. Power-off 180° accuracy approach and landing 0 E. Recovery from unusual attitudes
0 M. Logbook entries and certificate endorsements XIII. Emergency Operations
VIII. Fundamentals of Flight
0 A. Straight-and-level flight 0 A. Emergency approach and landing (simulated)
Ill. Preflight Preparation
0 B. Level turns 0 B. Systems and equipment malfunctions
0 B. Weather information 0 C. Straight climbs and climbing turns 0 c. Emergency equipment and survival gear
0 C. Operation of systems 0 D. Straight descents and descending turns 0 D. Emergency descent
0 D. Performance and limitations XIV. Postflight Procedures

0 E. Airworthiness requi rements 0 A. Postflight procedures
56 Flight Instru ctor Checklist

eights-on-pylons ... ....... ..... .. ........ ..... ..... ... ..... ...... .. ... .. ............. 22 oil .... ...... ...... ............... .. .......... ...................... .. .... ...... ........ 1, 5 , 6
INDEX elevators ....... ..... .... ... ..... .... .......... .... ........ ..... ...... ....... .... .. .. .. .. ... 2 overbanking .. ...... .. ....... ................. ... .. .. .. .. ..... .... ... .............. ..... 40
elevator trim stall .. .. ...... ................... .. ......... .... ................... ..... 30
AAACT .. .. .... ...... ... ......... .. ... .. ... ...... .... .... .. ............. ... ..... .... ......... iv emergency descent .......... ............ .. ............................. .. ........ . 50 pitch ........... .. ... ... .... ... ...... .... .... ...... .. ..... ...... .... ... .. ... .... .. .. .. ..... ... . 2
accelerated stall ............ .. ....... ..... ... ... ..... ..... .. ...................... .. .. 28 emergency landing checklist ................... .... .. ........ .. ..... .. ........ 51 pivotal altitude ......... .. ... ................... .. ................................ 22 , 23
after-landing check ...... .. ....... ......... ..................... ........ ........... . 52 emergency procedures ..... ....... ......... ..... .... .. ....... .. ... ..... ....... ... 50 power-off stall .. ...... .. ... ............. ....................... ........ ...... .......... 25
ailerons ... ..... .. ... .. .. ..... ..... ....... ....... .... ..... .. ... .. ...................... ...... 3 engine failure ..................... ........... ... ..... .... ... .. ... .. .... ................ 51 power-on stall ............ .... .. .... ........... ... .. ........ ....... ......... ..... 26, 37
aircraft engine log .... ..... ...... ... ... .. .. ...... .. ...... ..... ..... .. .... .... ...... ... ...... ..... 52 preflight inspection ... ... .... .... ... ....... .. .............. .. .. ........... ..... ... .... . 4
airworthiness ... ......... ..... .... ..... ... ... ..... ... .... ... .. ..... .. ... ......... ... . 4
lights ....... .................. .... .... .. .... ...... ... ....... .... ...... .... ... .... ...... ... 4
final leg ...... ...... ..... ... ............... .... .. .. ..... .......... ... ... .. .. ... ..... ....... 43 rate of climb .... ....... .... .. ........ .......... .. .. ....................................... 9
paperwork ...... ...... ... ... .... .... ... ...... .. ..... ..... .. ...... ... ...... ............. 4 flaps .. .......... ....... .. .... ... ..... ... .. .... .. .. ... ... ........ .... .. .. ..... ... .... .......... 3 rectangular course .... .... ...... .......... .... ......... ............. ..... .. .... ..... 18
registration .... ....... .... .. .... ......... ... ... ..... ..... ......... ... ... ...... .... .... . 4
crosswind takeoff ........... .. ........ .. .... .. .......................... .... ..... 10 reference point ......... ............... 12, 14, 21 , 22 , 34, 35, 38 , 39 , 40
aircraft review ...... .... ..... .. ...... .......... .. ..... ........ .......... .. ... .. .. ........ 1 during slow flight... .............................................................. 24 roll ... .. ........... .... .... .... .... ..... .... .. ... ......... .. ... ............. ..... ... ......... ... 3
airspeed indicator ........ ...... ....... ... ... .. ... .. .... ................ .. ........ .... . 2 full ... ..... ... ...... .. .. ... .... ... ....... .. .... .. .. .. .. ... .. .... .. .... .... .. .. 30, 49 , 50 rudder .. .. .... .......... ...... ......... .... ........ .. .... .. .... ................... ...... ..... 3
altimeter .. ..... .. .. ..... ... .. ........... .... ..... ... ... .. ........ .... .. ..................... 2 in a go-around .. ........... .............. .......... ..... ..... .. ................. .. 41 rudder pedals ......... ....... ... ... ... .. .. ... .... ..... ..... .. ........ .... .... ...... ..... 3
angle of attack .. .. .................... ...... ...... ... ..... .. .......... ............ 2 , 24 in a stall .... ................ .. .. .... ......... .. .. ... ..... ... .... ...... ... ..... .. ...... 30
approach and landing in a traffic pattern ...... .. .. .. ... ...... .. .. .. .. ...... .... ........ .. .... ..... ...... 42
crosswind .. ........ ...... ..... ... .. .. ...... .. ..... .. .... ... ............ ..... .. ... .... 46 secondary stall .. ............. .. .... ..... .... .. .. ...... .... .... .. .... .. .. ........ .. ... 31
landing ............ .......... .. .. ........ .. ........ .. ........ .. 25, 45 , 46, 4 7 , 48
emergency .... .... ... ..... .. ... ... .... .. .. .. ... .. ....... ........ ............ .. ...... 51 speed
short-field takeoff ....... ...................... .. .... .......... ... .. .... .. .. ... ... 14
normal ... .... .. ....... ..... ... ........ ........ .. ...... ....... .. ....... ........ .... .. .. 45 approach ................. ........ ....... ...... ................ 1, 45, 46, 47, 48
soft-field takeoff .... ............ .... ...... ......................... ............ ... 12
power-off 180° accuracy .... ...... ............. ....... .. ............... .. .... 49 best angle-of-climb (Vx) ............ .............................. .. 1, 15, 41
normal takeoff .......... .. .... ..... ... .. ... .. ..... ...... ...... ................. ..... . 8
short-field .. .... ............ ... ..... .... ... .... ......... ....... .......... .. ....... .... 48 best rate-of-climb (Vy) ............ 1, 9, 11 , 13, 15, 25, 27, 30, 41
flare ... .. ......... ................. .. .. .. .. ............ ........ ............ 45 , 46, 47, 48
soft-field .... ........... ...... ....... ..... .. ... ... ............ .... ... ....... .... ...... . 47 clean stall (Vs 1 ) ........ ............... ... .. ...... .... .. .. .............. 1, 24, 37
flight controls .. .......... .. ... .... ... .... .. .. .. ...... ..... ....... .. ............ .. .. ..... . 2
AROWE .. .... .. .... .... ............................................ .... ... .... ..... .. ...... 4 cruising (VNol .. ........................... .... .... .................... .. .... .. 1, 36
flight instruments ........................................ ....... ... .. ... .... .......... . 2
attitude indicator ....... ................... .. ... .. ..... .. ......... ..... .. .... .. .. ....... 2 glide ...... ...... ........ ........ .... ..... .. .......... . 1, 29 , 30, 34, 44, 49, 51
forces acting on the airplane in flight. .... .... .. ....... ...................... 3
lift-off ..... .... .................... ... ........ ...... ........... .... 9, 11 , 14, 15, 26
forward slip ......... .. ............. ... .... ..... .. .. ........ ... .. .............. .. ........ 44
maneuvering (VA) .. 1, 16, 17, 18, 20, 21, 22, 28, 36, 38, 40, 50
bank .. ... .... ....... .................. .... ... ............ .... ...... .. .... .... .... ... .......... 3 fuel .................. .. ........................ .. ...... .. .... .. ... ... ............ 1, 4, 6, 16
maximum flaps-down (VFEl ............................................ 1, 50
base leg .... ............................ .. ...... .... .......... ....... .................. .. . 43 fuel selector .... ........ .... .... .. .. .... .. ................................... .. . 4, 6 , 51
maximum gear-down (VLEl ....... ...................... .... .. .. ...... .. 1, 50
before-takeoff check ................... ..... ... ..... .. .. .. ..... .. ... ...... ... .. .. ... . 6
never-exceed (VNE) ... ............... ..... .. .... ...... ............ .. .... .. .. 1, 50
brakes .. .. ......................... .. .... .. .. ..... .... ........... ..... ... .... ... ......... ... . 3 glide ratios .......... .. .. .. ......... .... ..... .. ... ...... .... ... .. ......... .. .. ........... 49 stall (Vs 0 ) .. .................. .. ....... 1, 24, 42 , 43 , 45 , 46, 47, 48 , 49
go-around procedure ...... ........ .. .... ... ...... .... ................ ....... 30, 41 speed restrictions ..... .... ..... ..... .. .... .. ................ .... ......... ........... 28
chandelle ..... .......... .......... .. ... .... ..... .. .............. ..... .. .... ... ..... .. ... . 36 ground effect. .. ... .. ... .... .. .... .... ... ... ....... .... ... ... .. ... .. .. .... .. ........ .... 13 spin .. .... ................. .... .. ....... ...... .... ... ...... .... .. ... .. .. .. ......... .... 29 , 32
checklist ground reference ................................................... ....... ..... ..... 19 awareness .. ........... ............. ..... ... ..... .. ......... ...... ... ........ ..... .. 33
commercial ...... .. ...... ..... .. .. ........... ...... ..... .. ..... .... ..... ............ 55
demonstration ....... ................. .. ... ... ...... ... ... ... .......... .... ........ 33
emergency landing ...... ... ......... .... ..... ... ... .. ...... .. .. .. .... .. ..... .. . 51 heading indicator ............ .. ... .... ........ ..... .. ..... .... .... .. ...... ... ...... .... 2 recovery ........... ... ........ ... ...... ... ...... ..... ..... ...... ... .. ... ...... ... ..... 33
flight instructor ... ........... .. .. ..... .. ..... ..... ..... ... .. ....................... 56
stall
private .... .. .. .... .. .. .. ...... ..... .............. ....... .. .. ... ...... ...... .... ... .. ... 53
ignition switch .... .. ........... ............. .... .... .. ...... ................. 4, 51, 52 crossed-control ... ...... ....... ... .............. .. .... ... ...... .. .. ... ............ 29
sport .......... ... .. ........................ ....... ...... .... ....... ........ ... ... .... .. 54
demonstration ... .. ........ ...................... .. .... .. .... .... 28, 29 , 30 , 31
cockpit controls ..... ... ..... ... .......... ...... ..... .. .... ..................... ... .... .. 3
full ..... .. .. .. .............. .... .. ..... ... ...... ... .... .... .... ......... .... ........ 29, 31
crab angle ...... ...... .......... ...... .............................. ... 11, 18, 19,46 lateral axis .... .... ............ ....... ........ .......... .... ................... ........ .... 2
recovery ........ .......... ...... ......... .............. ....... 25 , 26, 28 , 29, 31
crossed-control stall ......... ........... ... .. .. ......... .... ........ .. ....... ....... 29 lazy eight .... ............ ... ......... .. ... ...... ..... ....... .... ....... .. ......... ...... . 38
stall speed .. ............. ............. ... .. .. .. .. ................................ . 24, 36
crosswind ............................. .. ... ................... ... ... ......... 18, 20, 23 lift ................................ .. ...... .... .. ..... ... ...... .... ...... ....... ... .. ...... .. ... . 3
starting airplane ..... .... ........ .. ............ ... ... .. ... .... ......... ........ ... .. .... 6
crosswind component.. ..... ... .... ... ..... ............................. 1, 10, 46 longitudinal axis ....... .. .... ..... .. ............. ....... ..... ... ............ ............ 3
steep spirals ...... ... ........ .... ...... ...... ........ .... ...... .. ... ....... ..... .... ... 34
crosswind leg ................ ....... .. .......... .......... .. .. .. ..... 11 , 13, 15, 43
straight and level flight.. ....... .. .... .. .. ........ .... ............... ... .... .... .. . 16
magnetic compass ........... .. .. .. ................................ .... .. ...... ....... 2 8-turns ......... ........ .... .. ..... ....... ...... ......... ....... ... .... ..... .. ... .......... 20
' magneto ............................................... .. ........ ....... ... ..... 6 , 51, 52
downwind leg ...... .... .. .. ..... .. ............. 9, 10, 11 , 12, 13, 14, 19, 42
drag ..... ... ............ ... ........ ........... ....... .. .... ... .... ..... .. .... .. ........... .... 3 maneuvering during slow flight.. .................... .... .................... . 24
Index 57
takeoff and climb
crosswind .... .... ...... ....... .... ...... ... .. ... .. .. .... .. .... .... .... ..... ... ... .... 10
normal ... ..... ........ .... ............................. .. .... ............. ......... ..... 8
short-field ... ... .... .... ....... .. ... .. ... ... .. ....... ... ....... ........ ....... ........ 14
soft-field ............. ...... ................... .... ... ... ... .... ..... ... ..... ..... .. ... 12
taxiing ... .. .. ............. ... ..... .... .... .... ...... ........... ..... .... ...... ... .. ... ....... 7
taxiing speed .......... ... ..... .. ........... .. .......... .. .. ... ... ................... .... 7
throttle ... ... .......... ....... ..... ... ..... ... .... .. ... ...... .. ...... ......... .............. .. 3
traffic pattern .. .. .. .... .. 8, 9, 10, 12, 14, 18, 41 , 42 , 45 , 46, 47,48
departure .................... ........ .. .. .... .......... ........ 9, 11 , 13, 15, 43
enter ... .. ... ..... ........ ...... ............ .. ...... ....... ... ............. ............. 19
trim tab ...... ...... .. .... .. .... .......... .. .. .. .. .. ..... .............. ...... ....... ... ... ... 3
turns
around a point ........... .......... ..... ... ... .... ... .. ... .. .............. .. ...... 21
climbing ...................... ....... ................. .............. 13, 36, 38 , 43
coordinated .. ................ ........ ................. .. ...... .. .. 18, 20, 21 , 23
descending .. .... ..... ... .... ......... ... ............. ..... .. .. ... ... ......... 38 , 42
gliding .. ... .... .... ... ........... ..... ................ ... .. .......... .... ... .......... . 34
level .... .. .. ... ............ ........... ...... .. .................................... 20, 21
medium .. ............... ... .. .. ..... ... ...... .... .. .. .. . 11, 13, 15, 17, 19, 29
shallow .. .. ....... ... .. ... ........... ......... .. ........................... 17, 19, 34
steep ............... .. .. ... .. .... ........ ........ ... .. .. ... .. ... ......... ... 18, 28, 40
turn coordinator .... ... ................ .. ... .. ......... ... ... .. ............... .......... 2
upwind leg .......... .. .. ..... ..... ....... .. ... ............ ... .. .... ... 13, 15, 19, 43
vertical axis ............. .. .. ... ..... ... .... ... .... ... ... .. ... .. ... .. ... .. .... ............ . 3
vertical speed indicator .. ........ ....... .. .... .. .. ... ....... ... .. ... ... .. ......... .. 2
V Speeds ... .............. .. ... .... ...... ..... ............. .. ... ................. .... ...... 1
weight and balance .. .. .... .. .......... .. ........... .......... ................ .... .... 1
wind conditions ............. 7, 11, 13, 15, 34 , 44, 45 , 46 , 47, 48, 49
wind -drift correction .... .... ,......... 9, 11 , 13, 15, 19, 20 , 21, 35 , 41
yaw ... ....... .... ..... .... .. ........ ............. ... .. ..... ..... .......... ... .. .. ... ..... ... .. 3
yoke ..... ..... .... ..... ......... ... .. .......... ... ... ..... ... ...... ..... ... .. ....... .......... 3
58 Index (Continued)

Visualized Flight Maneuvers Handbook For High Wing Aircraft PDF

Enviado por

Dados do documento

Título original

Direitos autorais

Formatos disponíveis

Compartilhar este documento

Compartilhar ou incorporar documento

Opções de compartilhamento

Você considera este documento útil?

Este conteúdo é inapropriado?

Direitos autorais:

Formatos disponíveis

Visualized Flight Maneuvers Handbook For High Wing Aircraft PDF

Enviado por

Direitos autorais:

Formatos disponíveis

For High Wing Aircraft

For Instructors and Students

For Instructors and Students

Aviation Supplies & Academics, Inc.

Based on original book by Harold J. Holmes,

Aviation Supplies & Academics, Inc.

© 1996-2013 Aviation Supplies & Academics, Inc.

Cover photo: © Fotolia.com

None of the material in this handbook supersedes

Printed in the United States of America

2017 201 6 2015 201 4 2013 9 8 7 6 5 4 3 2 1

This book should be used as a supplement to the current

• When control wheel (yoke) is pushed away from pilot,

Attitude Indicator Heading Indicator

2 Airpl ane Familiarization

~ ,~< ;,*· ''

Brakes Forces Acting on the Airplane in Flight

Airplane Familiarization (Continued) 3

• Fill oil for extended flight

Preflight Operations (Continued) 5

o Check altimeter-set barometric pressure or field

o All electrical equipment off

o Close and lock cabin doors and windows

6 Starting Airplane 6a Before-Takeoff Check

Objective: Safely maneuver the airplane on the ground .

~ necessary, differential braking

+ Indicated Wind Direct ion Taxiing

Objective: Takeoff and climb out to the downwind leg of

Task: Check Manufacturer Recommendations

• Keep heels on floor, and toes on rudder pedals, not

• Keep right hand on the throttle

0 Scan for traffic

• Maintain wings level with aileron , coordinate with

Norm al Takeoff & Climb (Continued) 9

• Complete preflight inspection (see Page 4)

Know local airport traffic pattern and altitude

• Apply full throttle smoothly and positively

0 • Maintain crab angle with aileron , coordinate with

Crosswind Takeoff & Climb (Continued) 11

Objective: Get the airplane airborne as quickly as

Task: Check Manufacturer Recommendations

• During the takeoff ground run, keep weight off the

12 Soft-Field Takeoff & Climb

• Maintain wings level with aileron , coordinate with

Soft-Field Takeoff & Climb (Continued) 1 3

Objective: Takeoff in the shortest possible distance,

Task: Check Manufacturer Recommendations

• Apply full throttle smoothly and positively

14 Short-Field Takeoff & Climb

0 • Complete the appropriate checklist

Short-Field Takeoff & Climb (Continued) 15

Object ive : Maintain a constant heading and altitude.

Task: • Check altimeter for constant

• Trim airplane to maintain hands-off attitude

• For VFR flights , use outside visual cues as primary

16 Straight & Level Flight

Ob.iective: Change or return to a desired heading

0 • Look outside, peek inside

• Maintain coordination with rudder

Shallow & Medium Turn s 17

Objective: Fly a ground track equidistant from all sides

for wind effects, and maintaining a constant altitude and

• Maintain traffic pattern altitude