Meraj Aviation Flight Academy Training and Procedures Manual Standard Operating Procedure

Transcription

1 P a g e 1 Table of contents: Distribution list Records of revision List of effective pages Purpose of SOP Flight preparation Golden rules and use of check list Preflight Engine start Fuel selector selection procedure Taxi Before takeoff checks Briefing Normal and crosswind Takeoff Traffic pattern, normal landing, go around and bulked landing = Standard call-out Altimeter setting procedure Hand over controls Cruise check Clearing turn Pre-maneuver and post maneuver check Rectangular course S-turn across a road Turns around a point

2 P a g e 2 Slow flight Steep Turn Power Off stall Power On stall Secondary stall Accelerated stall Elevator trim stall Crossed-control stall Short field take off Short field landing Soft field take off Soft field landing Unusual attitude Simulated force landing Radio failure procedures Diversion Lost procedure Forward slip to landing Side slip to landing Steep spiral No flap landing Landing with bumpy and windy Cross wind landing Holding procedure Tracking VOR radial

3 P a g e 3 Intercepting VOR radial Tracking NDB bearing Intercepting NDB bearing Intercepting and tracking DME arcs Intercepting DME arcs from radar vector Non precision approach Precision ILS approach Missed approach procedure Circling approach procedure Instrument takeoff Emergency Descent Night Operation Supplement to standard operations procedures, Airport local operation procedure References

4 P a g e 4 Distribution list : No. Authorized Holder Number of Copies 1. Operations Master Copy 1 2. I.R.I.C.A.O Company CEO 1 4. Training Manager 1 5. Chief Flight Instructor 1 6. Operation Manager 1 7. Chief Ground Instructor 1 8. Quality Assurance 1 9. Dispatch Flight Instructors Each 11. Students Each

5 P a g e 5 Records of revisions When receiving a revision, insert the Date Filed and sign in the Filed by box. Edition / Rev. No. Issue Date Date Filed Filed By 1/00 18 JUL JUL 2012 MSM 2/01 23 Sep Sep 2012 MSM MSM: Mohsen Soudmand Mehr

6 P a g e 6 List of effective pages: Page Revision Date of Issue Page Revision Date of Issue SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP 2012

7 P a g e SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP SEP 2012 : Add : Change : Remove

8 P a g e 8 Purpose of SOP: This SOP has been written for all Students, Flight Instructors, Employees and everyone who fly in Meraj aviation flight academy. The purpose of the SOP is to describe specific Meraj operating policies and procedures relating to the Students during their training and employees. It is very important that everyone read and understand this Manual. s (SOPs) are universally recognized as basic, to safe aviation operations. Effective crew coordination and crew performance, two central concepts of crew resource management (CRM), depend upon the crew s having a shared mental model of each task. That mental model, in turn, is founded on SOPs. In another word, CRM is not effective without adherence to the SOPs. SOP could include every topic that might apply to all phases of flight operations. The primary purpose of SOP is to identify and describe the standard tasks and duties (considering the who does what and when and, standard call outs) in each phase of flight, to promote the safety and to achieve consistently safe flight operations through adherence to SOPs. Safety in aviation continues to depend on good crew performance. Good crew performance, in turn, is founded on standard operating procedures.

9 P a g e 9 Adhering to the SOP has lots of benefits, include safety and efficiency. The POH procedures and aviation regulations remain the legal basis and as such always have priority. These standard operating procedures are intended to supplement POH. All pilots should monitor for crew adherence to the SOP's. Finally, there is no substitute for good judgment. s consist of inspections, preparations, normal, abnormal and emergency procedures. All items are listed in a sequence following a standardized scan of the cockpit panels, except when required by the logic of actions priority, to ensure that all actions are performed in the most efficient way. s are divided into flight phases and are accomplished by recall. SOPs generally are performed by recall, but tasks related to the selection of systems and to the aircraft configuration should be cross checked with normal checklist. In case of in adequacy, no one is allowed to alter the SOP or to invent any procedure except in an emergency situation (in this case a written report is required).

10 P a g e 10 All SOPs are subject to updating based on operational experience from the manufacturer and all operators. (A safety culture is promoting continuous feedback from the flight crew) This SOP written and prepare with Captain Mohsen Soudmand Mehr and after approval with CFI-TM-CCEO and I.R.I.C.A.O must teach for all Meraj instructors and students before starting flight. Updating of the SOP may be communicated by Temporary Revisions if fast dispatch is required or otherwise at the time of the next POH revision. Flight preparation: Instructor pilots and students are required to familiarize themselves with relative information necessary for their flights from dispatch officer (or any other means available). This information could be METAR, TAF, Area forecast, Winds aloft and etc depends on type of flight. For every solo or dual flight in presolo and all dual and some selected solo flight in PPL and CPL phase, instructor pilots should brief and debrief their students about flight lessons according to Meraj TPM, Flight information data which is provided by dispatch officer, route of flight and navigation map and any relative information which seems necessary by the instructor pilot.

11 P a g e 11 Instructor pilots should pre arrange a manual frequency or air frequency for communication during formation flights and let the dispatch knows about the frequency to use in case of emergency. The weather minima for the flight operation are as follow: A- Visibility should not be less than 5 KM, except for special VFR conditions. B- Ceiling should not be less than 1500Ft AGL for local flights and 3000Ft AGL for cross country flights. C-During departures, For dual flight maximum wind is 20Kts and maximum cross wind factor should not exceed 15Kts D- During departures, For solo flight maximum wind is 12Kts and maximum cross wind factor should not exceed 7Kts E- For the first solo flight maximum wind is 10Kts and maximum cross wind should not exceed 5Kts For every solo or dual cross country flight, student pilots are required to calculate the weight and balance and fill the weight and balance form and file it in the dispatch as soon as practicable after completion of flight. For every solo or dual cross country flight, student pilots are required to calculate the applicable airplane performance and navigation log.

12 P a g e 12 The required fuel calculation is according to ICAO annex 6 part II item. Note: The minimum fuel for dispatching should not be less than 20 US Gallon for C172 and 40 lit. for P92js. Golden Rules in abnormal situation Aviate (fly), Navigate, Communicate and Manage AVIATE: The pilot flying must fly the aircraft. (Ensure always that at least one pilot is controlling and monitoring the flight path of the aircraft) NAVIGATE: Know where you are, know where you should be, and know where the terrain and obstacles are. COMMUNICATE: After the aircraft is stabilized and the abnormal or emergency condition has been identified inform the ATC. MANAGE: Management of the aircraft systems and performance Checklist: The checklists must be used by all pilots prior to, during and after all phases of operations (Normal) and in EMEGENCY and or ABNORMAL conditions. Always do your checklists at low workload condition.

13 P a g e 13 Preflight: The airplane should be given a thorough preflight and walk around check by student pilot according to the checklist and pilot operating handbook (Section 4) For all dual flight and some selected solo flight this should be done under supervision of the flight instructor. During preflight use of cell phone is prohibited. Any malfunction or error during preflight and after or during flight must logged in OP1 with pilot in command and he/she is responsible for this record also trespass of this rules have a punishment.

14 P a g e 14 Engine start: In home base, pilots are not authorized to start the engine unless qualified ground personnel is available for the hand signal. Note: Pilots can start the engine in aerodromes other than the home base without presence of a ground personnel exercising extra caution. Pilots are required to proceed according to the checklist and pilots operating hand book.

15 P a g e 15 Fuel selector selection procedures: Fuel selector should be selected to the both tank before start up. Prior to engine run up, fuel selector should be selected to the both tank. After takeoff monitor the fuel indicator every 15 min for quantity and balance. For cross country flights the interval for fuel indicator monitoring can be increased to 30 minutes.

16 P a g e 16 Taxi: Before taxi, pilots are required to check the taxi route is clear of any obstacles, parked airplane or ground vehicles. Before attempting to taxi the airplane, a qualified ground personnel should be available for the hand signal and airplane brakes must be check on the both side in C172 and main handle in P92js after starting taxi. Note: When a qualified ground personnel is not available (aerodromes other than home base) pilots can commence taxi with exercising extra caution and start taxi ahead then check around and turn to other side. If you are UNFAMILIAR with the airport or in DOUBT with the taxi clearance and or your position, STOP then notify the ATC and ask for help. REQUEST DETAILED TAXI INSTRUCTION (Progressive Taxi) Ask for marshaller and FOLLOW ME vehicle. During all ground operations the airport diagram must be in hand. Before start is the appropriate time to review the airport diagram and your expected taxi route. CAUTION: A potential pitfall of pre-taxi planning is setting expectations and then receiving different instructions from ATC.

17 P a g e 17 Pilot(s) need to follow the clearance or instructions that are actually received, and not the ones the flight crew expected to receive. Important points are: Taxi slowly DO NOT RIDE THE BRAKES. Taxi instructions should be written down. Use taxi and navigation lights for day and night operations as practicable. The main consideration is to taxi the aircraft, so maintaining look out from both seat. Maintain awareness of the position of other aircraft by monitoring the R/T. Use compass heading to assist in the identification of the correct taxiway or runway. Use the correct holding points. During taxi make a flight instrument check just for heading and compass turning check and turn coordinator and attitude indicator with turn to the left and right and with standard call out, other flight instrument should check in run up area. If during taxi approaching traffic head on or approximately so and there is a danger of collision, stop or each shall alter its heading to the right when practicable.

18 P a g e 18 Airplane taxing shall not be done at speed higher than fast walking, unless otherwise required for traffic flow in runway backtracks or exit with positive A/C control. In windy conditions; Headwind: Deflect ailerons into the wind, neutral stabilator. Tailwind: Deflect ailerons away from the wind, stabilator full forward. Prior to take off students are required to make a briefing about the departure procedures and emergency procedures which may arise. Pilots are required to proceed according to the checklist and pilots operating handbook. (Section 4) During taxi check the flight instruments as following; Turn to the left, wing to the left (Turn Coordinator), ball to the right (Inclinometer), compass and heading decreases and vice versa. When yellow taxiway centerline stripes are provided, the airplane s nose wheel should remain on the line unless necessary to clear other airplanes, vehicles, or obstructions. Note: When first beginning to taxi, the brakes should be tested for operation as soon as the airplane is put in motion. If braking action is unsatisfactory, the engine should be shut down immediately.

19 P a g e 19 Before takeoff checks: Pilots are required to proceed according to the checklist and pilot operating handbook. (Section 4) Spark plug cleaning procedure in C172: An excessive drop in engine RPM during the magneto ground check is often due to a fouled spark plug during long taxi and standing bye from ATC. The following procedure should be used for clearing a fouled spark plug also slightly lean airplane for elevation above 3000 MSL can help to improve spark plug: 1. Verify the engine oil temperature gauge is within the normal operating range or, In the green arc. 2. Verify that the magnetos are set to both. 3. Smoothly apply power to full static RPM, approximately 2000RPM. 4. Lean the mixture until the first indication of an RPM drop or engine roughness. 5. Maintain this mixture and RPM combination for 60 seconds. 6. Move the mixture control to full rich while simultaneously reducing power to 1800 RPM. Perform the magneto check again and if within limits continue with the before takeoff checklist. If not, return to stage 3 for clearing procedure. 7. If after the second attempt the magneto drop is still out of limits, return to the ramp for maintenance and advise flight operations.

20 P a g e 20 Briefing: To ensure a positive flight training experience, briefings should be used for certain phases of flight so that all parties involved understand important characteristics of the flight. Take off briefing: Take off briefing shall be done by instructor pilot or student pilot depending upon the instructor discretion. Take off briefing shall be as follow: 1- Expected taxi route. 2- Runway in use. 3- Take off flap setting. 4- Vital speeds. (Vr, Vx, Vy) 5- Course of action after departure. Major malfunction before liftoff: 1- Call STOPING. 2- Throttle idle. 3- Apply brakes as required. 4- Maintain directional control. 5- ATC report to. Major malfunction after liftoff before reaching 500 feet altitude above runway elevation: 1- Land straight ahead on a remaining runway if available or within almost 45 degrees of departure track in

21 P a g e 21 Ghazvin airport on RWY 10 departure 45 degrees to the right and RWY 28 departure 45 degrees to the left. 2- Lower the pitch, maintain glide speed of 65KIAS. 3- Extend the flaps to full position before touchdown. 4- Comply with emergency checklist. Major malfunction after passing 500 feet altitude above runway elevation: 1- maintain glide speed of 65KIAS. 2- Return back to runway if possible almost in traffic altitude, considering situation (wind, traffic, etc) or find a suitable emergency field. 3- Analyze the failure. 4- Comply with emergency checklist. Approach briefing: When approaching an airport for landing under VFR, the pilot should give an approach Briefing that includes: 1- Active runway. 2- Type of landing. 3- Landing distance. 4- Landing distance available. 5- Emergency procedures during landing. 6- Go around procedure

22 P a g e 22 For IFR training flights, the pilot should use the approach plate as a guide to give the approach briefing by proceeding from the header to the minimums section of the approach plate. 1- Frequencies. 2- Type of approach 3- Inbound final approach course. 4- MDA or DA. 5- Timing. 6- Missed approach procedure.

23 P a g e 23 Normal and crosswind takeoff: Note: Normal take offs are made with one step flap (15 degrees in P92js and 10 degrees for C172). After completions of before takeoff checks contact tower and inform them you are ready for departure. After receiving ATC clearance ensure that approach and departure paths are clear then taxi onto the runway, line up with the runway center line, center the nose wheel and neutralize the aileron. Check the wind sock to determine the wind position in relation to the runway and recheck again the compass and D.G also with runway heading. Note: Take offs can be made either static or rolling but student pilots with total flight time less than 30 hours are not allowed to perform static take off. Apply take off power and as the airplane starts to roll maintain the airplane on center line of the runway. Apply right rudder to counteract left turning tendency. Slow acceleration or any hesitation in power is sufficient reason to discontinue takeoff. As speed increase to (depending on the weight) rotate the airplane to take off attitude(slightly pitch up) and after liftoff accelerate to climb speed. In case of aborted takeoff, Call stopping, close throttle, use the brakes as required and inform ATC as soon as practicable.

24 P a g e 24 Pilots are required to continue on the extended runway center line until passing the safe altitude (500Ft) and retract the flap after this altitude. During crosswind takeoff fully turn the yoke or stick in the direction of the wind to place the upwind aileron in the up position. This control deflection compensate for the crosswind s tendency to push and roll the airplane to the downwind side of runway. Counteract the airplane s weather vanning tendency with rudder application. As the airplane accelerates and controls become more effective, reduce the aileron deflection gradually so it is sufficient to counteract the rolling tendency. Allow the airplane to have a greater airspeed on lift off with increased control capabilities. Pilots are required to proceed according to the checklist and pilot operating handbook.

25 P a g e 25 Traffic pattern: After takeoff pilots are required to continue on the departure leg until passing safe altitude or end of the runway whichever is last. After safe altitude retract flaps and adjust trim for IAS 70 knot. After that continue climb and make a turn to the cross wind leg. Continue on a cross wind leg for half to one mile and complete the climb checklist and then turn onto the downwind leg and maintain ½ to 1 mile from the active runway and climb to 1000 feet AGL (in OIIK 5200 feet MSL), Downwind position call shall be made at beginning of downwind and the air speed is 80KIAS.complete before landing checklist or app checklist, Abeam the point of intended landing, reduce power for slow flight with IAS 70 and 15 degrees flaps in P92js and 10 degrees in C172, Maintain altitude while decelerating to 70KIAS. Turn on to the base leg when the touchdown point is approximately 45 degree behind the inside wingtip. On the base leg extend flaps to 20degree and trim for 70KIAS in C172 and Then begin a gradual descent at 65 KIAS. Anticipate for the radius of turn and try not to overshoot or undershoot the final. Fly along the imaginary extended runway centerline and compensate for the crosswind condition as necessary, extend the flaps to 30 and trim for 65 KIAS and complete the final checklist. In case of normal touch and goes, power should be applied after flaps are selected to take off position with instructor. In case of high wind condition (head wind or cross wind) pilots are required to increase approach speed accordingly and use lower flap setting.

26 P a g e 26 Pilots are required to land at first third of runway, otherwise a go around should be executed. Solo flights are not authorized to make touch and goes. In case of go around, simultaneously apply full power and reduce flap setting to 20 degree in C172 and change the pitch attitude to establish a climb. After passing safe altitude retract the flaps in increments. In case of Balked landing (rejected landing) or airplane bouncing apply full power with maintain pitch attitude enough to arrest rate of descent apply right rudder for left tendency and allow the airspeed increase to normal take off speed, after positive rate of climb and after 100 feet AGL retract flaps to 20 and then continue for normal climb. Notes : Note: Any go around executed below 50 Ft is a Balked landing. Note: Low approaches shall not be practiced below 300 Ft AGL. Note: Off-field landings are strictly prohibited. Note: Do not initiate the after-landing checklist until clear of the runway.

27 P a g e 27 Standard call-out: The following phraseologies shall be used for standard callout. 1- During engine start for propeller clearance: CLEAR PROP 2- Before line up: FINAL IS CLEAR, RWY IS CLEAR 3- When the airspeed start rising during takeoff roll: SPEED ALIVE 4- When reaching rotation speed: ROTATION 5- After takeoff when passing 500 Ft AGL: PASSING SAFE ALTITUDE 6- Transferring control: MY CONTROL, YOUR CONTROL 7- During taxi when checking the flight instrument: TURN TO THE RIGHT WING TO THE RIGHT BALL TO THE LEFT COMPASS & HEADING INCREASING, TURN TO THE LEFT WING TO THE LEFT BALL TO THE RIGHT COMPASS AND HEADING DECREASING.

28 P a g e 28 Altimeter Setting Procedure: Altimeter setting in Ghazvin airport for every local or cross country flight should follow as describe below: 1) Within 10NM radius from OIIK and below 7500 feet MSL should set latest QNH and read ALTITUDE. 2) After 10NM like area 2 or 3 and in cross country and above 7500 feet MSL whichever meet sooner, should use QNE, 1013 or 2992 and read FLIGHT LEVEL. 3) In other airports should follow transition altitude and transition level that define in AIP or report on ATIS and if is not applicable follow QNH up to 25 NM out then reset QNE.

29 P a g e 29 Handover Controls: To handover controls, the flight instructor calls My controls OR I have control and the student confirms that handover takes place by Your controls OR You have control. The non-flying pilot shall overtake only when completely aware of actual situation and status of flight. The procedure must be executed in a clear way. In inverse situation the student calls My controls and the flight instructor confirms your controls.

30 P a g e 30 Cruise check: During time of cruise the following checks (FREEDA) must be performed every 15 to 20 minutes: 1- Fuel and fuel selector valve 2- Radio and navigation equipment 3- Electric system 4- Engine instruments 5- Directional gyro and compass 6- Altitude and altimeter setting

31 P a g e 31 Clearing turn: Pilots are required to clear the area from the other traffic prior to maneuvering as soon as they enter the area. Clearing turn procedure is as following: 1- Visually check direction of initial turn for traffic. 2- Turn either direction 90 degrees, looking in front, below, and above aircraft for other traffic. 3- Roll out of turn at 90 degree point. 4- Enter turn in the opposite direction for 180 degrees and repeat above steps. 5- Upon completion of second turn, execute the maneuver as instructed. Note: For high wing aircraft prior to starting the turn lower the wing on the opposite direction of the turn in order to check the blind spot. Each maneuvers completed after circulation in 4 stage 1-cruise 2-pre maneuver check 3-manuvers 4-recovery

32 P a g e 32 Pre maneuver & post maneuver check: These are the normal procedural steps to be followed when conducting training in the C172 and P92js under Visual Flight Rules. All maneuvers will require the pre-maneuver checklist to be completed prior to commencing each maneuver. At the conclusion of the in-flight maneuver, the post-maneuver checklist will normally be completed after returning to training or normal cruise, as appropriate. In C172 Pre maneuver checklist Post maneuver checklist Minimum safe altitude Verify Fuel pump OFF Fuel pump ON Engine instrument Check Mixture Rich Mixture Adjuste Engine instrument and magnet Check IAS & ALT & HGD Adjuste Fuel selector Both Area Clear In P92js Pre maneuver checklist Post maneuver checklist Minimum safe altitude Verify Fuel pump OFF Fuel pump ON Engine instrument Check Engine instrument and magnet Check IAS & ALT & HGD Adjust Fuel selector Both Area Clear

33 P a g e 33 Rectangular Course: Maneuver: This is a training maneuver in which the ground track of the airplane is equidistant from all sides of a rectangular area on the ground. While performing the maneuver, altitude and airspeed should be held constant. Practice of this maneuver will be helpful in recognizing the effects of wind drift toward or away from an airport runway during the various legs of the airport traffic pattern. Objective: The objectives are to develop division of attention between the flight path and ground references, while controlling the airplane and instruments also watching for other air traffic. Procedure: 1. Select a suitable rectangular reference area well away from other air traffic and near where an emergency landing can be made in case use highway or railroad. 2. Plan the maneuver so as to enter a left or right pattern at 45 degrees to the downwind leg, at 1,000 feet AGL, at 80 KIAS. 3. Maintain an appropriate distance from the field boundary of 1/4 to 1/2 mile visually. 4. All turns should be started when the airplane is abeam the corner of the field boundaries, and the bank should normally not exceed 45 degrees. 5. Vary the bank angle used during the turns as necessary to maintain a constant radius from the field.

34 P a g e Apply adequate wind-drift correction during the straight and level legs to maintain a constant ground track around the rectangular reference area. 7. Maintain entry altitude and airspeed during the maneuver. 8. In case for traffic pattern preparation could use traffic pattern procedure with reduce altitude not more than 300 feet on final for student practice. 9. Exit the maneuver at the end of the downwind leg 45 degrees away from the field.

35 P a g e 35 S-Turn across a road: Maneuver: This is a training maneuver in which the airplane s ground track describes semicircles of equal radii on each side of a selected straight line on the ground. The maneuver consists of crossing a line at a 90 degree angle and immediately beginning a series of 180 degree turns of equal radius in opposite directions, re crossing the line at a 90 degree angle just as each 180 degree turn is completed. Objective: The objectives are to develop the ability to compensate for wind drift during turns, orient the flight path with ground references, and divide the pilot s attention between inside and outside the aircraft. Procedure: 1. Select a suitable ground reference line, perpendicular to the wind and well away from other air traffic and near where an emergency landing can be made. 2. Plan to enter the maneuver downwind at 1,000 feet AGL, at 80 KIAS. 3. Apply adequate wind-drift correction and bank angle to track a constant radius 180 degree turn back towards the reference line using up to a maximum bank angle of 45 degrees. 4. After 180 degrees of turn, and back over the reference line with wings level, continue the maneuver in the opposite direction.

36 P a g e Depart the maneuver on the entry heading. During this maneuver try to maintain altitude and airspeed with bank correction for coordinated turns.

37 P a g e 37 Turns around a point: Maneuver: This is a training maneuver in which the airplane is flown in two or more complete circles of uniform radius from a prominent ground reference point. Wind drift control, altitude, and airspeed must be maintained throughout the entire maneuver. Objective: The objective, as in other ground reference maneuvers, is to help the pilot develop the ability to control the airplane while dividing attention between the flight path and ground references, while watching for other air traffic, obstacles, and birds. Procedure: 1. Select a suitable ground reference point well away from other air traffic and near where an emergency landing can be made. 2. If desired, select four equidistant points around the ground reference point to aid in making a symmetrical circle. 3. Plan the maneuver so as to enter a left or right pattern downwind at 1,000 feet AGL, and at a distance equal to the desired radius of turn at 80 KIAS. 4. Maintain constant airspeed, altitude, and radius around the point while adjusting bank and drift correction using up to but not exceeding 45 degrees of bank angle. 5. Depart the maneuver after a minimum of two circles on the entry heading.

38 P a g e 38 Slow flight: Note: Maneuvering at MCA and other maneuvers with distractions that can lead to inadvertent stalls should be conducted at a sufficient altitude to enable recovery above 1500 feet AGL. Slow flight procedure is as following: 1- Pre maneuver check complete 2- Select reference point on the horizon and note corresponding heading. 3- Apply carburetor heat (below 20ºC) if necessary. 4- Reduce power to approximately 1700 RPM. 5- Below VFE extend flaps in increments. 6- Reaching55 to 60 KIAS, slowly increase power to maintain airspeed. 7- Trim as required. 8- Apply right rudder if necessary for maintain HDG 9- Climb, descent or turn as required by instructor for coordination exercise (The optimum bank angle is 10-15). Recovery procedure is as following: 1- Apply full power. 2- Place the carburetor heat to off position. 3- Maintain attitude for increasing airspeed. 4- Retract the flaps in increments and trim as required.

39 P a g e 39 Steep turn: Note: The minimum altitude for practicing this maneuver is 1500 Ft AGL. Maneuver: This maneuver consists of a turn in either direction using a bank angle steep enough to cause an over banking tendency during which maximum turning performance is attained and relatively high load factors are imposed. Objective: The objective of the maneuver is to develop smoothness, coordination, orientation, division of attention, and control techniques while executing high performance turns. Steep turn procedure flow is as following: 1- Pre maneuver check complete 2- Pick a landmark to use as a reference and note the heading. 3- Speed KIAS. 4- Roll into a coordinated 45±5 degree banked turn. 5- Increase power to compensate for loss of airspeed and pitch up trim as required. 6- Begin roll out approximately 20 degree prior to original heading and about 3 seconds before reaching visual reference 7- After roll out maintain altitude and air speed and compensate for the trim.

40 P a g e 40 Power OFF stall: Note: Recovery from all stalls will be accomplished at a minimum altitude of 1500 feet AGL. Maneuver: The practice of power-off stalls is usually performed in a normal approach to landing configuration in order to simulate an accidental stall occurring during landing. The stalls can be performed to either imminent or full stall conditions. Also, they should be practiced in a no-flap configuration, with partial flaps, with full flaps, and in turns. Objective: The objectives in performing intentional stalls are to familiarize the pilot with conditions that produce stalls, to recognize an approaching stall, and to develop the habit of taking prompt corrective action. Procedure: 1. Reduce power and set flaps to desired configuration for slow flight. 2. Maintain altitude while slowing to normal approach speed. 3. Establish and trim for a stabilized glide at normal approach speed 65 knot. 4. When approach speed and attitude have stabilized, smoothly raise the nose to an attitude that will induce a stall.

41 P a g e Announce the onset of the stall as recognized by clues such as full back stabilator, airframe buffeting, high descent rate, or nose down pitching. 6. Immediately recover from the stall by releasing backstabilator pressure to decrease the angle of attack, advance the throttle to full power and level the wings by coordinated use of the flight controls. 7. Establish a VX climb pitch attitude and after positive rate of climb and minimum 100feet AGL simultaneously set flaps to take off to achieve a maximum gain of altitude. 8. Retract the flaps in increments, if applicable, after a safe altitude and accelerate to VX or VY before final flap retraction. 9. Climb at VY while returning to original assigned heading and altitude. *Note: Recovery from power-off stalls should also be practiced from shallow banked turns not to exceed 20 degrees, to simulate an inadvertent stall during a base to final turn.

42 P a g e 42 Power ON stall: Note: Recovery from all stalls will be accomplished at a minimum altitude of 1500 feet AGL. Maneuver: Power-on stall recoveries are practiced from straight climbs and climbing turns with 15 to 20 degrees of bank to simulate an accidental stall during takeoffs and climbs. Flaps should be set to the short-field takeoff or climb configuration. Objective: To teach the student to recognize the indications of an approaching or full stall during power on situations and to take prompt corrective action to prevent a prolonged stalled condition. Procedure: 1. Reduce power. 2. Establish the short-field takeoff or climb configuration. Short-field takeoff Set flaps to take off position. 3. Slow to normal lift off speed, approximately KIAS, and apply takeoff power while simultaneously establishing a climb attitude. 4. Smoothly and continuously apply back pressure while climbing straight ahead or banking 15 to 20 degrees until the full stall occurs. 5. Maintain coordinated flight with rudder.

43 P a g e Announce the onset of the stall as recognized by clues such as full-back stabilator, airframe buffeting, high descent rate, or nose down pitching. 7. Immediately recover from the stall by releasing back pressure to reduce the angle of attack and level the wings by coordinated use of the flight controls. 8. Establish a VX climb pitch attitude to achieve a minimum loss of altitude. 9. Retract the flaps in increments, if applicable, after a positive rate of climb is established and accelerate to VX or VY before final flap retraction. 10. Return to the specified heading and altitude.

44 P a g e 44 Secondary stall: Note: Recovery from all stalls will be accomplished at a minimum altitude of 1500 feet AGL. Maneuver: This stall demonstrates improper recovery techniques caused by attempting to hasten the completion of a stall recovery before the airplane has regained sufficient flying speed. This stall usually occurs when the pilot uses abrupt control input after a stall or spin recovery. Objective: To teach the student to recognize the effects of improper control usage during stall recoveries. Procedure: 1. Reduce power up to idle and set flaps to desired configuration. 2. Maintain altitude while slowing to normal approach speed and establish the desired configuration. 3. Establish and trim for a stabilized glide at normal approach speed 4. When approach speed and attitude have stabilized, smoothly raise the nose to an attitude that will induce a stall. 5. Recover from the stall without using power followed by an immediate increase in pitch to induce a secondary stall.

45 P a g e Upon reaching a secondary stall release back-stabilator pressure and apply takeoff power. 7. Set a VX climb pitch attitude and simultaneously set flaps to take off position to achieve a minimum loss of altitude. 8. Accelerate to VX or VY before final flap retraction. 9. Return to the specified heading and altitude. Note: This maneuver is for dual only demonstration purposes.

46 P a g e 46 Accelerated stall: Note: Recovery from all stalls will be accomplished at a minimum altitude of 1500 feet AGL. Maneuver: This stall demonstrates a stall at higher indicated airspeeds when excessive maneuvering loads are imposed by steep turns, pull-ups, or other abrupt changes in the airplane s flight path are made. It further demonstrates that a stall is a function of angle of attack rather than airspeed. Objective: The objective in demonstrating accelerated stalls is not to develop competency in setting up the stall, but rather to learn how they may occur and to develop the ability to recognize such stalls immediately, and to take prompt, corrective action. Procedure: 1. Enter the maneuver in straight-and-level flight at an airspeed below design maneuvering speed (85 KIAS for training purposes), and verify flaps retracted. 2. Reduce power to idle while simultaneously rolling into a 45 degree bank. 3. Smoothly and firmly increase back-stabilator pressure until the stall occurs. 4. Recover promptly by releasing back-stabilator pressure and increasing power while using coordinated control pressures to return to straight-and level flight.

47 P a g e 47 Note: This maneuver is for dual only demonstration purposes.

48 P a g e 48 Elevator trim stall: Note: Recovery from all stalls will be accomplished at a minimum altitude of 1500 feet AGL. Maneuver: This stall demonstrates what can happen when takeoff power is applied for a go-around and positive control of the airplane is not maintained. This situation can occur during a go-around from a normal approach to landing or from a simulated emergency landing approach. Objective: To show the importance of making smooth power applications while overcoming strong trim forces and maintaining positive control of the airplane. Procedure: 1. Reduce power to idle and set flaps to normal approach to landing configuration. 2. Maintain altitude until approaching normal approach speed. 3. Establish and trim for a stabilized glide at normal approach speed. 4. Smoothly apply takeoff power and allow the pitch attitude to increase above a normal climbing attitude. 5. When it is apparent that a stall is approaching announce stall approaching and apply adequate forward pressure to return to a normal climb attitude.

49 P a g e While holding the airplane in this attitude, adjust trim to relieve the heavy control pressures. 7. After recovery, resume the normal go-around and level off procedures. Note: This maneuver is for dual only demonstration purposes.

50 P a g e 50 Crossed-control stall: Note: Recovery from this maneuver shall be accomplished at 2000 Ft AGL. Maneuver: This is a type of stall that occurs when the flight controls are crossed and aileron pressure is applied in one direction and rudder pressure in the opposite direction. This stall is most apt to occur during a poorly planned and executed base-to-final approach turn, and often is the result of overshooting the centerline of the runway during that turn. Objective: The objective of this demonstration maneuver is to show the effect of improper control technique and to emphasize the importance of using coordinated control pressures whenever making turns. Procedure: 1. Reduce power to idle and verify flaps retracted. 2. Maintain altitude until the airspeed approaches normal approach speed. 3. Establish and trim for a stabilized glide at normal approach speed. 4. Once stabilized, initially roll into a medium banked turn to simulate a base-to-final approach turn that would overshoot the runway centerline.

51 P a g e During the turn, allow the airplane to assume uncoordinated flight by applying excessive rudder pressure in the direction of turn and opposite aileron pressure. 6. At the same time, back-stabilator pressure is required to keep the nose from dropping so as to maintain approach speed. 7. Maintain increasing control pressures until the airplane stalls. 8. When the stall occurs, release control pressures and maintain level flight and increase power as necessary to recover. Note: This maneuver is for dual only demonstration purposes.

52 P a g e 52 Short field take off: Maneuver: Takeoffs and climbs from fields where the takeoff area is short or the available takeoff area is restricted by obstructions require that the pilot operate the airplane at the limit of its performance capabilities. To depart from such an area safely, the pilot must exercise positive and precise control of the airplane s attitude and airspeed so that takeoff and climb performance results in the shortest ground roll and the steepest angle of climb. Objective: To develop the student s ability to obtain maximum airplane performance during the takeoff and climb-out phases. Procedure: 1. Verify flaps are set to take off position. 2. Taxi into takeoff position and hold the brakes when cleared for takeoff by ATC. 3. Verify magnetic heading matches assigned runway heading. 4. Smoothly and continuously apply takeoff power. 5. Check static power, full RPM describe in POH and check engine instruments, release the brakes and verify airspeed rising and hold yoke in natural position. 6. Use rudder as necessary to maintain directional control.

53 P a g e Smoothly and firmly apply back-stabilator pressure as the calculated lift-off speed approaches(47 in tecnam and 51 in Cessna), airspeed tolerance is +10 / Maintain a VX(55 in tecnam and 57 in cessna) climb pitch attitude until the obstacles have been cleared or 50 feet, airspeed tolerance is +10 / Continue climb to safe altitude then retract the flaps and climb at VY. 10. At 1,000ft AGL, slightly lower the nose to attain a cruise climb pitch attitude and complete the climb check.

54 P a g e 54 Short field landing: Maneuver: Short-field approaches and landings require the use of procedures and techniques for landing at fields with a relatively short landing area or where an approach is made over obstacles that limit the available landing area. Objective: To develop the student s ability to obtain maximum aircraft performance in order to land safely within confined landing areas. Procedure: 1. Final approach: Select an aiming point to clear obstacles. Set flaps to full flap landing configuration. Short-field approach speed 63 KIAS. On short final gradually slow to 55 KIAS, approximately below 1.3 VSO. 2. Adjust pitch to maintain a steeper than normal angle of descent and set aiming point before touchdown point over runway and maintain airplane up to reach touchdown point with power, slightly above stalling airspeed. 3. At the round out, continue the flare to touchdown on the main wheels first in approximately the pitch attitude that will result in a power-off stall just as the power is reduced to idle.

55 P a g e After touchdown, lower the nose,retract the flaps(in tecnam retract the flap with right hand and hold brake handle with left hand) effective to provide aerodynamic braking and retract the flaps for maximum braking efficiency. 5. Brakes should be applied evenly and firmly to minimize the after-landing roll without skidding. 6. Do not initiate the after-landing checklist until clear of the runway.

56 P a g e 56 Soft field take off: Maneuver: Takeoffs and climbs from soft fields require operational techniques for getting the airplane airborne as quickly as possible to eliminate drag caused by tall grass, soft sand, mud, snow, etc., and may or may not require climbing over an obstacle. These same techniques are also useful on a rough field where it is advisable to get the airplane off the ground as soon as possible to avoid damaging the landing gear. Objective: To obtain maximum performance when taking off from other than a smooth, hard surface runway. Procedure: 1. Verify flaps are set for takeoff position. 2. Taxi into takeoff position while maintaining full aft stabilator, without using brakes or stopping. 3. Verify magnetic heading matches assigned takeoff runway heading. 4. Smoothly apply takeoff power. 5. Reduce back pressure as airspeed increase and maintain nose up attitude and avoid tail strike. 6. Use rudder as necessary to maintain directional control. 7. Maintain a nose-high attitude throughout the takeoff run.