Andy Foster s CFI-S Flight Procedures (FLIP) Book

Transcription

1 Andy Foster s CFI-S Flight Procedures (FLIP) Book

2 Andy Foster s CFI-S FLIP Book Page 2 The FLIP Book The FLIP (Flight Procedures) Book is intended to be a handy reference for instructors and students when working on the maneuvers required for the Sport Pilot rating. The FLIP Book contains a listing of the maneuvers, Practical Test Standard annotations and requirements for successful completion, and any instructor notes pertaining to the same. The Maneuvers 1. Normal and Crosswind Takeoff and Climb 3 2. Normal and Crosswind Approach and Landing Soft Field Takeoff and Climb Soft Field Approach and Landing.9 5. Short Field Takeoff and Maximum Performance Climb Short Field Approach and Landing Forward Slip to a Landing Go Around/Rejected Landing Steep Turns Rectangular Course S-Turns Across A Road Turns Around a Point Pilotage and Dead Reckoning Diversion Lost Procedures Slow Flight Power-Off Stalls Power-On Stalls Spin Awareness Emergency Approach and Landing Systems and Equipment Malfunctions Traffic Patterns..29

3 Andy Foster s CFI-S FLIP Book Page 3 Normal and Crosswind Takeoff and Climb Background: To learn how to perform and then practice takeoffs and climbs in no wind and crosswind conditions. 1. After completing the takeoff checklist, ALWAYS visually for traffic, especially on final, before taxiing out. 2. Announce your intention to take the runway on the radio before reaching the hold short. 3. Keeping the controls positioned for the wind, taxi out to the runway centerline. Check the windsock and position the stick full right or left to be banking into the wind. 4. Push the throttle smoothly forward as you add right rudder to hold the centerline and compensate for left-yawing tendency. Ease aileron out as airspeed increases. 5. For calm or smooth wind conditions, rotate at 44 knots and fly the airplane off the ground. For gusty winds, hold the airplane on the ground until about 50 knots and then perform a positive rotation. 6. For 15 degrees flaps, hold 60 knots until 300 feet AGL and/or all obstacles cleared. Ease nose over to pick up 66 knots and retract flaps to zero degrees. If using zero flaps, pick up Vx at 66 knots or Vy at 78 knots if obstacle clearance is not a factor and climb. 7. Perform small clearing turns to check for traffic. Look ahead of the airplane in any turns. 8. At ten percent of the climb rate before your level off altitude, push the nose over and retract the flaps to minus 6 degrees. As airplane accelerates, power back to maintain 5200 RPM. 9. Retrim for level flight. PTS: good lookout; correct controls; airspeed at liftoff and in climb -5/+10 kts; correct management of flaps; maintains power to a safe altitude; maintains directional control and good drift correction 1. Line of sight for yaw is straight ahead. Do not align the nose with runway centerline. The instrument panel ridge or the screw head right in front of the pilot (left seat) can be used as a gouge. For either pilot, fly the centerline down your crotch. 2. Trim slightly aft of neutral for takeoff. The airplane can wheelbarrow off at neutral trim. Go full power and use right rudder to keep the airplane straight down the runway. Keep the stick neutral until at 44 knots. Slowly pull the stick back and the airplane will fly off. 3. Takeoffs with zero degrees of flaps will result in forces and a climb gradient more similar to most GA aircraft. The liftoff speed will be closer to 60 knots in this configuration. Use this to teach takeoffs until the student is proficient. 4. After liftoff if the airplane is configured with 15 degrees of flaps, forward stick will probably be necessary to hold 60 knots in the climb. 5. At 300 ft AGL or higher and at 66 knots (Vx), retract the flaps to zero degrees. Be ready for a little settle as the flaps retract. Back stick to counter and place

4 Andy Foster s CFI-S FLIP Book Page 4 the nose about two fingers above the horizon. Fly Vy (78 knots) for the rest of the climb. : NORMAL TAKEOFFS and DEPARTURE CLIMBS Failure to adequately clear the area prior to taxiing into position on the active runway. Abrupt use of the throttle. Failure to check engine instruments for signs of malfunction after applying takeoff power. Failure to anticipate the airplane s left turning tendency on initial acceleration. Overcorrecting for left turning tendency. Relying solely on the airspeed indicator rather than developed feel for indications of speed and airplane controllability during acceleration and lift-off. Failure to attain proper lift-off attitude. Inadequate compensation for torque/p-factor during initial climb resulting in a sideslip. Over-control of elevators during initial climbout. Limiting scan to areas directly ahead of the airplane (pitch attitude and direction), resulting in allowing a wing (usually the left) to drop immediately after lift-off. Failure to attain/maintain best rate-of-climb airspeed (VY). Failure to employ the principles of attitude flying during climb-out, resulting in chasing the airspeed indicator. CROSSWIND TAKEOFFS Failure to adequately clear the area prior to taxiing onto the active runway. Using less than full aileron pressure into the wind initially on the takeoff roll. Mechanical use of aileron control rather than sensing the need for varying aileron control input through feel for the airplane. Premature lift-off resulting in side-skipping. Excessive aileron input in the latter stage of the takeoff roll resulting in a steep bank into the wind at lift-off. Inadequate drift correction after lift-off.

5 Andy Foster s CFI-S FLIP Book Page 5 Normal and Crosswind Approach and Landing Background: To teach and practice how to perform no wind and crosswind landings in this airplane. 1. Perform the landing checklist on downwind and announce position and intentions over the radio. Use 75 knots as on speed for downwind. Use crab as necessary to maintain proper downwind positioning. 2. Abeam the intended landing point, if landing with flaps, drop flaps to fifteen degrees. Reduce power to approximately RPM depending on whether one or two people are aboard. (Use 2400 single-pilot.) Trim for 54 knots in calm conditions. Add one half gust factor to approach speed (54). 3. Turn for base when the runway is about 45 degrees behind you. Once established on base, check for incoming traffic that might be outside you. Call your position over the radio. 4. At about the middle of the base leg, the proper altitude to be at is about 600 feet AGL. Use power to control glideslope and nose to control airspeed. Check the ball. 5. Anticipate the effects of wind on your turn to final. If the wind is blowing you toward the runway centerline, make an earlier turn and use a slightly increased bank angle to roll out on centerline. If the wind is trying to prevent you from getting there, you can use a slightly delayed and slightly shallower turn. 6. Once on final, crab to maintain the centerline. Check airspeed and glideslope and adjust as necessary. 7. At about 200 feet AGL, use rudder to align the longitudinal axis of the airplane with the runway centerline and bank into the wind just enough to control your drift. Aim to land on the centerline with no drift. 8. Flare at about three feet. Keep wing down controls and rudder alignment controls in during the flare. Don t try to land; try to make the airplane quit flying right as the wheels touch. 9. Increase wing down aileron as necessary to keep the winds from picking up a wing. Use rudder to steer the airplane where you want it. Brake as necessary. PTS: good config and SA; stabilized approach at 1.3 Vso +10/-5 kts, gusts considered; touchdown at or beyond 400 ft; axis aligned; good control 1. Maximum flap speeds are as follows: 30 or 40 degrees flaps-62 knots; 15 degrees flaps-80 knots; zero degrees flaps-100 knots. 2. For crosswinds and gusts spreads less than 6 knots, 30 or 40 degrees of flap may be okay but watch for ballooning. Less flap will always make the airplane more stable in crosswinds or gusty conditions. For gust spreads or crosswinds 10 knots or more, use zero degrees of flap for all landing techniques. 3. Line of sight for yaw is straight ahead. Do not align the nose with runway centerline. The instrument panel ridge or the screw head right in front of the pilot (left seat) can be used as a gouge. For the right seat pilot, fly the centerline down your crotch and keep it there. 4. Wing down into the wind and opposite rudder to align with the centerline is the recommended crosswind technique. If you re doing this and have full rudder in

6 Andy Foster s CFI-S FLIP Book Page 6 and the airplane is still drifting and/or can t be aligned, go to another airport where the runway is more into the wind. If you get thrown around and have to go around, try the next approach with less or no flaps. 5. A common error is to stop flying when the mains hit the ground. Keep flying the airplane until it stops! 6. If a wing comes up on rollout, use opposite stick and rudder to bring it back down. 7. Trim, trim, trim! 8. Only five seconds of extra rpm and you ll be screaming down the runway. If the student tends to goose the throttle, have him place his hand behind it and teach him to bump it with his wrist to add. Inadequate wind drift correction on the base leg. Overshooting or undershooting the turn onto final approach resulting in too steep or too shallow a turn onto final approach. Flat or skidding turns from base leg to final approach as a result of overshooting/inadequate wind drift correction. Poor coordination during turn from base to final approach. Failure to complete the landing checklist in a timely manner. Unstabilized approach. Failure to adequately compensate for flap extension. Poor trim technique on final approach. Attempting to maintain altitude or reach the runway using elevator alone. Focusing too close to the airplane resulting in a too high roundout. Focusing too far from the airplane resulting in a too low roundout. Touching down prior to attaining proper landing attitude. Failure to hold sufficient back-elevator pressure after touchdown. Excessive braking after touchdown.

7 Andy Foster s CFI-S FLIP Book Page 7 Soft Field Takeoff and Climb Background: To teach and/or practice how to perform maximum performance takeoffs as might be necessary from very short fields. 1. Complete the takeoff checklist (flaps at 15 degrees) and visually check for traffic, especially on final, before heading for the runway. Announce your intention to take the runway before entering the runway. 2. Pull the stick full back in your lap and taxi forward into position. Position the stick into the wind for any crosswind. Use rudder to align the aircraft with the runway. Do not stop. 3. Smoothly advance the power. The nose will begin to pull off the ground. As it comes up, ease the stick forward to catch it so the nose is floating about two feet off the ground. Keep the wind correction in and let the airplane accelerate. It will fly off the ground on its own. 4. Once it does, apply slight forward stick to keep the nose from rising any more but do not dump the nose or otherwise cause it to settle. Once the airplane is about twenty feet up, adjust the nose to climb at 60 knots. Anticipate using forward stick to maintain 60 knots until 300 feet AGL or all obstacles are cleared (whichever is last) and then ease the nose over just a little to climb at 66 knots. At 66 knots, retract the flaps to zero degrees. Use slight back stick to counter the tendency of the airplane to sink and settle. Position the nose for Vy (78 knots) or Vx (66 knots) as needed. 5. Continue the climb at the appropriate airspeed. Use slight clearing turns to look for traffic. 6. Note the climb rate on the VSI. Calculate 10% of that and subtract from your level off altitude. At that altitude, push the nose over to level flight and retract the flaps to minus 6 degrees. 7. As the airplane accelerates, reduce power to intercept 5200 RPM (75% power). Retrim for level flight. PTS: positions controls; good lookout; taxis without stopping, lifts off at lowest possible airspeed and accels to Vx or Vy; airspeed +10/-5 kts; retracts flaps once clear of obstacles; maintains takeoff power to safe altitude; good directional control and proper wind drift correction 1. In gusty conditions or with crosswinds of 10 knots or more you may need to use zero degrees of flaps. 2. Since the airplane uses 100LL as the primary fuel, keep RPM s at 5000 or above whenever possible to help scavenge lead from engine.

8 Andy Foster s CFI-S FLIP Book Page 8 Soft/Rough Field Takeoffs and Climbs Failure to adequately clear the area. Insufficient back-elevator pressure during initial takeoff roll resulting in inadequate angle of attack. Failure to cross-check engine instruments for indications of proper operation after applying power. Poor directional control. Climbing too steeply after lift-off. Abrupt and/or excessive elevator control while attempting to level off and accelerate after liftoff. Allowing the airplane to mush or settle resulting in an inadvertent touchdown after lift-off. Attempting to climb out of ground effect area before attaining sufficient climb speed. Failure to anticipate an increase in pitch attitude as the airplane climbs out of ground effect.

9 Andy Foster s CFI-S FLIP Book Page 9 Soft Field Approach and Landing Background: To teach and/or practice how to land in soft or grassy fields. 1. Perform the landing checklist on downwind and announce position and intentions over the radio. Use 75 knots as on speed for downwind. Use crab as necessary to maintain proper downwind positioning. 2. Abeam the intended landing point, if landing with flaps, drop flaps to fifteen degrees. Reduce power to approximately RPM depending on whether one or two people are aboard. (Use 2400 single-pilot.) Trim for 54 knots in calm conditions. If in gusty conditions, add one half gust factor to approach speed (54). 3. Turn for base when the runway is about degrees behind you. (Extend out a bit from a normal downwind). Once established on base, check for incoming traffic that might be outside you. Call your position over the radio. 4. Plan to use 54 knots for your approach speed and flaps at 30 degrees for no wind. If gust factor/xwind exceeds 5 knots, recommend flaps at 15. If gust factor/xwind exceeds 10 knots, use zero degrees of flaps. Increase approach speed by one half the gust factor. 5. Visualize and fly a stabilized approach. Use crosswind corrections as necessary. 6. Target your touchdown point slightly further down than short field/normal touchdown. This gives you a little more to play with on the glide slope before needing to adjust power. 7. Don t rush the flare. Flare at about three feet above the runway. Add just a touch of power. (~ rpm). Continue the flare to get a gentle touchdown and then hold stick back to keep the nose in the air. As airplane slows, ease stick pressure to allow the nose to come back down to the runway. 8. Keep crosswind corrections in until stopped. Keep stick back in lap during taxi. PTS: good selection of landing area considering wind, surface, and obstructions; good config; stabilized approach at 1.3 Vso +10/-5 kts, soft touchdown; good control Instructor Notes 1. Purposely extend the downwind a bit to help ensure you don t come in high and steep. 2. For runway 15 at KLVJ, on gusty days recommend using the Instrument Landing Zone makers as your touchdown point for these landings. This will help insulate you from the turbulence associated with the trees at the end of 14 and greatly increase aircraft control. Soft Field Approach and Landing Excessive descent rate on final approach. Excessive airspeed on final approach. Unstabilized approach. Roundout too high above the runway surface. Poor power management during roundout and touchdown. Hard touchdown. Inadequate control of the airplane weight transfer from wings to wheels after touchdown. Allowing the nosewheel to fall to the runway after touchdown rather than controlling it.

10 Andy Foster s CFI-S FLIP Book Page 10 Short Field Takeoff and Maximum Performance Climb Background: To teach/and practice how to take off from very short airfields or airfields where obstacles loom in the climb. 1. Complete the takeoff checklist (flaps at 15 degrees) and visually check for traffic, especially on final, before heading for the runway. Announce your intention to take the runway before entering the runway. 2. Position and align the airplane on the runway and then set the Parking Brake. Pump it up tight once on. 3. Stick into the wind and advance the throttle to full. 4. Anticipate a yaw to the left with quick right rudder as you quickly release the Parking Brake. Keep the stick slightly aft of neutral. 5. Rotate at 44 knots. As the airplane flies off, anticipate using forward stick to hold a 60 knot climb. 6. Climb to 300 feet AGL or all obstacles cleared. At that point, slightly ease the nose down to pick up 66 knots and retract flaps to zero. As flaps retract, anticipate using aft stick to offset a settle and intercept Vy at 78 knots. 7. Continue climb at Vy. Use slight clearing turns to look for traffic. 8. Check the VSI. At the level off altitude minus ten percent of the VSI climb rate, push the nose over to intercept your level off altitude. Retract flaps to minus six. 9. Reduce power to intercept 5200 RPM. Retrim for level flight. PTS: clears area; uses all runway; applied brakes while advancing throttle; maintains best attitude; corrects for porpoising and slipping, maintains obstacle clearance airspeed or Vx; maintains same +10/-5 knots until obstacle cleared or 50 feet AGL; accels to Vy and maintains +10/-5 kts; retracts flaps; good power and drift correction. 1. In gusty conditions or with crosswinds of 10 knots or more you may need to use zero degrees of flaps. Doing so will extend your landing run, however. Short-field takeoffs and Maximum Performance Climbs Failure to adequately clear the area. Failure to utilize all available runway/takeoff area. Failure to have the airplane properly trimmed prior to takeoff. Premature lift-off resulting in high drag. Holding the airplane on the ground unnecessarily with excessive forward-elevator pressure. Inadequate rotation resulting in excessive speed after lift-off. Inability to attain/maintain best angle-of-climb airspeed. Fixation on the airspeed indicator during initial climb. Premature retraction of landing gear and/or wing flaps.

11 Andy Foster s CFI-S FLIP Book Page 11 Short Field Approach and Landing Background: To teach and practice the techniques necessary to perform a safe approach and landing in very short fields. 1. Perform the landing checklist on downwind and announce position and intentions over the radio. Use 75 knots as on speed for downwind. Use crab as necessary to maintain proper downwind positioning. 2. Abeam the intended landing point, if landing with flaps, drop flaps to fifteen degrees. Reduce power to approximately RPM depending on whether one or two people are aboard. (Use 2400 single-pilot.) Trim for 54 knots in calm conditions. If in gusty conditions, add one half gust factor to approach speed (54). Declare your landing point. 3. Plan to use 54 knots for your approach speed and flaps at 40 degrees for no wind. If gust factor/xwind exceeds 5 knots, recommend flaps at 15. If gust factor/xwind exceeds 10 knots, use zero degrees of flaps. Increase approach speed by one half the gust factor. 4. Turn for base when the runway is about degrees behind you. (Extend out a bit from a normal downwind). Once established on base, check for incoming traffic that might be outside you. Call your position over the radio. Drop flaps to 30 during base leg if appropriate. 5. Visualize and fly a stabilized approach. Use crosswind corrections as necessary. 6. On final, drop flaps to 40, if appropriate. Use power to control glideslope and nose to control airspeed. Make your target point about 100 feet shy of your landing point. At about 200 feet AGL, add in crosswind controls (wing down/opposite rudder). Anticipate a slight drag increase. Add power to compensate, if necessary, but not too much. 7. Flare about three feet above the runway. Pull power to idle if appropriate. Do not try to force the landing by pushing the nose over. Fly the airplane until it quits. 8. Land on the mains but let the nose down quickly. Once nose is on the ground, power to idle and brake, keeping the stick back. Don t screech the tires, however. PTS: good survey; good config; stabilized approach at recommended a/s or 1.3 Vso +10/-5 kts; smooth touchdown within 200 ft of selected point; good xwind and directional control; good brakes and elevator management to stop 1. Extend the downwind and make sure you are on speed (54 knots no wind) before beginning the descent or you won t catch up. Avoid being high and steep. 2. Go to 15 degrees of flaps on downwind, 30 on base, and 40 on final with winds and gusts less than 5 knots. 3. Once xwind/gust factor exceeds 5 knots, use caution about using 30 or 40 flaps. You can use 15 or zero degrees flaps for this, also. 4. Align the runway centerline with your line-of-sight, not the nose. Check the ball often. Fly the centerline down your crotch. 5. Keep power changes small. Adjust power to fly to your aiming point. 6. At touchdown, throttle to idle, brake, and pull stick back.

12 Andy Foster s CFI-S FLIP Book Page 12 Short Field Approach and Landing Failure to allow enough room on final to set up the approach, necessitating an overly steep approach and high sink rate. Unstabilized approach. Undue delay in initiating glidepath corrections. Too low an airspeed on final resulting in inability to flare properly and landing hard. Too high an airspeed resulting in floating on roundout. Prematurely reducing power to idle on roundout resulting in hard landing. Touchdown with excessive airspeed. Excessive and/or unnecessary braking after touchdown. Failure to maintain directional control.

13 Andy Foster s CFI-S FLIP Book Page 13 Forward Slip to a Landing Background: To teach and/or practice using a forward slip to decrease altitude during a landing approach without increasing speed. 1. Configure the aircraft as desired and slow to approach speed. Align the aircraft with the runway centerline on final approach. Pull power to idle. 2. Check the wind direction. If there is a crosswind, slip into the wind. For instance, if the wind is from your left, add full right rudder and left wing down into the wind. For a wind from your right, add full left rudder and right wing down into the wind. Adjust the nose to maintain your approach speed. If you begin drifting left or right, use bank angle to control. Keep yourself aligned with the centerline of the runway. 3. Continue the slip until you approach a normal glideslope. As you do, relax rudder and bank angle to allow the airplane to move back into a normal glide. If there is a crosswind, relax rudder just enough to align the longitudinal axis with the centerline and put wing down into the crosswind. 4. Declare a target point and adjust airspeed and power to produce a normal touchdown. Touchdown within 400 feet of the target point. 5. Maintain crosswind corrections through the landing and rollout. PTS: good config; good control and alignment; minimum float; touchdown at or within 400 ft beyond specified point; good crosswind and directional control. 1. You can use the full pattern altitude to begin. Slow to approach speed. Set flaps as desired. Fly toward the runway centerline. 2. As you approach the centerline, pull the power to idle. Slowly ease in full left or right rudder, as you desire. Adjust the nose to maintain the desired airspeed and use bank angle to control your lateral movement. 3. Continue the slip until you feel you are approaching your normal glidepath. Just before hitting that, release the rudder pressure and adjust angle of bank to regain a normal glide considering winds. Don t let the nose drop as you do so. 4. Execute a normal landing. Forward Slip to a Landing Releasing rudder pressure too quickly during recovery causing an increase in speed. Dropping the nose during the recovery, also causing an increase in speed. Inadequate bank control causing the airplane to drift from the centerline. Failure to account for crosswind during the slip.

14 Andy Foster s CFI-S FLIP Book Page 14 Go Around/Rejected Landing Background: To teach or practice the proper way to perform a go around. 1. A go-around needs to be performed anytime a safe approach and/or landing is in doubt. 2. Once the decision is made or the threat spotted, immediately go to full power. If any flaps are deployed, anticipate using forward stick pressure to stop the nose from pitching up too steeply. If you are about to overfly other airplanes or people, sidestep to avoid direct overflight, if possible. Announce the go-around over the radio. 3. If the airplane is climbing, let it climb. If the airplane can t climb and full flaps are deployed, check airspeed. Try to accelerate the airplane to at least 55 knots but less than 62. Raise flaps to 30 degrees. The airplane should be capable of some climb rate in this configuration. At 300 feet AGL and with airspeed greater than 55 knots, retract flaps to zero. Climb out at Vx or Vy as required. 4. Perform slight clearing turns during the climb. 5. Check the VSI. At your level-off altitude minus ten percent of the climb rate on the VSI, push the nose over to level flight and retract nose to minus six degrees. 6. As the airplane accelerates, reduce power to maintain 5200 RPM. Retrim for level flight. PTS: timely decision; takeoff power and immediate transition to Vy; maintains Vy +10/-5 kts; retracts flaps; maneuvers to side to clear traffic; maintains takeoff power to a safe altitude; good directional control and wind correction. 1. Once you make the decision to go around, go full power. The airplane will climb out well even with 30 degrees of flaps if you re at a normal approach speed. 2. Keep the centerline down your crotch unless you are sidestepping to avoid overflying another airplane. 3. Though you should never get there, with flight at knots, flaps at 40 degrees, and full power, coordinated flight can only be achieved with full cross-controlled aileron and rudder. The airplane may still roll off to the right, and can only be recovered if speed is regained or power is retarded. Low to the ground an attempt to recover or maintain control would probably result in loss of the aircraft. Go Around/Rejected Landing Indecision. Delay in initiating a go-round. Failure to apply maximum allowable power in a timely manner. Abrupt power application. Improper pitch attitude. Failure to configure the airplane appropriately. Attempting to climb out of ground effect prematurely. Failure to adequately compensate for torque/pfactor.

15 Andy Foster s CFI-S FLIP Book Page 15 Steep Turns Background: To teach or practice the skills necessary to execute level steep turns and to demonstrate their performance effects. 1. Climb to an altitude that will allow a recovery at no less than 1500 feet AGL. 2. Slow the airplane to 90 knots. Set 4400 RPM and trim pitch and rudder for normal, level flight. Take your time getting set up; DO NOT rush! 3. Roll into a coordinated 360 o turn; maintains a 45 o bank. If you roll to the left, the nose will appear to be about two hands below the horizon. Anticipate adding a lot of left rudder. Add a little power. If you roll to the right, use back stick to place the nose just above the horizon. 4. Once bank is established, use power to control airspeed and bank to control altitude. Keep back pressure constant. 5. About 20 degrees beforehand, roll wings level and neutralize the rudder. Reduce power to 4400 RPM. 6. Maintains the entry altitude +/-100 feet, airspeed +/-10 knots, bank + 5 degrees, and rolls out on entry heading +/- 10 o. PTS: airspeed less than V A ; 360 deg turn, 45 deg AOB; altitude +/- 100 ft.; airspeed +/- 10 kts; AOB +/-5 deg; entry hdg +/- 10 deg 1. Perform a coordinated roll-in. If to the left, EXPECT the nose to drop to a position about a full hand-width below the horizon. As you reach your angle of bank, add back stick and a little power (about 300 rpm). Check the ball. Step on it if it s out. If you are climbing or descending, center the ball first and then use bank angle to correct (less bank to make the airplane climb, more to help it descend). Keep the back-stick constant. Use power to adjust the airspeed. 2. Keep a good scan going and especially look outside! 3. You will need a LOT of rudder for a left turn and only a little for the right. 4. Lead the roll-out by half the angle of bank (about 20 degrees). Steep Turns Failure to adequately clear the area. Excessive pitch change during entry or recovery. Attempts to start recovery prematurely. Failure to stop the turn on a precise heading. Excessive rudder during recovery, resulting in skidding. Inadequate power management. Inadequate airspeed control. Poor coordination. Gaining altitude in right turns and/or losing altitude in left turns. Failure to maintain constant bank angle. Disorientation. Attempting to perform the maneuver by instrument reference rather than visual reference. Failure to scan for other traffic during the maneuver.

16 Andy Foster s CFI-S FLIP Book Page 16 Rectangular Course Background: To teach or practice flying a rectangular course along the ground in preparation of flying the traffic pattern. To practice a maneuver that requires a diversion of attention. 1. Fly this, like all ground reference maneuvers, at 1000 feet AGL and 90 knots/4400 RPM. The rectangular course may be entered from any direction but a downwind entry is assumed here. Fly a 45 o entry into downwind. As you approach the area, look for a suitable emergency landing area and note it. 2. Make your downwind fit your field or make it about a mile long. Turn base (expect a steeper turn here and more than 90 degrees) and maintain the rectangle using crab, as required, but if your bank angle exceeds 45 degrees, you re too close in. 3. As you start the turn to upwind, you ll perform a shallower turn here and start it a bit earlier but still work to maintain the same lateral distance you had on downwind. You ll perform a shallow turn onto crosswind and crab as required to maintain the course shape. As you approach downwind, the turn to it will start out shallow but need to be steepened as you approach downwind since your groundspeed will be increasing. 4. Keep a good lookout for traffic going during all maneuvers. 5. Exit the maneuver at the end of the second downwind leg. PTS: good ref point and emergency landing; at or above 600 ft.; good drift correction; good lookout; altitude +/- 100 ft.; airspeed +/- 10 kts 1. Do not allow a descent below 600 feet. Rectangular Patterns Failure to adequately clear the area. Failure to establish proper altitude prior to entry. (Typically entering the maneuver while descending.) Failure to establish appropriate wind correction angle resulting in drift. Gaining or losing altitude. Poor coordination. (Typically skidding in turns from a downwind heading and slipping in turns from an upwind heading.) Abrupt control usage. Inability to adequately divide attention between airplane control and maintaining ground track. Improper timing in beginning and recovering from turns. Inadequate visual lookout for other aircraft.

17 Andy Foster s CFI-S FLIP Book Page 17 S-Turns Across A Road Background: To teach or practice flying S-turns across a road in order to anticipate wind effects, exercise timing, and to divert attention between lookout and aircraft control while flying close to the ground. 1. Set up for 1000 feet AGL, 90 knots/4400 RPM. Enter the maneuver going downwind. Select an area for an emergency landing in case it is needed. 2. Draw an imaginary half-circle on the ground as you approach the road and roll in to fly it as you hit the road. The steepest turn bank be at this point. Vary the turn and crab as necessary to maintain the radius. As you approach the road, roll wings level at a rate that maintains the ground track and gets you wings level at the road. 3. Repeat step 2 but go in the opposite direction. In this case, though, the aircraft is headed into the wind so the angle of bank required will be somewhat less. You ll be steepening the bank angle in the second half of the turn because your groundspeed will be increasing. Time your roll-out so you are wings-level going across the road again. PTS: at or above 600 ft.; perpendicular to reference line; drift correction; reverses over line; lookout; altitude +/- 100 ft.; airspeed +/- 10 kts 1. Do not allow a descent below 600 feet AGL. 2. Emphasize lookout. S-Turns Across A Road Failure to adequately clear the area. Poor coordination. Gaining or losing altitude. Inability to visualize the half circle ground track. Poor timing in beginning and recovering from turns. Faulty correction for drift. Inadequate visual lookout for other aircraft.

18 Andy Foster s CFI-S FLIP Book Page 18 Turns About A Point Background: To teach or practice flying around a point on the ground in order to anticipate wind effects and to divert attention between lookout and aircraft control while flying close to the ground. 1. Set the aircraft up to fly 90 knots/4400 RPM at 1000 feet AGL. Retrim for hands off. Approach from downwind. As you approach, draw a constant radius circle around the target point in your mind. 2. As you get abeam the point, roll into a turn to maintain the circle. If you entered downwind, this will be the steepest bank used. If you need more than 45 degrees to hold the radius, you re too close in. If the wing blocks the point when lowered, you re too far out. 3. Add just enough backstick to stay on altitude. You may need to add a touch of power to maintain airspeed. 4. Vary the bank as you move around the circle to maintain your radius. For a split second, as you hit the 180 degree point, you may roll through wings level. 5. As you approach your entry point, rollout to exit headed downwind. PTS: good point; emergency landing nearby; at or above 600 ft.; constant radius turn; good drift correction: good lookout; altitude +/- 100 ft.; airspeed +/- 10 kts; exits entry point +/- 15 deg 1. Do not allow a descent below 600 feet AGL. 2. Emphasize lookout. Turns About A Point Failure to adequately clear the area. Failure to establish appropriate bank on entry. Failure to recognize wind drift. Excessive bank and/or inadequate wind correction angle on the downwind side of the circle resulting in drift towards the reference point. Inadequate bank angle and/or excessive wind correction angle on the upwind side of the circle resulting in drift away from the reference point. Skidding turns when turning from downwind to crosswind. Slipping turns when turning from upwind to crosswind. Gaining or losing altitude. Inadequate visual lookout for other aircraft. Inability to direct attention outside the airplane while maintaining precise airplane control.

19 Andy Foster s CFI-S FLIP Book Page 19 Pilotage and Dead Reckoning Background: To teach or practice flight by pilotage (visual navigation using landmarks on the ground) or dead reckoning (the use of time, speed, and distance to determine location). 1. When picking points to use for landmarks (pilotage), think about how prominent they are. The more prominent, the better. Small airports especially with grass runways may not show up well. 2. If using pilotage, keep checkpoints at reasonable distances, say no more than nm. 3. For dead reckoning, good heading control is important. Make sure you account for variation, deviation, and winds. 4. Keep notes on a navigational log. PTS: follows course by reference to landmarks; identified landmarks by reference to chart symbols, within 3nm of planed route; good fuel management; altitude +/- 200 feet, headings within 15 deg 1. Everything that s on the chart is probably on the ground but there is no guarantee that the opposite is true. 2. Block GPS usage until the students have mastered this skill. 3. Use the icom VOR function to triangulate position. Pilotage and Dead Reckoning Failure to maintain heading and/or altitude while navigating Failure to pick an easily-identifiable landmark or object for a checkpoint Picking waypoints either too far apart or too close for visual navigation

20 Andy Foster s CFI-S FLIP Book Page 20 Diversion Background: To teach or practice how to divert to a nearby airfield when needed for convenience or safety. 1. Diverting to an airfield is always appropriate when there is ever any doubt about the flight s safety or an aircraft occupant shows a need. 2. Pick the nearest airfield that meets the immediate need. If the engine is out, then the nearest airfield within gliding range will work. But if the engine is running rough, a larger airfield where getting maintenance is likely is better as long as it is reachable. You should know your fuel state and whether you can reach the divert. If you don t or have doubt, head for the divert and quickly recalculate your gas, the distance, speed including winds, and make sure. 3. Fly the airplane. 4. Use ASOS or AWOS, GPSMAP 496 METAR functions, a radio call to Flightwatch or a nearby FSS, a call to ATC, or a call to a Unicom to check weather at the divert field. Don t wait until you get there. The GPSMAP 496 also has the AOPA directory info in it so you may be able to check pattern and traffic info there also. 5. If all else fails and you need help deciding/getting to an immediate divert, make a MAYDAY call on Ghz. PTS: selects appropriate route; determines fuel; good fuel management; altitude within 200 feet and headings within 15 deg 1. The handheld Icom can provide VOR guidance if needed. Diversion TBD

21 Andy Foster s CFI-S FLIP Book Page 21 LOST Procedures Background: To teach or practice the procedures that would be used if the pilot believes he is lost. 1. Admit to yourself that you are lost. That said, realize you are probably not far off from your original course. Check your fuel. Divide the number of gallons by your expected fuel consumption. This tells you how long before you must be on the ground. 2. Look around for any prominent landmark. If you identify something, look for that on the chart. If you think you know where you are, pick a prominent point on the chart and find it on the ground. 3. If that doesn t work and the 496 works, turn it on and locate your position. If that unit has failed, pull the Garmin 296 out of the pilot s floorboard pocket and turn it on. It should locate your position. 4. If that s not available, use the VOR function in the handheld icom to take a bearing off two separate VOR s. Plot the lines of sight on your sectional. Where they cross is your position. 5. If none of that works, climb a couple of thousand feet if possible and perform steps 2 through 4 again. If no joy, declare a MAYDAY using the comm radio at GHz. Tell folks you are lost. 6. Comply with any instructions any FSS or ATC facility gives you. 7. Do not allow yourself to run out of fuel. If fuel is getting low, it is better to land in a field under power than to let chance determine your landing spot. PTS: exhibits knowledge; selects course of action; maintains headings and climbs, if necessary; identifies landmarks; uses navigational systems facilities and or contacts an ATC facility for assistance, as appropriate. 1. Student should use all resources necessary to establish his/her position. That includes the Icom handheld voice and VOR functions and the spare GPS in the left pilot s footboard. 2. Climb, Communicate, Confess, Comply. LOST Procedures TBD

22 Andy Foster s CFI-S FLIP Book Page 22 Slow Flight Background: To enhance the student s feel for and ability to control the aircraft at its minimum controllable airspeed and the student s knowledge of maneuvering while in this regime. 1. Pick an altitude that will allow a recovery above 1000 feet AGL if the airplane is inadvertently stalled. 2. Begin slowing the aircraft down by significantly reducing power. Increase angle of attack to maintain altitude as the aircraft slows. Drop flaps to 15 once aircraft slows below 80 knots. Retrim for level flight. 3. Add power as necessary to help maintain altitude but continue to slow. Once the airspeed drops below 62 knots, drop flaps to 30 degrees. Compensate for additional drag with power while slightly increasing angle of attack to slow further. Drop flaps to 40 when able. 4. V so is at 39 knots in this configuration. Recommend a target airspeed of knots. Have the student declare what he s going for. 5. To maintain coordinated flight in this regime will require cross-controlling. This is addressed in the Airplane Flying Handbook, p To climb the airplane, push throttle to full and add VERY SLIGHT stick backpressure to milk a few degrees out of the nose. Any climb rate will do. To stop the climb, simply reduce power but do so slowly and not too much. 7. To descend the airplane, slowly reduce power while holding backstick to prevent nose from dropping. Check the altimeter and VSI. Adjust power back slowly to get desired descent rate. 8. Turns are done by very slight pressures on the stick in the direction of turn. If cross-controlled, sometimes a slight reduction in cross-control pressure is all that is necessary. 9. To recover to normal flight, go full power and forward stick slightly to hold altitude. Retract flaps to 40, wait a few seconds (while watching airspeed; do not exceed 62 knots or get the flaps up to 15 before you do), retract flaps to 15. As you accelerate through 70 knots, retract flaps to zero. As you approach 100 knots, retract flaps to minus 6. Reset power at 5200 RPM and re-trim for level flight. PTS: at or above 1000 ft. AGL; airspeed near stall; good coordination; altitude +/- 100 ft.; heading +/- 10 deg; airspeed +10kts; AOB +/- 10 deg 1. Emphasize the use of rudder for both yaw and roll control in this speed regime. 2. Emphasize what will probably happen if cross-controlled and you stall. 3. There is no stall horn or light in this aircraft; there will be a slight buffet before the stall and then it will break and/or get mushy. 4. With flaps at 40 degrees and full power, if airspeed approaches stall, the pilot will find himself cross-controlled with full left stick and right rudder. If the airplane starts rolling right, no further opposing aileron may be available. A power reduction or speed increase (dumping the nose a bit) will be necessary to stop the roll. Flap overspeeds of low altitude loss of vehicle is possible in this regime.

23 Andy Foster s CFI-S FLIP Book Page 23 Slow Flight Failure to adequately clear the area. Inadequate back-elevator pressure as power is reduced, resulting in altitude loss. Excessive back-elevator pressure as power is reduced, resulting in a climb, followed by a rapid reduction in airspeed and mushing. Inadequate compensation for adverse yaw during turns. Fixation on the airspeed indicator. Failure to anticipate changes in lift as flaps are extended or retracted. Inadequate power management. Inability to adequately divide attention between airplane control and orientation.

24 Andy Foster s CFI-S FLIP Book Page 24 Power-Off Stalls Background: To familiarize the student with the airplane s power-off stall characteristics and to teach/practice power-off stall recovery techniques. 1. Climb to an altitude that will allow a recovery above 1000 feet AGL feet MSL is recommended. 2. Once at altitude and in level flight, pull the power back and increase angle of attack to maintain altitude. Slow the aircraft. As the airplane slows below 80 knots, drop the flaps to 15. Trim for 54 knots. As the airspeed drops below 62 knots, drop the flaps to 30 and then 40. Re-trim for 54 knots. 3. Add power to maintain altitude. Once stable, reduce power and place the aircraft in a stable glide as if you are on final approach. Add back stick to pull the nose up and bleed off airspeed. Keep the ball centered as airspeed bleeds off. 4. The stall may be performed or in a turn. Just before the stall, there will be a small buffet and at the stall, a break. Add full power. Reduce angle of attack slightly until the airplane starts flying. Retract flaps to 15 and slowly raise the nose to establish climb at Vx (66 knots). Retract flaps to zero and nose over to climb at Vy (78 knots). 5. Climb back to original altitude or 300 feet from the stall altitude. PTS: at or above 1000 ft; stable descent; smooth transition; HDG +/- 10 deg; AOB less than 20 deg +/-10 deg while stalling; retracts flaps after + ROC; establishes Vx or Vy 1. Closely monitor coordination during this maneuver. Emphasize to the student what can happen if coordinated flight is not maintained during the stall. 2. During the initial recovery with full power and 40 degrees of flaps, crossed-controls may be necessary to maintain coordinated flight. Minimize the time at 40 degrees. 3. Make sure the student avoids a secondary stall. Power-Off (Landing) Stalls Failure to adequately clear the area. Inability to recognize an approaching stall condition through feel for the airplane. Premature recovery. Over-reliance on the airspeed indicator while excluding other cues. Inadequate scanning resulting in an unintentional wing-low condition during entry. Excessive back-elevator pressure resulting in an exaggerated nose-up attitude during entry. Inadequate rudder control. Inadvertent secondary stall during recovery. Failure to maintain a constant bank angle during turning stalls. Excessive forward-elevator pressure during recovery resulting in negative load on the wings. Excessive airspeed buildup during recovery. Failure to take timely action to prevent a full stall during the conduct of imminent stalls.

25 Andy Foster s CFI-S FLIP Book Page 25 Power-On Stalls Background: To familiarize the student with power-on stall characteristics. To teach proper execution and recovery techniques for a power on stall, as one might encounter during a stretched climb. 1. Climb to an altitude that will allow stall execution and recovery at least 1000 feet AGL. Recommended altitude is 2500 feet MSL. 2. Clear the area for other aircraft. Configure the airplane like it would be in a climb (flaps 0 or 15), apply full power, and raise the nose to intercept Vy (78 knots). 3. Once established in the climb, increase back pressure as if you are trying to stretch a climb. It will require a very high deck angle to get a stall. If necessary, reduce power to lower the deck angle but use no less than 65%. Step on the ball as necessary to keep the climb coordinated. 4. At the stall break, release back pressure on the stick and use opposite rudder and aileron to stop any roll-off s. The airplane will begin flying almost immediately. 5. Check airspeed and raise nose to intercept Vy (78). Climb at least 300 feet and/or level off at original altitude. PTS: at or above 1000 ft AGL; PWR greater than 65%; maintains HDG +/- 10 deg in straight flight; AOB < 20 deg in turning flight, +/- 10 while stalling; prompt recovery; retracts flaps, establishes Vx or Vy 1. Power on stalls attempted with 40 degrees of flaps will result with cross-controls and possible difficulty controlling roll with aileron at the stall. Power-On Stalls Failure to adequately clear the area. Inability to recognize an approaching stall condition through feel for the airplane. Premature recovery. Over-reliance on the airspeed indicator while excluding other cues. Inadequate scanning resulting in an unintentional wing-low condition during entry. Excessive back-elevator pressure resulting in an exaggerated nose-up attitude during entry. Inadequate rudder control. Inadvertent secondary stall during recovery. Failure to maintain a constant bank angle during turning stalls. Excessive forward-elevator pressure during recovery resulting in negative load on the wings. Excessive airspeed buildup during recovery. Failure to take timely action to prevent a full stall during the conduct of imminent stalls.

26 Andy Foster s CFI-S FLIP Book Page 26 Spin Awareness (Oral only) Background: To discuss what causes spins, some flight situations where unintentional spins may occur, and how to avoid and recover from an unintentional spin. PTS: N/A 1. Spins are caused by a yaw that occurs as the aircraft fully stalls. In most cases, this is a pilot using inadequate rudder as a stall occurs. It may also be caused by unequal thrust levels in a multi-engine aircraft. 2. Some situations may be: in the landing pattern, turning base or final as the airplane is allowed to get too slow; while practicing stalls and allowing uncoordinated flight as the stall occurs; in a dogfight, the pilot pulls more g than the airplane can sustain and has induced a yaw to get a (poor) gunshot. 3. In most light aircraft, neutral controls at the first hint of a stall will avoid and, in most cases, recover from a spin. Spins can be avoided by ensuring coordinated flight and that the airplane is not flown close to stall, whether slow or high-speed. If a spin occurs, full opposite rudder to stop the rotation followed by neutral to slightly forward stick will break the spin, if it s going to. Spins Failure to apply full rudder pressure in the desired spin direction during spin entry. Failure to apply and maintain full up-elevator pressure during spin entry, resulting in a spiral. Failure to achieve a fully stalled condition prior to spin entry. Failure to apply full rudder against the spin during recovery. Failure to apply sufficient forward-elevator pressure during recovery. Failure to neutralize the rudder during recovery after rotation stops, resulting in a possible secondary spin. Slow and overly cautious control movements during recovery. Excessive back-elevator pressure after rotation stops, resulting in possible secondary stall. Insufficient back-elevator pressure during recovery resulting in excessive airspeed