Diamond Da40ng Sop Final Feb 2017

ETHIOPIAN AVIATION ACADEMY
PILOT TRAINING SCHOOL
Diamond DA40NG Standard Operating Procedure (SOP)
First Revision
February 2017
ETHIOPIAN AVIATION ACADEMY
Diamond DA-40NG Standard Operating Procedure
Ethiopian Airlines
Ethiopian Aviation Academy
P.O. Box 1755
Addis Ababa
Ethiopia
Telephone: +251-11-517-8737
Fax +251-11-661-14-74
Table of Contents
Chapter 0 ................................................................................................................................... 1
0. Administration and control of manual ................................................................................ 1
0.1. Introduction.................................................................................................................... 1
0.2. Persons Affected ............................................................................................................. 1
0.3. Amendment and Revision Procedure .............................................................................. 2
0.3.1. Manual Control ........................................................................................................... 2
0.3.2. Revision Transmission ................................................................................................. 2
0.3.3. Amendment Records ................................................................................................... 3
0.3.4. Revision Transmittal Sheet .......................................................................................... 3
0.3.5. Amendment Proposal Form......................................................................................... 3
0.3.6. Distribution List........................................................................................................... 4
0.3.7. Electronic Access ......................................................................................................... 4
0.3.8. List of Effective Pages .................................................................................................. 5
0.4. Terms and Definitions ..................................................................................................... 6
0.5. Abbreviation ................................................................................................................... 9
Chapter 1 ................................................................................................................................. 12
1. General Procedures .......................................................................................................... 12
1.1. Introduction.................................................................................................................. 12
1.2. Dispatch briefing/ performance determination ............................................................. 13
1.3. Aircraft Documents ....................................................................................................... 13
1.4. Flight Instructor/ solo trainee’s responsibilities ............................................................. 13
1.5. Radio Communication ................................................................................................... 13
1.5.1. Uncontrolled airport operation ................................................................................. 14
1.6. Sterile Cockpit............................................................................................................... 14
1.7. Crew Resource Management ........................................................................................ 14
1.8. General use of checklist ................................................................................................ 14
1.8.1. Normal Checklist: ...................................................................................................... 14
1.8.2. Non-Normal Checklist: .............................................................................................. 15
1.9. Briefing ......................................................................................................................... 15
1.9.1. General Briefing ........................................................................................................ 15
1.9.2. Takeoff Briefing......................................................................................................... 15
1.9.3. Approach briefing ..................................................................................................... 16
1.10. Standard Approach Call-Outs ........................................................................................ 17
1.11. General Flight Procedures ............................................................................................. 18
1.11.1. Non-Routine Reports................................................................................................. 18
1.11.2. Records ..................................................................................................................... 18
1.11.3. Standard Callouts ...................................................................................................... 18
Chapter 2 ................................................................................................................................. 19
2. Normal Operating Procedures........................................................................................... 19
Chapter 3 ................................................................................................................................. 20
3. Non-Normal Procedures ................................................................................................... 20
3.1. Subtask: Rejected Takeoff ............................................................................................. 20
3.2. Subtask: Engine failure immediately after take off ........................................................ 21
3.3. Subtask: engine failure/ fire in traffic pattern ................................................................ 22
3.4. Subtask: Engine failure during cruise ............................................................................. 23
3.5. Subtask: Severe engine vibration .................................................................................. 24
3.6. Subtask: Bird strike and avoidance ................................................................................ 24
3.7. Subtask: rejected landing .............................................................................................. 26
3.8. Subtask: flaps inoperative ............................................................................................ 27
Chapter 4 ................................................................................................................................. 28
4. Maneuvers and Procedures .............................................................................................. 28
4.1. Introduction.................................................................................................................. 28
4.2. Technique vs. Procedure ............................................................................................... 28
4.2.1. Abbreviations............................................................................................................ 28
4.3. Operating Protocol ....................................................................................................... 29
4.4. Turns after Departure ................................................................................................... 29
4.5. Standard Altitude Awareness Callout ............................................................................ 30
4.5.1. Standard Approach Calls ........................................................................................... 30
4.6. Standard Additional Approach Calls .............................................................................. 31
4.7. Application of Training Cruise Airspeed ......................................................................... 31
4.8. Crew Coordination Procedures ...................................................................................... 32
4.9. Task: Taxiing ................................................................................................................. 33
4.10. Task: Takeoff and Departure ......................................................................................... 33
4.10.1. Subtask: Normal Takeoff and Climb ........................................................................... 33
4.10.2. Subtask: Crosswind Takeoff and Climb....................................................................... 38
4.10.3. Subtask: Short Field Takeoff and Maximum Performance Climb................................. 42
4.10.4. Subtask: Soft Field Takeoff and Climb ........................................................................ 46
4.10.5. Subtask: Rejected Takeoff ......................................................................................... 50
4.10.6. Subtask: Departure Procedures ................................................................................. 51
4.11. Task: Maneuvers ........................................................................................................... 53
4.11.1. Subtask: Pre-Maneuver Checklist .............................................................................. 54
4.11.2. Subtask: Clearing Turns ............................................................................................. 56
4.11.3. Task: Fundamental Maneuvers .................................................................................. 57
4.11.3.1. Subtask: Straight and Level .................................................................................... 57
4.11.3.2. Subtask: Level Turns .............................................................................................. 57
4.11.3.3. Subtask: Climbs/ climbing turns ............................................................................. 58
4.11.3.4. Subtask: Descent/ Descending turns ...................................................................... 59
4.11.4. Task: Advanced Maneuvers ....................................................................................... 61
4.11.4.1. Subtask: Maneuvering During Slow Flight (Clean Configuration and different
configuration) .......................................................................................................................... 61
4.11.4.2. Subtask: Power-On Stalls (Takeoff Configuration) (Departure stall) ........................ 63
4.11.4.3. Subtask: Power-Off Stalls (Approach Configuration)............................................... 66
4.11.4.4. Subtask: Accelerated Stalls (Demonstration) .......................................................... 70
4.11.4.5. Subtask: Elevator Trim Stalls (Demonstration) ....................................................... 73
4.11.4.6. Subtask: Crossed-Control Stalls (Demonstration) ................................................... 77
4.11.4.7. Subtask: Secondary Stalls (Demonstration) ............................................................ 81
4.11.4.8. Subtask: Steep Turns ............................................................................................. 85
4.11.4.9. Subtask: Chandelles............................................................................................... 89
4.11.4.10. Subtask: Lazy Eights ........................................................................................... 92
4.11.4.11. Subtask: Gliding (steep) Spiral ............................................................................ 95
4.11.4.12. Subtask: Emergency Descent.............................................................................. 98
4.11.4.13. Subtask: Rectangular Course ............................................................................ 101
4.11.4.14. Subtask: S-Turns .............................................................................................. 104
4.11.4.15. Subtask: Turns Around a Point ......................................................................... 107
4.11.4.16. Subtask: Eights On Pylons ................................................................................ 110
4.12. Task: Arrival and Landing ............................................................................................ 112
4.12.1. Subtask: Arrival Procedures ..................................................................................... 113
4.12.2. Subtask: Normal Approach and Landing .................................................................. 118
4.12.3. Subtask: Crosswind Approach and Landing .............................................................. 122
4.12.4. Subtask: Short Field Approach and Landing ............................................................. 126
4.12.5. Subtask: Soft Field Approach and Landing ............................................................... 130
4.12.6. Subtask: Go-Around / Rejected Landing................................................................... 134
4.12.7. Subtask: Emergency Approach and Landing (360 forced approach) .......................... 137
4.12.8. Subtask: Power-Off 180° Accuracy Approach And Landing ....................................... 141
4.12.9. Subtask: Forward Slip to a Landing .......................................................................... 142
4.12.10. Subtask: Partial Power Approach and Landing ..................................................... 146
4.13. Task: Cross Country Procedures (VFR) ......................................................................... 148
4.13.1. Subtask: Departure and En-Route Procedures.......................................................... 149
4.13.2. Subtask: Diversion Procedures ................................................................................ 151
4.13.3. Subtask: Lost Procedures ......................................................................................... 152
4.14. Task: Instrument Procedures ....................................................................................... 153
4.14.1. Subtask: Instrument Takeoff ................................................................................... 154
4.14.2. Subtask: Climbs ....................................................................................................... 159
4.14.3. Subtask: Descents ................................................................................................... 162
4.14.4. Subtask: Straight and Level...................................................................................... 165
4.14.5. Subtask: Change Of Airspeed ................................................................................... 167
4.14.6. Subtask: Turns......................................................................................................... 170
4.14.7. Subtask: Timed Turns .............................................................................................. 173
4.14.8. Subtask: Compass Turns .......................................................................................... 175
4.14.9. Subtask: Vertical “S’s” ............................................................................................. 176
4.14.10. Subtask: Patterns A & B ....................................................................................... 177
4.14.11. Subtask: Recovery from Unusual Flight Attitudes ................................................. 180
4.14.12. Subtask: Steep Turns IF ........................................................................................ 182
4.14.13. Subtask: Power-Off Stalls (Approach Configuration)............................................. 185
4.14.14. Subtask: Power on stall (Takeoff Configuration Stall) - IF ...................................... 188
4.14.15. Subtask: Intercepting and Tracking Navigational Systems and DME Arcs .............. 192
4.14.16. Subtask: Holding.................................................................................................. 198
4.14.17. Subtask: Precision ILS Instrument Approach......................................................... 204
4.14.18. Subtask: Non-Precision Approach ........................................................................ 210
4.14.19. Subtask: Missed Approach ................................................................................... 217
4.14.20. Subtask: Circling Approach .................................................................................. 219
4.14.21. Subtask: Landing from a Straight In Or Circling Instrument Approach .................. 222
Manual Control Number: __________________
Assigned to: ___________________
Date: ___________________
Forward
A Standard Operating Procedure (SOP) is the vital collection of documents that will help to enhance the
effective and safe operation of flights by Cockpit Crew Members as a team.
Much effort has been extended by several cockpit crewmembers that have valuable experience of flying.
We strongly believe that this Standard Operating Procedure (SOP) is of greater assistance when
complemented with Flight Operations Manual, Flight Crew Training Manual and Flight Operations Policy
Manual.
This SOP is prepared in five sections:
1. Administration and control of manual
2. General
3. Normal Operating Procedures
4. Non-Normal Operating Procedures
5. Attachments
Any suggestion in improving the contents of the manual so as to enrich the substance contained in it is
highly appreciated and recommended.
Strict adherence by the cockpit crew to the prescribed procedures in this DA-40 NG Standard Operating
Procedure will enhance the effort for coordinated performance in the endeavor to establish professionalism.
In our continuous effort to improve the safety and standardization of the operation, a standard format has
been used in revising the SOPs.
ETHIOPIAN AVIATION ACADEMY Revision No. 2
DA 40NG STANDARD OPERATING PROCEDURES August 2016
Chapter 0: Administration and control of manual
Chapter 0
0. Administration and control of manual
0.1. Introduction
The legal basis for Ethiopian to provide and use an Operations Manual is defined in the rules regulated by the
Civil Aviation Authority under Technical Directive Chapter 6.1.1.10 and 6.1.1.11.
The content of the Operations Manual complies with:
• The applicable regulations of the Authority;
• Applicable ICAO standards and recommended practices;
• The required subparts of the Federal Aviation Regulation (FAR); and
• The provisions of Ethiopian’s Air Operator Certificate (AOC) and Operations Specifications (OPS SPECS),
as issued and approved by the Authority.
0.2. Persons Affected
All chapters of this manual, either wholly or partially, are relevant to the PTS ground and flight instructors as
well as trainees. Therefore, each instructor and trainee shall have access to a copy of this manual.
Along with this SOP, all standard training Procedure for all aircraft types operated is provided for the use and
guidance of flight training personnel. The content shall ensure familiarity with applicable laws, regulations,
rules, procedures, limitations and/or restrictions pertinent to the performance of duties in areas and
conditions where operations are conducted.
The following manuals may supplement this manual as applicable:

1. PTS Policy Manual.
2. Approved Flight Manual (AFM);
3. Jeppesen Airway Manual;
4. IATA Dangerous Goods Regulation (DGR);
5. Emergency Response Guide for A/C Incidents involving Dangerous goods;
6. Security Manual
7. Emergency Response Manual;
8. Aviation Safety Program Manual;
All flight crew must comply with the prescribed methods of operation, detailed procedures and operating
limitations contained in the appropriate Approved Flight Manual and Flight Crew Operations Manual.
The PTS Policy Manual has priority over all other documents unless it is otherwise stated in the manual.
The words “shall”, “should”, “may”, “note”, “caution”, and “warning” when used in this manual, shall have the
following meaning:
“Shall” means that the procedure is mandatory, and must be carried out.
“Should” means that the procedure is recommended.
“May” means the procedure is optional.
“Note” is used when an operating procedure, technique etc. is considered essential to be emphasized.
1
“Caution” is used when an operating procedure, technique etc. may result in damage to equipment if not
carefully carried out.
“Warning” is used when an operating procedure, technique etc. may result in personal injury or loss of life if
not carefully followed.
This Manual applies to both female and male operations personnel although some references may refer to
one gender only. In all cases, reference to one gender shall also be deemed equally applicable to both
genders.
Any question about the content or use of this manual can be directed to Head PTS.
0.3. Amendment and Revision Procedure
0.3.1. Manual Control
Head PTS after having received any amendment proposal using the form provided below will present it
to the review committee.
The review committee comprises of MD Ethiopian Aviation Academy, Head PTS, Mgr. Training Quality
and relevant Chief Pilot(s).
The approval process will be according to the directives in the MP&P Manual. All amendments will be
in the form of printed replacement pages.
Revision pages will be annotated to show the date of issue (and date of effect if different), the
amendment list number and the portion of the text, which have been revised, as indicated by the
vertical margin lines adjacent to the changes.
Each amendment will be accompanied by a revised list of effective pages, with their date of issue and
by certificate of receipt/incorporation. An amendment list record will be maintained at the front of each
manual.
Retain this record in the manual up on receipt of revision, insert revised pages in the manual and enter
the revision number, revision date and filed date in the appropriate block.
0.3.2. Revision Transmission
1. Head PTS shall transmit revisions to all manual holders. Acknowledgment of receiving and
insertion of revision by all Manual holders shall also be followed up and record kept by
Documentation office.
2. All such amendments or revisions shall be issued to all personnel that are required to use this
manual.
3. This revision reflects the most current information available the PTS through the subject revision
date. The following revision highlights explain changes in this revision
4. Temporary revision - Temporary revisions shall be issued pending final revisions per the
distribution list to all manual holders. Temporary revision record shall be filed between the list of
effective pages and contents of the affected chapter.
5. Emergency revision - This method is used for revisions that are urgent and need to be
immediately circulated pending revision or incorporation in the relevant section of the manual.
Emergency revisions shall be transmitted to all manual holders electronically, by fax or by any
other means of fast communication.
6. Identification and location of revisions-Temporary revisions printed on yellow papers shall be
issued pending final revisions. The temporary revision record shall be filed between the list of
2
effective pages and contents of the affected chapter. Current revisions and copy revisions can be
obtained from the Training Coordinator office.
7. Pages containing revised technical material have revision bars associated with the changed text
or illustration. Editorial revisions (for example, spelling corrections) may have revision bars with no
associated highlight.
8. Retain this record in manual. Up on receipt of revision, insert revised pages in manual and enters
the revision number, revision date and filed date in the appropriate block.
9. Revision markers/identifiers are not placed mainly because every page has been affected by the
revision.
This is a complete revision that consolidated all normal line operation operational issues.
0.3.3. Amendment Records
This manual shall be amended or revised as necessary to ensure that the information contained herein is
kept up to date. All such amendments or revisions shall be issued to all personnel that are required to use
this manual.
Revision No. Date Reason for Change Changes made Signature

0 April 2012
1 August 2016
2 February 2017
Table 3: Amendment records
0.3.4. Revision Transmittal Sheet
Transmittal No. Chapter/Section Effective Cancel/supersedes Date inserted Entered by

date (insert old effective date if (name &
any) initial)
0.3.5. Amendment Proposal Form
Proposed amendment: (continue on separate sheet if necessary)

Reasons for amendment:
Redundancy and reformatting is needed to make the manual more users friendly and more informative.
Signature of proposer:
Position: Chief Flight Instructor_____________________________
Authorized by:
_________________________ __________________________
3
Head PTS MA Aviation Academy

GUIDELINES ON THE COMPLETION OF THIS FORM
Proposed amendments to the PTS Policy Manual will only be considered if submitted on this form.
This form shall be completed, signed and handed to MD EAA for comment/approval. Amendments to
specific parts shall then be forwarded as follows:
The final decision on amendments to the MPL/CPL Manual rests with Head PTS.
The company reserves the right to amend any proposal.
0.3.6. Distribution List
Control and distribution of all copies of this Procedures Manual is placed with Head Pilot Training School.
This manual shall be distributed to all PTS trainees and Flight/Simulator Instructors/Examiners and will be
made available to all in the distribution list below.
Hard copies of this manual are held as per the following distribution list. However, all other stakeholders can
access a soft copy of this manual on Ethiopian Aviation Academy portal under the Head Pilot Training
School.
Manual control No. Issued to

1 Managing Director Ethiopian Aviation Academy
3 Mgr. PTS
4 Chief Pilot PTS
5 Simulator Instructors/Examiners
6 Flight Instructors/Examiners
7 All PTS trainees
8 Manager Training Quality and Safety Assurance
9 Corporate QA, SMS, ERP and EMS DR
10 ET- AOG
11 ET- AOH
12 ET- AOJ
13 ET- AOY
14 ET- AQH
15 ET- APA
16 ET- APB
17 ET- APC
18 ET- APD
19 ET-AUK
20 ET-AUI
21 ET-AUJ
22 ET-AUF
23 ET-AUH
Table 2: List of Manual holders
0.3.7. Electronic Access
All PTS instructors and trainees will be given the electronic copy of this SOP.
4
0.3.8. List of Effective Pages
Chapter Title Page No. Rev. No

0 General 1 to 11 1
1 General Procedures 12 to 18 1
2 Normal Operating Procedures 19 1
3 Non Normal Procedures 20 to 27 1
4 Maneuvers and Procedures 28 to 223 1
Table 1: List of Effective Pages
5
0.4. Terms and Definitions
When the following terms are used in this manual, they have the following meanings.
Accelerate stop distance available (ASDA) – The length of the takeoff run available plus the length of stop way if
provided.
Aerial work – Operation in which an aircraft is used in specialized services such as agriculture, construction,
photography, surveying, observation and patrol, search and rescue, aerial advertisement etc.
Aerodrome –A defined area on land or water (including any buildings, installations and equipment) intended to
be used either wholly or in part for the arrival, departure or movement of aircraft.
Aerodrome Operating Minima –The limits of usability of an aerodrome either for takeoff or landing, usually
expressed in terms of visibility or runway visual range, decision altitude/height (DA/DH) or minimum descent
altitude/height (MDA/H) and cloud conditions.
Aircraft –any machine that can drive support in the atmosphere from the reactions of the air other than the
reactions of the air against the earth’s surface.
Aircraft Flight Manual – A manual associated with the certificate of airworthiness, containing limitations within
which the aircraft is considered to be airworthy, instructions and information necessary to the flight
crewmembers for the safe operations of the aircraft. (Flight Crew Operations Manual, Approved Flight
Manual, MEL/CDL, etc.)
Air Operator Certificate (AOC) – A certificate authorizing an operator to carryout specified commercial air
transport operation.
Authority – Is the Ethiopian or any other Civil Aviation Authority.
Commercial air transport operation– An aircraft operation involving the transport of passengers, cargo or mail for
remuneration or hire.
Crewmember – A person assigned by an operator for duty on an aircraft during flight.
Cruising level – A level maintained during a significant portion of a flight.
Day off – Periods available for leisure and relaxation free from all duties.
Dangerous Goods – Articles or substances, which are capable of posing significant risk to health, safety or
property when transported by air.
Decision altitude/height (DA/DH) – A specified altitude/height in the precision approach at which a missed
approach must be initiated if the required visual reference to continue the approach has not been
established.
NOTE: 1. Decision altitude (DA) is referenced to mean sea level (MSL) and decision height
(DH) is referenced to the threshold elevation.
2. The required visual reference means that the section of the visual aids or the approach area
which should have been in view for sufficient time for the pilot to have made an assessment of the
aircraft position and rate of change of positions in relation to the desired flight path.
Destination alternate – an alternate aerodrome to which an aircraft may proceed should it become impossible or
inadvisable to land at the aerodrome of intended landing.
NOTE: The aerodrome from which an aircraft departs May also be an en-route or an alternate destination for
that flight.
An aerodrome at which an aircraft would be able to land after experiencing an abnormal or

En-route alternate –
emergency condition while en-route.
Flight crewmember – a licensed pilot crewmember charged with duties essential to the operation of an aircraft
during flight.
6
Flight duty period – The total time from the moment a flight crewmember commences duty, immediately
subsequent to a rest period and prior to making a flight or series of flights, to the moment the flight
crewmember is relieved of all duties having completed such flight or series of flights.
Flight plan – Specified information provided to air traffic services units, relative to an intended flight or portion
of a flight.
Flight time – The total time from the moment an aircraft first move under its own power for the purpose of
taking off until the moment it comes to rest at the end of the flight.
NOTE: Flight as here defined is synonymous with the term “block to block” or “chock to
Chock” time in general usage, which is measured from the time the aircraft moves from the loading
point until it stops at the unloading point.
Instrument meteorological conditions (IMC) – Meteorological condition expressed in terms of visibility, distance
from cloud and ceiling less than the minimum specified for visual meteorological condition.
Landing distance available (LDA) – The length of the runway, which is declared available and suitable for the
ground run of an airplane landing.
Master minimum equipment list (MMEL) – A list established for a particular aircraft type by the manufacturer with
the approval of the State of manufacturer containing items one or more of which is permitted to be
unserviceable at the commencement of the flight. The MMEL may be associated with special operating
conditions, limitations or procedures.
Local day – A period of 24 hours starting at 0001 local time.
Local night - A period of 8 hours falling between 1900 and 0600 hours local time.
Maximum mass – Is maximum certificate takeoff mass.
Minimum descent altitude/height (MDA/H) – A specified altitude /height in a non- precision or circling approach,
below which descent may not be made without visual reference.
Minimum equipment list – A list that provides for the operation of an aircraft, subject to specified conditions, with
particular equipment inoperative, prepared by the operator and approved by the state of registry in
conformity with, or more restrictive than the MMEL established for the aircraft type.
Night – The hours between the end of the evening civil twilight and the beginning of morning civil twilight or
such other period, between sunset and sunrise, as may be prescribed by the appropriate authority.
Obstacle clearance altitude/height (OCA/H) – The lowest altitude/height above the elevation of the relevant runway
threshold or above the aerodrome elevation as applicable used in establishing compliance with appropriate
obstacle clearance criteria.
Operational control – The exercise of authority over the initiation, continuation, diversion or termination of a
flight in the interest of safety regulatory and efficiency of the flight.
Operator - A person, organization or enterprise engaged in or offering to engage in an aircraft operation.
Pilot-In-Command - The pilot responsible for the operation and safety or the aircraft during flight time. It is the
Flight Instructor or a trainee on solo flight
Pressure-Altitude - An atmospheric pressure expressed in terms of altitude, which corresponds to that pressure
in the Standard Atmosphere.
Rating - An authorization entered on or associated with a license and forming a part thereof, stating special
conditions, privilege or limitations pertaining to such license.
Rest Period- Any period of time on the ground or in flight during which the operator relives a flight crewmember
of all duties.
Runway Visual Range (RVR) - The range over which the pilot of an aircraft on the center line of runway can see
the runway surface markings or the lights delineating the runway or identifying its center line.
Safety Harness - Includes shoulder strap and a seat belt that may be used independently.
State of the Operator - The state in which the operator’s principal place of business is located or, if there is no
such place of business, the operator’s permanent residence.
State of Registry - The State on whose register the aircraft is entered.
7
A flight Simulator -which provides an accurate representation of the flight deck of a particular aircraft type to
the extent that the mechanical, electrical, electronic, etc., aircraft systems control functions, the normal
environment of flight crew members, and the performance and flight characteristics of that type of aircraft are
realistically simulated.
Takeoff Alternate – An alternate aerodrome at which an airplane can land should this become necessary shortly
after takeoff and it is not possible to use the aerodrome of departure.
Take-Off Run Available (TORA) - The length or Runway which is declared available and suitable for the ground
run of an airplane taking off. This in most cases corresponds to the physical length of the runway.
Visual Meteorological Conditions (VMC) - Meteorological conditions expressed in terms of visibility, distance from c
loud and ceiling, equal to or better than specified minima.
8
0.5. Abbreviation
A&P Airframe & power plant

A/C Aircraft
Act. Actual
Altn Alternate
AMSL Above mean Sea Level
App Approach
Arr Arrival
ATA Actual Time of Arrival
ATC Air Traffic Control
ATD Actual Time of Departure
ATIRF Air Traffic Incident Reporting Form
ATO Actual Take-off
ATS Air Traffic Services
AVO Avionics
AVT Audio Visual Trainer
BLK Block
CAPT Captain
CBT Computer Based Trainer
CEO Chief Executive Officer
CFIT Controlled Flight Into Terrain
Cont. Contingency
CRM Crew Resource Management
D/S Distance/Speed
Decl. Declaration
Dist. Distance
DME Distance Measuring Equipment
DPT Department
Eng Engine
Est. Estimated
ECAA Ethiopian Civil Aviation Authority
ETA Estimated Time of Arrival
ETAF Ethiopian Air Force
ETD Estimated Time of Departure
ETO Estimated Take-off
FIR Flight Information Region
FL Flight Level
FLT. OPS Flight Operations
FMC Flight Management Computer
FMR Flight Movement Report
FMS Flight Management System
FOPM Flight Operations Policy Manual
Freq. Frequency
9
FRT Freight
Ft Fleet
FWD Forward
Gen General
GMT Greenwich Mean Time
GS Glide Slope
GS Ground Speed
GTOW Gross takeoff weight
HF High Frequency
HRS (Hrs.) Hours
ILS Instrument Landing System
IMC Instrument Meteorological Conditions
Inst. Instrument
KGS/Kgs Kilograms
LAT Latitude
LAV Lavatory
LDG (Ldg.) Landing
LOC Localizer
Long. Longitude
LW Landing Weight
Max Maximum
MBS (Mbs). Millibars
MEL Minimum Equipment List
MGT Management
Min Minimum
Mnvr Maneuver
NM Nautical Mile
NO. Number
NOTAM Notice to Airmen
ORL Original
P3 Employee Termination Form
PA Passenger
PCM Passenger Count Memo
PIC Pilot-In-Command
PLD Payload
Proc Procedure
PTS Pilot Training School
RA Resolution Advisory
Reg. Registration
RTE (Rte.) Route
RWY Runway
SAT/S Satisfactory
Sched. Scheduled
SDT Set-up Departure Time
SIM/SIMUL Simulator
SUPV. Supervisor
SVCS Services
10
T/O Take-off
TA Traffic Advisory
TAS True Air Speed
TQM Total Quality Management
TRK Track
TTL Total
UNSAT/U Unsatisfactory
UTC Co-ordinated Universal Time
VFR Visual Flight Rules
VHF Very High Frequency
VMC Visual Meteorological Condition
VOR VHF Omni directional Range
VP Vice President
VTR Video Transmitter Recorder
WT/wt Weight
XTRA Extra
ZFW Zero Fuel Weight
11
DA 40NG STANDARD OPERATING PROCEDURES
August 2016
Chapter 1: General Procedures
Chapter 1
1. General Procedures
1.1. Introduction
The airplanes listed in the table below are covered in the Standard Operating Procedures (SOP). The table
information is used to distinguish data peculiar to one or more, but not all of the airplanes. Where data
applies to all airplanes listed, no reference is made to individual airplanes.
NO Airplane Registry Number Serial Number

1 ET-AOG 40. NO05
2 ET-AOH 40. NO09
3 ET-AOI 40. NO10
4 ET-AOJ 40. NO13
5 ET-AOY 40. NO17
6 ET-APA 40. NO19
7 ET-APB 40. NO22
8 ET-APC 40. NO23
9 ET-APD 40. NO24
10 ET-AQH 40. NO62
11 ET-AUI 40. N316
12 ET-AUH 40. N315
13 ETAUK 40. N318
14 ET-AUF 40. N314
15 ET-AUJ 40. N317
The primary purpose of SOPs is to identify and describe the standard tasks and duties of the flight crew for
each phase. The procedures are to be used in conjunction with PTS Policy Manual and the PTS Working
Manual.
The Flight Instructor or the Solo trainee has the overall responsibility for all aspects of each flight. He will
ensure adherence to the established procedures at all times.
Each crewmember must devote all possible attention to the progress of flight, aircraft systems, look out and
monitoring of other crewmember’s actions. All configuration changes shall be accomplished with an
announcement of intention, a check on appropriate limitations and confirmation of completion.
Crewmembers shall be aware of altitude, airplane position and situation. Avoid casual and nonessential
conversation during critical phases of flight, particularly during taxi, takeoff, approach and landing. . In
addition, during the flight at least one pilot shall have full access to the flight control and be vigilant as to the
safe operation of the aircraft.
The pilot flying (PF) shall verify the condition/location from the flight instruments and acknowledge. If the pilot
monitoring (PM) does not make the required call out, the PF shall make it. A crewmember must be able to
supplement or act as a backup for the other crewmember. The PF shall acknowledge all GPWS voice
callouts during approach except altitude call outs while below minimum.
If required all normal and non-normal checklists ought to be read repeatedly from the checklist no matter
how few the items are. Under non-normal conditions, the recall items shall be done from memory and only
then the checklist has to be read.
12
August 2016
1.2. Dispatch briefing/ performance determination
All flights under PTS are to be dispatched by pilot training school dispatcher. Collecting all necessary
documents pertaining to the flight shall be the responsibility of the flight crews. The flight crews shall take
weather and NOTAM from PTS dispatcher (for area and Pattern operation) and Weather service (for
navigation flight) and submit weight and balance, FRAT filled, Flight Plan Route (or operating sector if
possible) and all performance works. The flight crew then shall take A/c logbook and key from the dispatcher
if everything is found to be okay for conducting safe flight.
1.3. Aircraft Documents
- Aircraft Library content

o Aircraft logbook
o Pilot operating handbook
o Minimum Equipment list
o Pilot training procedure/operational manual
o PTS standard operating Procedure for DA40NG
o Incident and accident reporting folder
- Licenses/certificate
o Radio license
o Certificate of Airworthiness
o Insurance Certificate
o Certificate of Registration
o Weight and balance
- NAV KIT content
o Jeppesen chart
o Approach, Enroute, and Destination alternate Chart
- Emergency equipment
o First aid kit
o Fire extinguisher
1.4. Flight Instructor/ solo trainee’s responsibilities
Reviews all notices to crew that are inserted in the flight folder and notices binder or posted on bulletin
boards.
It will be the Flight Instructor/solo trainee sole responsibility to check that the flight is planned in accordance
with PTS policies and Working Manual.
Uplifts fuel in accordance with the fuel load on the Operational Flight Plan unless conditions dictate
otherwise.
Reviews MET reports, NOTAMs and Security Notices as stated in PTS Working Manual.
Strive for on time performance to minimize delays.
1.5. Radio Communication
It is the responsibility of trainees to communicate on the radio and change frequencies unless temporarily
relieved by the Flight instructor during high work load of the flight. The trainee tunes and identifies all
navigation aids. Before tuning radios, or NAVAID, the communication, the trainee should announce the
changes to be made. Headsets should be used all the time when the aircraft is in motion.
13
August 2016
1.5.1. Uncontrolled airport operation
Flight crews will monitor frequency 125.9 and broadcast the following traffic information
a. During Taxi and Takeoff
o Name of operating aerodrome (“All stations around…”)
o A/c call sign
o Pilot’s intention (taxi out or ready for takeoff).
o Destination
o Climbing altitude (level).
o Repeat the above information
b. During Approach and Landing
o Name of operating aerodrome (“All stations around…”)
o A/c call sign
o General direction of flight and\or departure and destination point.
o Altitude(level) maintaining or crossing
o Pilots intention (to join long final or left\right base or downwind, overhead)
1.6. Sterile Cockpit
Flight crews shall not perform any activity during the critical phase of flight, particularly taxi, takeoff, initial
climb, final approach and landing except those duties required for safe operation of the flight.
Below 1500 feet AGL or 10NM from the airport, flight crews must comply with the following
- Cockpit conversation are kept to those essential to the flight and training
- FMS data input and aircraft setup kept to the minimum
1.7. Crew Resource Management
It is proven that the most effective way to maintain safety of a flight and resolve abnormal situations is to
combine the skills and experience of other crewmembers in the decision making process to determine the
safest course of action. Normally, a crewmember shall not perform any function, or take any action, unless
the other crewmember, if present, is first informed.
1.8. General use of checklist
1.8.1. Normal Checklist:
Normal checklists are used to verify that certain critical procedural steps have been accomplished (i.e. read
and do method).
Normal checklist items are accomplished using the READ and DO methods except the AFTER LANDING
procedures, which are silent.
The pilot-in-command shall ensure that the flight crew utilizes checklists and complies with operating
procedures.
Following completion of each normal checklist the pilot reading the checklist calls,”________ CHECKLIST
COMPLETE.”
14
August 2016
1.8.2. Non-Normal Checklist:
Non-normal checklists are provided to cope with or resolve non-normal situations on the ground or in flight.
1.9. Briefing
1.9.1. General Briefing
Before engine start, the Flight Instructor normally conducts briefings unless he has delegated the trainee. At
minimum this briefing will include what to do in the event of an engine fire during startup and shall also
include passenger briefing on:
- Use of seat belts
- Use of emergency equipment and Emergency exit
- Collision avoidance and bird hazards
- Sterile cockpit procedures
After every briefing, the pilot who does the briefing shall confirm that it is understood by asking the other pilot
“Any question?” or “Any suggestion?”
NOTE: Irrespective of who performs the briefings the decision to reject or to continue the takeoff shall always
be the sole responsibility of the pilot in command.
1.9.2. Takeoff Briefing
The takeoff briefing should be tailored to the conditions of the flight on that day and the information below us
to be used as a guide and provides the minimum information required for the briefing.
1. Who will be flying the aircraft and who is PIC
2. Positive Exchange of Controls procedures
3. Sterile cockpit procedures
4. Altimeter Setting (Set on both primary and backup)
5. Weather
6. Active Runway & Heading Bug Set
7. Rotation Speed (Vr) and Climb Speed
8. Initial Heading and Altitude
9. Operational Area or Departure Destination
10. Emergency Procedures Review for loss of Engine on Takeoff or After Takeoff as appropriate
15
August 2016
11. In case of abnormalities
12. Comments or Suggestions
Pilot Training School Standard Takeoff Briefing Example
Today I will be performing the takeoff and you will be the PIC.
If an exchange of controls is required I will say “you have the controls”, you will say “I have the controls” and
I will say “you have the controls”. We will maintain Sterile Cockpit Procedures in or around the airport area,
while on the ground and when on any segment of an approach.
The altimeter today is 1013 Hp and the weather today is CLR below 12,000 with winds at 270 and 12 kts.
The active runway is 25L and the heading bug is set to 250. The Initial Heading will be 250 up to 8500 MSL
We will rotate at 60 KIAS and we will climb at 80 KIAS on a heading of 250 up to 8100 MSL before turning
south to the practice area for a local flight.
If we loose an engine prior to rotation we will stop on the runway.
If we loose an engine after rotation with usable runway we will close the power lever and land on the runway.
If there is no usable runway remaining and we are below 1500 feet AGL we will pitch for 88 KIAS and land
straight ahead making shallow turns to avoid obstacles and complete the emergency checklist
Above 1500 feet AGL and within the gliding range we will consider returning to the airport for landing.
1.9.3. Approach briefing
The “Approach” checklist should be completed no later than 5 miles from the airport of intended landing or
during the downwind leg for repetitive landing operations. Flight crews will consider weather conditions and
whether an instrument approach will be conducted to determine the type of briefing to perform. During
instructional flights the pilot flying, without transferring the flight controls, will conduct this briefing. If the flight
is not instructional in nature the pilot flying may transfer the flight controls to the other pilot depending on the
flight conditions and flight crew workload. If there is no transfer of control, the pilot flying will continue to
monitor the aircraft altitude and position during the briefing.
• For circuit operations, the briefing will contain the following:
1. Who will be at the controls for the approach

2. The type of landing to be conducted and the aircraft configuration required.
3. The landing runway.
4. Altimeter setting
5. Wind Direction and Speed
6. The intended touchdown point.
7. How the landing will terminate.
• If the approach is to be made into known visual conditions, the briefing will contain the following:
1. The arrival runway.

2. Which electronic backup will be used for the approach?
NOTE
16
August 2016
Pilots are expected to use all Navaids available, even during VFR conditions, to ensure arrival at the correct
airport on the proper runway.
3. The “Missed Approach” procedure, or if conducting a visual approach, the “Go-Around” procedure.
4. Any other information the pilot flying deems necessary.
• If IFR weather conditions are anticipated, or IFR training is being conducted, the briefing will contain the
following:
1. Name of the Approach.

2. Communication and navigation frequencies and identifiers.
3. Courses to be set.
4. Altitudes (procedure turn, initial intercept, altitude restrictions, DA/DH/MDA, field elevation, as
appropriate).
5. Check for no flags.
6. “Missed Approach” procedure (missed approach point, initial course or heading, altitude, holding fix).
7. Any other information the pilot flying deems necessary.
1.10.Standard Approach Call-Outs
Standard call-outs are established to ensure the flight crew functions as a well-coordinated team and
maintain the situational awareness necessary for safe operation of the aircraft. Standard calls are listed
below.
STANDARD APPROACH CALL-OUTS

Precision or Non-precision Approach
“500 Above” Call 500’ above DA or MDA
At, or prior to DA or MDA “Approach Lights Continue”, “Go Visual”, “Go
Missed Approach”
SAMPLE APPROACH BRIEFING

Traffic Pattern Operations
“This will be a normal landing with full flaps to runway 25L at Bole International Airport. The intended touchdown point will be the 1000
foot markers. The landing will terminate to a touch and go.”
17
August 2016
1.11.General Flight Procedures
1.11.1. Non-Routine Reports
Flight Instructor or trainees are required to report non-routine events such as near miss; bird strike … etc.
using dedicated forms that are provided in the briefing room. All mechanical defects shall also be entered in
the maintenance logbook.
1.11.2. Records
Except during cruise, paper work is kept to a minimum to enhance safe and efficient flight operation.
1.11.3. Standard Callouts
The PM shall accomplish callouts and the PF shall verify the condition/location from his instrument and
acknowledge. If the PM does not make the callouts, the PF shall make the call out. When optional GPWS
voice callouts occur during approach, the PF shall acknowledge the electronic call out. If the flight crew does
not hear the normally expected electronic voice callout, the PM shall make the callout. Each crewmember
must be able to supplement or act as back up for the other crewmember.
To minimize confusion and enhance professionalism, use standard terminology at all times.
CHECK (ED) / CROSS CHECK (ED)
VERIFY
TUNE
SET
SELECT
ARM
ENGAGE
ON/OFF
LANDING
GO-AROUND
I HAVE CONTROL
YOU HAVE CONTROL
1000’ to level off
18
August 2016
Chapter 2:Normal Procedures
Chapter 2
2. Normal Operating Procedures
Refer to DA40 NG Checklist and POH for detailed normal Procedures.
19
August 2016
Chapter 3: Non-Normal Procedures
Chapter 3
3. Non-Normal Procedures
For all emergencies, follow procedures mentioned on the POH and checklist. The followings are
guidelines on how to use emergency checklists during an emergency.
• Rejected take off

• Engine failure immediately after take off
• Engine failure/fire in the traffic pattern
• Engine failure during cruise/area work
• Severe engine vibration
• Bird strike and avoidance
• Rejected landing
• Flap inoperative
3.1. Subtask: Rejected Takeoff
Description
1. Flight crews will abort a takeoff any time abnormalities are noticed in the engine gauges (caution or
warning annunciation), any abnormal noise, runway incursion or if any other problem develops that
may affect safety of flight or when instructed by control tower.
2. In the eventuality that a takeoff is aborted the PF will abort the takeoff by calling “aborting Take off”,
and the nature of the problem, (e.g., “Engine Failure”, “Engine Fire”, etc.).
3. The PF will immediately IDLE the power lever, retract the flaps and apply brakes, as necessary,
maintain directional control with the rudder pedal steering, apply the appropriate aileron for the wind
conditions, and stop the aircraft as soon as possible.
4. Inform tower “Aborting due to mechanical”.
WARNING
In case of fire, advice tower and engine master off

Evacuate the aircraft with the fire extinguisher if possible to extinguish
Or avoid the sin until the fire track arrives
Issue No. 1 20
August 2016
3.2. Subtask: Engine failure immediately after take off
Description:
1. On the first sign of engine failure the PF will reduce the power to idle, simultaneously pitching
down the aircraft to get a flyable speed
2. Maintain center line and take flaps as necessary
3. If time permits make a MAY DAY call
4. Land straight ahead
5. Apply full breaks with directional control
NOTE
Consider landing straight to the runway in case of power loss which

will not have enough power to sustain a straight and level flight.
Consider available runway for decision.
Issue No. 1 21
August 2016
3.3. Subtask: engine failure/ fire in traffic pattern
Description
1. Aviate, navigate and communicate is the right procedure

2. PF will keep a gliding speed of 88 KIAS (engine failure situation) by having appropriate pitch and
coordinating the flight
3. Bring power to idle and retract flaps as appropriate
4. Flight crews will select a touchdown point, not more than 1/3rd or 1000 feet (whichever is shorter)
down the landing runway.
5. PF will communicate MAY DAY or PAN as appropriate for the situation
6. Flight crews will ensure that memory items for engine failure/ fire is completed if time or situation
permits
7. A uniform base turn with a medium or slightly steeper bank, depending on wind, should be initiated in
order to maintain a stabilized descent at 88KIAS. The PF will set the flaps to T/OFF or LDG (78kts
and 77kts respectively) as appropriate and initiate a turn onto final approach at approximately 500 -
700 feet AGL.
8. At approximately 400 feet AGL, and established on the final approach course, the final stage of flaps
will be deployed as appropriate so that the aircraft is in a position to make a safe, stabilized landing.
Flight crews will ensure that they have received landing clearance
NOTE
The PF may initiate a slip at 400 feet AGL to

adjust the rate of descent in order to arrive at the desired touchdown point.
9. The round out and flare should be started to arrive at a power-off stall attitude at touchdown with
minimum floating.
10. Appropriate control backpressure should be maintained on the control stick throughout the landing
roll, and the appropriate crosswind correction applied.
11. Apply breaks as required and bring the aircraft to a full stop
12. After safe evacuation and securing the aircraft advice the PTS head through phone or any means
available and fill the appropriate forms before living the sin.
NOTE
Any flying crew involved in accident should wait at the scene of the accident until accident incident investigation team
arrives
Issue No. 1 22
August 2016
3.4. Subtask: Engine failure during cruise
1. Flight crews, on recognition of an in-flight engine failure, will immediately establish an appropriate
pitch attitude and trim for the aircraft’s best glide airspeed (88) and flaps up
2. During the transition to the aircraft’s best glide airspeed, the flight crew will identify the best
possible landing area, pick out a specific field / airport for landing considering the wind direction
and identify high key (app. 2000feet) and low key (app. 1500feet) positions, base key(800-1000ft)
AGL.
3. Depending on altitude and prevailing weather conditions, flight crew will fly appropriate pattern to
end up at low key position. If turning towards high key position then Flight crews will immediately
conduct the “Engine Failure In-Flight” emergency checklist, as specified in POH, “Emergency
Procedures”.
4. Flight crews will make a distress call (MAY DAY 3X) on the appropriate frequency and if time
permits set the transponder to 7700.
5. If for any reason, at completion of the “Engine Failure In-Flight” emergency checklist, the engine
has not restarted, the flight crew will conduct the “Power off Landing” emergency checklist, as
specified in the POH, “Emergency Procedures”.
6. Utilizing any combination of normal gliding maneuvers, from wings level to spirals; the flight crew
should eventually arrive at the low key position at approximately 1000-1500 feet AGL for the
selected landing area.
7. The approach shall be adjusted as necessary to ensure a safe, stabilized landing into the wind,
(using as standard a pattern as possible) at the desired touchdown point.
8. Insufficient altitude or ground obstacles may make it inadvisable / impossible to maneuver the
aircraft into the wind for landing. Flight crews will use all available resources in order to make a
timely, safe decision and land the aircraft safely.
9. A bit high round out to make a stalled landing and apply breaks as appropriate to land on the
available field safely.
10. Evacuate as soon as possible, inform PTS head by available means ASAP
NOTE
If no injury or fatal condition that might need medical attention the flight crews should wait at the scene of
the accident until investigators arrived. Drug test must be completed and all appropriate forms filled.
Issue No. 1 23
August 2016
3.5. Subtask: Severe engine vibration
Description
When engine vibrations are detected

1. Flight crews will switch on fuel pumps, and open Alternate Air.
2. Flight crews will change the power to reduce engine vibrations and monitor Engine instrument.
3. If vibrations persist, flight crew will swap Voter switch b/n ECU A and B.
4. If vibrations continue to persist, flight crew should set Voter switch back to AUTO and should
expect engine failure and land at next airfield.
3.6. Subtask: Bird strike and avoidance
Description
1. Keep attention outside the aircraft as much as possible. Be alert for distractions that may draw
attention away from outside visual scanning.
2. Check aerodrome documentation and NOTAMS for information about permanent or seasonal
bird problems at
3. (if practicable) Plan to fly as high as possible, only 1% of general aviation bird strikes occur above
2500 ft. (although a jet airliner struck a vulture at 37,000 ft. off the W. African coast!)
4. Do not fly over congested town and suspected disposal area
5. Avoid flying along rivers or shore lines, especially at low altitude.
6. Bear in mind that birds do fly at night.
7. If there are two pilots, discuss emergency procedures before departure
8. Up to 80–90 kts, birds usually have time to get out of your way, but the higher the speed, the
greater the chance of a strike.
9. As you taxi out, listen for any warnings of bird activity on the ATIS or pilot report
10. While you are taxiing, look for birds on the aerodrome. Note that the most frequently struck birds,
gulls, have a grey or black back which makes them hard to see on concrete or tarmac runways.
11. In general terms, the slower a bird's wing beat, the bigger the bird and the more hazardous it
could be.
12. If birds are observed on the aerodrome, request aerodrome personnel to disperse them before
you takeoff. Never use an aircraft to scare birds away.
13. Use landing lights during take-off, climb, descent, approach and landing.
14. If you experience a bird strike during the take-off run, provided there is sufficient runway
remaining – stop. Taxi off the runway and shut down. Inspect the intake, engine etc for damage/
ingestion, or for bird remains blocking cooling or other airflow ducts. Several airline incidents have
occurred where turbine engine damage or high vibration developed during subsequent flights
because of undetected engine damage. Don't forget to check landing gear and brake hydraulic
lines, down locks, weight switches etc.
15. Where the take-off must be continued, with an engine problem, properly identify the affected
engine and execute emergency procedures and tell the aerodrome why you are returning. It is
essential to FLY THE AIRCRAFT.
16. If you see bird(s) ahead of you, and it is safe to do so, attempt to pass above them as birds
usually break-away downwards when threatened. Be careful when near the ground, and never do
anything that will lead to a stall or spin.
Issue No. 1 24
August 2016
17. If the windshield is broken (or cracked), slow the aircraft to reduce wind blast, follow approved
procedures. Don't be distracted by the blood, feathers, smell and windblast.
18. If flocks of birds are visible on the approach, go-around early for a second attempt, the approach
may then be clear.
19. If bird is visible after round out or near to ground don’t do unsafe maneuver to avoid the bird.
20. After landing, if you have had a bird strike, check the aircraft for damage.
21. Report all bird strikes to the appropriate authority (fill the appropriate safety forms)
Issue No. 1 25
August 2016
3.7. Subtask: rejected landing
Pilots must be aware of the potential hazards associated with a go-around / rejected landing.
Description
1. Once the decision has been made to initiate a go-around / rejected landing the PF will simultaneously
apply maximum power and establish positive pitch attitude to accelerate to Vx(V50 as it labeled on the
POH ), and set the flaps to T/OFF(APP) position (if set on landing position).
2. The PF will establish a pitch up attitude to maintain Vy (72kts), and retract the remaining flaps
smoothly in increments.
3. When the remaining flaps have been retracted, the PF will transit to normal climb speed
NOTE
Flight crews should consider maintaining the Vx climb airspeed

to clear obstacle.
3. If no aircraft is on the runway, or taking off, climb straight over the runway ensuring that a ground
track along the runway and extended centerline is maintained by use of coordinated rudder and
aileron control inputs.
4. If an aircraft is on the runway or taking off, alter course to the right, or as directed by the control
tower, while keeping the departing aircraft in sight.
NOTE
Listed below are conditions which need an immediate go around but not limited to:
Runway incursion, tower instruction, landing irregularities (bounce, porpoise, balloon…), unstable
approach below (300’AGL for VFR/1000’AGL for IFR)
Issue No. 1 26
August 2016
3.8. Subtask: flaps inoperative
Description
1. In case of flaps inoperative or a jammed flaps, confirm that the flap lever setting is up
2. Advice ATC the situation and making a precautionary landing
3. Maintain final approach speed 83 (Vref for Flaps Up)
4. After landing apply breaks as appropriate
NOTE
Runway visibility might be compromised with clean configuration.
Issue No. 1 27
February 2017
Chapter 4: Maneuvers and Procedures
Chapter 4
4. Maneuvers and Procedures
4.1. Introduction
This POH describes the performance of various maneuvers and the procedures Pilot Training Division
specifies for certain aircraft operations.
4.2. Technique vs. Procedure
A technique is a method of performing or teaching a maneuver or operation and is not necessarily the
only method that may be used. Other techniques may be utilized, at the pilot’s discretion, as long as the
outcome meets the requirements set forth in the Flight Standards Manual and Standard of Performance
criteria. Techniques are identified by the terms “may” and “should”.
A procedure has been specified by the aircraft manufacturer, the ECAA, or by Pilot Training School as the
only acceptable means of performing a maneuver or operation. Procedures are identified by the terms
“shall” and “will”.
4.2.1. Abbreviations
PF – Pilot Flying
PM – Pilot Not Flying
AAE – Above Aerodrome Elevation
OCA – Obstruction Clearance Altitude
CA – Circuit Altitude
Issue No. 1 28
February 2017
4.3. Operating Protocol
This section discusses various operating protocols that have been established for the Diamond DA40NG.
It is intended to provide the flight crew with operating guidelines for the cockpit. These guidelines have
been established using a crew concept approach and are designed to provide a high level of safety.
During training operations the maneuvers will be completed by the PF and a single pilot operation
approach will be adopted. The flight crew should adhere to the following protocols at all times. However
in certain circumstances this may not be possible, and therefore, sound crew judgment shall be used.
4.4. Turns after Departure
Other than in an emergency, no turns are to be made below 500 feet AGL after Take-off. Turns after
Take-off are limited to a maximum of 30 degrees angle of bank, unless exceptional circumstances
regarding safety of flight occur.
Issue No. 1 29
February 2017
4.5. Standard Altitude Awareness Callout
The following callout will be made during all climbs and descents. During climb or descent, when 1000
feet from the assigned altitude, the PM will state, “1000 to level off”. The PF will then state the altitude
that the aircraft is leaving and the final assigned climbing / descending altitude.
EXAMPLE
The aircraft is climbing to 9000 ft. Upon passing 8000 ft,
The PM states, “1000 to go”. The PF responds, “8000 climbing 9000”.
4.5.1. Standard Approach Calls
Standard callouts are established to ensure the flight crew functions as a well-coordinated team and
maintains the situational awareness necessary for safe operation of the aircraft.
During normal training operations the pilot receiving instruction will conduct instrument approaches as if
operating as a single pilot. When single pilot operations are being conducted, the PF will provide the
standard calls of:
• “Localizer Alive”. (ILS, LOC)

• “Glide slope Alive”. (ILS)
• “Within One Dot”. (VOR) / (GPS)
• “Within 10 Degrees”. (NDB)
• “500 Feet Above DA / MDA”.
• “Approaching Minimums”.
• “DA / MDA”.
All PTS pilots, operating as a flight crew, flying non-training instrument approaches should, workload
permits, have the PM provide the initial standard calls of:
• “Localizer Alive”. (ILS, LOC)

• “Glide slope Alive”. (ILS)
• “Within One Dot”. (VOR) / (GPS)
• “Within 10 Degrees”. (NDB)
• “Approaching Minimums”.
• “DA / MDA”.
The table below summarizes the standard additional approach calls to be used when single or multi crew
operations are being conducted during instrument approaches.
Issue No. 1 30
February 2017
4.6. Standard Additional Approach Calls
Single or Multi Crew Operations
At or prior to DA / MDA the PM calls:
“Approach Lights Continue” or
“Go Visual” or
“Go Missed”
If the necessary visual identifiers have been established and descent continues
below DA / MDA the PM calls at 100 Feet above TDZE:
“Go Visual” or
“Go Missed”
The PF verifies by calling:
“Landing” or
“Missed Approach”
4.7. Application of Training Cruise Airspeed
At times it may be desired for flight crews to establish a cruise airspeed that is slower than the normal
cruise airspeeds outlined in POH “Performance Data”. This is usually the case when conducting multiple
training procedures (e.g. steep turns followed by slow flight followed by stalls). Flight crews should
establish airspeed of 100 KIAS (Approximately 55% power). This airspeed should allow for a greater
number of training procedures to be accomplished in any one training event.
Issue No. 1 31
February 2017
4.8. Crew Coordination Procedures
The following provides a representative example of the crew coordination procedures for accomplishing
the Immediate Action (Memory) Items associated with an “Engine Fire In Flight” during multi crew
operations.
NOTE
While conducting single pilot operations the PF must conduct the immediate Action Items, utilizing the
Verbal Response method, then verify them by referencing the appropriate section in the Flight Standards
Manual or Pilot’s Emergency / Abnormal Checklist.
Flight crews, will use the challenge and response method as listed below in accomplishing all Immediate
Action Items that require movement of any power control items and fires. The procedure listed below is
for example purposes only. Flight crews must refer to the appropriate section in the Flight Standards
Manual or the Pilot’s Emergency / Abnormal Checklist.
• PF – Calls for “Engine Fire In Flight checklist”
Once a checklist has been called for, the PM will immediately start to work down the Emergency /
Abnormal checklist by challenging the PF, on the appropriate items, and verifying the response to be
correct.
• PM – States: “Fuel Selector, OFF”, and moves it to the OFF position.

• PM – States: “Power Lever”
• PF – Responds and verifies: “IDLE”
• PM – Reduces power to IDLE.
• PM – States: “Fuel Pump, OFF”, and moves it to the OFF position.
• PM – States: “Heater & Defroster, OFF”, and moves it to the OFF position.
On completion of the appropriate checklist the PM states: “Checklist – COMPLETE”.
Issue No. 1 32
February 2017
4.9. Task: Taxiing
Objective
To develop the student’s planning and techniques in taxi operation.
Description
1. The flight crew should complete pre-taxi check and receive taxi clearance from the ATC or follow
uncontrolled airport procedure in case of unmanned aerodrome.
2. Flight crew should confirm chocks are out and look for obstructions.
3. Advance power to attain forward motion and test brakes with power reduced to idle position.
4. At free area check flight instrument for proper operation (Taxing check).
5. Flight crew should continue taxing up to clearance limit.
NOTE
Avoid excessive use of brakes and control taxiing speed
primarily with power. Whenever possible avoid pivoting on
one wheel when turning.
Standard of Performance
• Flight crews should exhibit adequate knowledge of the elements related to safe taxing procedure
• Flight crews should perform a brake check immediately after the airplane begins moving.
• Flight crews Should Position the flight controls properly for the existing wind conditions.
• Flight Crews should complies with airport/ taxi way markings, signals, ATC clearances and
instructions
• Flight Crews should divide attention inside and outside the cockpit during taxing to avoid conflict with
other traffics.
• Flight crew should maintain the center line and a proper taxi speed (A maximum of 10kts ground
speed).
4.10.Task: Takeoff and Departure
• Normal Takeoff and Climb

• Crosswind Takeoff and Climb
• Short Field Takeoff and Maximum Performance Climb
• Soft Field Takeoff and Climb
• Rejected Takeoff
• Departure Procedures
4.10.1. Subtask: Normal Takeoff and Climb
Objective
Flight crews will develop smoothness, coordination, and orientation in order to conduct safe and efficient
takeoff and climb procedures. The flight crew will perform all necessary takeoff and climb procedures,
“Normal Procedures”, and as specified later in this chapter.
Issue No. 1 33
February 2017
Description
1. Flight crews will ensure that all necessary checklists have been completed prior to arrival at the hold
short line of the runway of intended departure.
2. Once at the holding point, flight crews will ensure that the “Before takeoff” checklist is completed,
“Normal Procedures”. For normal takeoffs the flight crew will set flaps to T/O position.
3. Having completed the “Before takeoff” checklist, flight crews will contact the control tower for
departure clearance, and at uncontrolled airports, will make a radio call VHF 125.9 informing other
traffic of their intention to depart.
WARNING
Flight crews must ensure that the final approach is clear at both controlled and uncontrolled airports.
Issue No. 1 34
February 2017
4. Once cleared, flight crews will taxi the aircraft into position, centered on the runway. During this taxi
period flight crews will complete the remaining “Before Takeoff” checklist items.
5. The PF will smoothly and positively apply full power, and state, “available power check”.
6. As the aircraft accelerates, flight crews will check each engine instrument, ensuring that all are
displaying an appropriate reading and that the engine is producing maximum T/O allowed RPM at
sea level. The PF will confirm this by saying, “airspeed is alive, engine instrument normal”, if
appropriate.
7. The PF will utilize rudder pedal steering to maintain the runway centerline.
8. The PF will ensure that his hand is kept on the power lever in the event an aborted takeoff becomes
necessary 67 KIAS(Refer POH for different weights) the PF will call “Vr, rotate”, will smoothly rotate
and establish 72 KIAS climb attitude.
9. Ensure that a ground track along the runway and extended runway centerline is maintained by use of
coordinated rudder and aileron control inputs
10. At safe altitude(300’ AGL) and positive climb is assured retract flaps to up, and establish the
appropriate climb airspeed 88 KIAS and set power to 92%.
11. At 500 feet AGL traffic exit
12. At 1000 feet AGL initiate the “Climb” checklist.

13. Flight crews will ensure that the “After Takeoff” checklist is completed as specified in POH, “Normal
Procedures” and contact tower for a departure message.
NOTE
During gusty wind conditions, climb speeds should be increased

By one half the gust factor (e.g. Climb speed = 87 KIAS, Winds =15 KIAS,
Gusts = 25 KIAS, Climb Speed = 92 KIAS).
NOTE
Flight crews should consider using Vx (V50 as per the AFM) climb airspeed if obstacle clearance is
required.
CAUTION
All airspeeds listed in this section are based on an aircraft

at maximum gross weight.
Flight crews will calculate and use the appropriate tables as outlined in POH, “Performance Data”, in
order to obtain the airspeed for the current weight configuration.
Issue No. 1 35
February 2017
• Flight crew will exhibit knowledge of the elements related to a normal takeoff, climb operations, and
rejected takeoff procedures.
• Flight crews will, ensure that the flight controls are positioned correctly for the existing wind
conditions, clear the area, taxi into takeoff position and align the aircraft with the center / takeoff path.
• Flight crews will lift off at the recommended airspeed as per the POH±5 KIAS (Up to 40 hrs.), ±5KIAS
(>40 hrs.), accelerate to Vy, and establish a pitch attitude that will maintain Vy (72) +10/-5 KIAS (Up
to 40 hrs.), ±5 KIAS (>40 hrs).
• Flight crews will retract the flaps at safe altitude and positive rate of climb is established.
• Flight crews will maintain takeoff power and Climbing speed of 88kts ±10 KIAS (up to 40 hrs.), ±5
KIAS (>40 hrs.) to a safe maneuvering altitude.
• During this time flight crews will maintain directional control and proper wind-drift correction
throughout the takeoff and climb comply with noise abatement procedures and complete the
appropriate checklists.
Issue No. 1 36
February 2017
Diagram: Normal Takeoff and Climb
Issue No. 1 37
February 2017
4.10.2. Subtask: Crosswind Takeoff and Climb
Objective
takeoff and climb procedures. The flight crew will perform all necessary takeoff and climb procedures,
Description
1. Flight crews will ensure that all necessary checklists have been completed prior to arrival at the
holding point line of the runway of intended departure.
2. Once at the holding point line, flight crews will ensure that the “Before Takeoff” checklist is completed
as specified in POH, “Normal Procedures”. For crosswind takeoffs the flight crew will set flaps to up
or T/O flaps.
3. Having completed the “Before Takeoff” checklist, flight crews will contact the control tower for
departure clearance, and at non-towered airports contact 125.9, will make a radio call informing other
traffic of their intention to depart.
WARNING
Flight crews must ensure that the final approach is clear

at both controlled and uncontrolled airports.
4. Once cleared, flight crews will taxi the aircraft into position, centered on the runway. During this taxi
period flight crews will complete the remaining “Before Takeoff” checklist items.
5. Once aligned with the centerline the ailerons must be fully deflected into the wind, and the elevator
placed in the neutral position.
6. The PF will smoothly and positively apply full power, and state, “Available power check”.
displaying an appropriate reading. The PF will confirm this by saying, “airspeed is alive, engine
instrument normal”, if appropriate.
8. The PF will utilize rudder pedal steering and appropriate aileron inputs to maintain the runway
centerline.
necessary 67 KIAS (max gross weight) the PF will call “Vr, rotate”, will smoothly rotate and establish
a Vx 72 KIAS (V50 as per the AFM) climb attitude.
10. As the aircraft rotates, hold the ailerons into the wind. This will result in the downwind wing rising and
the downwind main wheel lifting off first.
Issue No. 1 38
February 2017
11. Once the aircraft rotates, initiate a crab into the wind to maintain runway alignment.
NOTE
If a significant crosswind exists, the aircraft should be held on the ground slightly longer than normal so
as to ensure a smooth, positive liftoff.
coordinated rudder and aileron control inputs.
13. At safe altitude (300’ AGL) and positive climb is assured retract flaps to 0(up), Establish the
appropriate climb airspeed 88 KIAS and reduce power to 92%.
14. At 500 feet AGL traffic exit
15. At 1000 feet AGL initiate the “Climb” checklist.
Procedures” and contact tower for a departure message.
NOTE

by one half the gust factor (e.g. Climb speed = 88KIAS, Winds =15 KIAS,
NOTE
Flight crews should consider using Vx climb airspeed

if obstacle clearance is required.
CAUTION
All airspeeds listed in this section are based on an aircraft at maximum gross weight.
Flight crews will calculate and use the appropriate tables as outlined
In POH, “Performance Data”, in order to obtain the
airspeed for the current weight configuration.
• Flight crew will exhibit knowledge of the elements related to a crosswind takeoff, climb operations,
and rejected takeoff procedures.
conditions, clear the area, taxi into takeoff position and align the aircraft with the center / takeoff path.
• Flight crews will lift off at the recommended airspeed ±5KIAS at any level. Accelerate to Vy, and
establish a pitch attitude that will maintain Vy ±5 KIAS (up to 40 hrs.), ±5 KIAS (>40 hrs.).
Issue No. 1 39
February 2017
• Flight crews will retract flaps after a positive rate of climb is established.
• Flight crews will maintain takeoff power and Vy +10/-5 KIAS (up to 40 hrs.) ±5 KIAS (>40 hrs.) to a
safe maneuvering altitude.
• During this time flight crews will maintain directional control and proper wind-drift correction
throughout the takeoff and climb comply with noise abatement procedures and complete the
Issue No. 1 40
February 2017
Diagram: Crosswind Takeoff and Climb
Issue No. 1 41
February 2017
4.10.3. Subtask: Short Field Takeoff and Maximum Performance Climb
Objective
takeoff and climb procedures. The flight crew will perform all necessary takeoff and climb procedures as
specified in POH, “Normal Procedures”, and as specified later in this chapter.
Description
2. Once at the hold short line, flight crews will ensure that the “Before Takeoff” checklist is completed as
specified in POH, “Normal Procedures”. For short field takeoffs the flight crew will set flaps to T/O, for
DA40.
departure clearance and in uncontrolled tower transmit on 125.9.
WARNING

at both controlled and uncontrolled airports.
4. Once cleared, flight crews will taxi the aircraft into position, centered on the runway, as close to the
approach end of the runway as possible. During this taxi period flight crews will complete the
remaining “Before Takeoff” checklist items.
5. Once aligned with the centerline the ailerons must be fully deflected into the wind, and the elevator
placed in the neutral position, as necessary.
6. Holding the brakes, in order to prevent any movement of the aircraft, the PF will smoothly and
positively apply full power and state, “full power”.
7. Flight crews will check each engine instrument, ensuring that all are displaying an appropriate engine
instrument reading and engine developing Max. T/O power. The PF will confirm this by saying,
“engine instrument normal”, available power checked.
Issue No. 1 42
February 2017
8. The PF will then release the brakes, allowing the aircraft to accelerate and call, “airspeed is alive,
engine instruments are all normal”, if appropriate.
centerline.
necessary. 67KIAS (max gross weight) the PF will call “Vr, rotate”, will smoothly rotate and establish
72 KIAS(max gross weight) climb, until the aircraft reaches 50 feet AGL or is clear of the obstacle.
11. As the aircraft rotates, hold the ailerons into the wind, as necessary. This will result in the downwind
wing rising and the downwind main wheel lifting off first.
12. Once the aircraft rotates, initiate a crab into the wind to maintain runway alignment, as necessary.
NOTE
If a significant crosswind exists, the aircraft should be held on the ground

slightly longer than normal so as to ensure a smooth, positive liftoff.
13. After reaching 50 feet AGL or clear of obstacle accelerate to Vy (flaps take off), at 300’ and when a
positive rate of climb has been established retract flaps and establish the appropriate climb airspeed
88 KIAS and reduce power to 92%..
15. At 500’ AGL traffic exit
16. Perform climb to cruise check upon reaching 1000ft AGL.
17. Flight crews will ensure that the “Climb to cruise” checklist is completed as specified in POH, “Normal
Procedures”.
18. Contact tower for a departure
NOTE

by one half the gust factor (e.g. Climb speed = 88 KIAS, Winds =15 KIAS,
NOTE
Issue No. 1 43
February 2017
CAUTION

Flight crews will calculate, “Performance Data”, in order to obtain the
• Flight crews will exhibit knowledge of the elements related to a short field takeoff, and maximum
performance climb procedures.
conditions, set flaps as recommended, clear the area, taxi into takeoff position utilizing maximum
available takeoff area and align the aircraft with the center / takeoff path.
• Flight crews will apply brakes (if appropriate) while advancing the power lever smoothly to takeoff
power.
• Flight crews will lift off at the recommended airspeed ±5KIAS (up to 40 hrs.) ±5KIAS (>40), accelerate
to recommended obstacle clearance airspeed, or Vx, and establish a pitch attitude that will maintain
the recommended obstacle clearance airspeed, or Vx ±5 KIAS (up to 40 hrs.), ±5 KIAS (>40 hrs.),
until the obstacle is cleared, or until the aircraft is 50 feet (20 meters) above the surface.
• After clearing the obstacle, flight crews will establish a pitch attitude for Vy (72), accelerate to Vy, and
maintain Vy ±5 KIAS (up to 40 hrs.), ±10 KIAS (>40 hrs.), during the climb.
• Flight crews will retract the flaps after clearing any obstacles, or as recommended by the
manufacturer.
• Flight crews will maintain takeoff power and Vy +10/-5 KIAS (up to 40 hrs.), ±5 KIAS (>40 hrs.) to a
• During this time flight crews will maintain directional control, proper wind-drift correction throughout
the takeoff and climb, and complete the appropriate checklists.
Issue No. 1 44
February 2017
Diagram: Short Field Takeoff and Maximum Performance Climb
Issue No. 1 45
February 2017
4.10.4. Subtask: Soft Field Takeoff and Climb
Objective
takeoff and climb procedures. The flight crew will perform all necessary takeoff and climb procedures as
specified in POH, “Normal Procedures”, and as specified later in this chapter.
Description
2. Once at the hold short line, flight crews will ensure that the “Before Takeoff” checklist is completed as
specified in “Normal Procedures”. For soft field takeoffs the flight crew will set flaps to T/O.
departure clearance, and at uncontrolled airports, will make a radio call VHF 125.9 traffic of their
intention to depart.
WARNING

at both towered and non-towered airports.
4. Once cleared, flight crews will taxi the aircraft onto the runway at a brisk pace while maintaining
appropriate back pressure on the control stick throughout the takeoff. During this taxi period flight
crews will complete the remaining “Before Takeoff” checklist items. Braking and / or stopping should
be avoided.
5. Once aligned with the centerline the ailerons must be fully deflected into the wind, as necessary,
while maintaining forward movement.
6. The PF will smoothly and positively apply full power and state, “full power”. As the aircraft
accelerates, adjust the ailerons as necessary, maintain back pressure on the control stick to keep the
nose wheel slightly above the runway surface, and maintain the centerline by using the rudder.
Issue No. 1 46
February 2017
displaying an appropriate reading and check the available power is attained. The PF will confirm by
saying, “available power checked, airspeed is alive, engine gauges normal”, if appropriate.
centerline.
necessary.
10. The back pressure should be adjusted to keep the nose wheel slightly above the runway surface until
the aircraft rotates (approximately 57 – 67 KIAS depending on the aircraft weight) at which point the
PF will call “Vr, rotate”.
11. The aircraft will be kept in ground effect by applying forward pressure on the control stick. On
reaching 60 KIAS a climb will be initiated. The airspeed will then be transitioned to 72 KIAS if an
obstacle exists and passing through 300’ retract flaps and accelerate to 88KIAS and set power to
92%.
13. AT 500’ traffic exit
14. At 1000 feet AGL, initiate the “Climb to cruise” checklist.

Procedures” and contact tower for departure message.
NOTE

by one half the gust factor (e.g. Climb speed = 88 KIAS, Winds =15 KIAS,
NOTE

Issue No. 1 47
February 2017
CAUTION
• Flight crews will exhibit knowledge of the elements related to a soft field takeoff and climb.
• Flight crews will position the flight controls for existing conditions and to maximize lift as quickly as
possible.
• Flight crews will clear the area, taxi onto the takeoff surface at a speed consistent with safety, without
stopping, while advancing the power lever smoothly to takeoff power.
• Flight crews will establish and maintain a pitch attitude that will transfer the weight of the aircraft from
the wheels to the wings as rapidly as possible, ensuring that the aircraft lifts off at the lowest possible
airspeed and remains in ground effect while accelerating to Vx or Vy, as appropriate.
• Flight crews will then establish a pitch attitude for Vx or Vy, as appropriate, and maintain the selected
airspeed ±5 KIAS, 40hours flight time, ±5 KIAS>40 KIAS flight time, during the climb.
• Flight crews will retract flaps after clearing any obstacles and passing 300’AGL, or as recommended
by the manufacturer.
• Flight crews will maintain takeoff power and Vx or Vy ±5 KIAS<40 hours flight time, ±5KIAS (40 hours
flight time to a safe maneuvering altitude.
• During this time flight crews will maintain directional control, proper wind-drift correction throughout
the takeoff and climb, and complete the appropriate checklists.
Issue No. 1 48
February 2017
Diagram: Soft Field Takeoff and Climb
Issue No. 1 49
February 2017
4.10.5. Subtask: Rejected Takeoff
Objective
Flight crews will develop decision making, coordination, smoothness and control in order to conduct safe
and efficient abort (reject) procedure. The flight crew will perform all necessary abort procedures as
specified later in this chapter.
Description
5. Flight crews will abort a takeoff any time abnormalities are noticed in the engine gauges (caution or
warning annunciation), any abnormal noise, runway incursion or if any other problem develops that
may affect safety of flight or when instructed by control tower.
6. In the eventuality that a takeoff is aborted the PF will abort the takeoff by calling “abort”, and the
nature of the problem, (e.g., “Engine Failure”, “Engine Fire”, etc.).
7. The PF will immediately IDLE the power lever, retract the flaps and apply brakes, as necessary,
maintain directional control with the rudder pedal steering, apply the appropriate aileron for the wind
conditions, and stop the aircraft as soon as possible.
8. Inform tower “Aborting due to mechanical”.
WARNING
This maneuver may be practiced during dual flights only.
• Flight crews will exhibit knowledge of the elements related to a rejected takeoff.
• Flight crews will complete the appropriate checklists and maintain directional control throughout the
aborted takeoff.
Issue No. 1 50
February 2017
4.10.6. Subtask: Departure Procedures
Objective
airport departure procedures. The flight crew will perform all necessary procedures as specified in POH,
Description
1. After rotation, flight crews will perform the appropriate Take-off procedure that can be found earlier in
this chapter.
2. Upon reaching a 1000 feet AGL place the fuel pump into the OFF position.
NOTE
When turning off the fuel pump, ensure that the fuel pressure remains in the green range.
For circuit (pattern) operations the fuel pump will remain in the ON position.
NOTE
If remaining in the circuit (pattern) climb to CA (TPA) at 88KIAS.
• Flight crews will exhibit knowledge of the elements related to traffic patterns. This shall include
procedures at airports with and without operating control towers, prevention of runway incursions,
collision avoidance, wake turbulence avoidance, and wind shear.
• Flight crews will comply with proper traffic pattern procedures, maintain proper spacing from other
aircraft and correct for wind-drift to maintain proper ground track.
• Flight crews will also maintain orientation with the runway / landing area in use, and will maintain
traffic pattern altitude ±100 feet (30 meters)(PPL & CPL), and the appropriate airspeeds ±10 KIAS.
Issue No. 1 51
February 2017
Diagram: Departure procedures
Issue No. 1 52
February 2017
4.11. Task: Maneuvers
• Pre-Maneuver Checklist
• Clearing Turns
• Fundamental maneuvers
• Maneuvering During Slow Flight (Clean Configuration)
• Maneuvering During Slow Flight (Specified Configuration)
• Takeoff Configuration Stall
• Departure Configuration Stall
• Approach Configuration Stall
• Landing Configuration Stall
• Accelerated Stalls
• Elevator Trim Stalls
• Crossed-Control Stalls
• Secondary Stalls
• Steep Turns
• Chandelles
• Lazy Eights
• Steep Spirals
• Emergency Descent
• Rectangular Course
• S-Turns
• Turns around A Point
• Eights On Pylons
Issue No. 1 53
February 2017
4.11.1. Subtask: Pre-Maneuver Checklist
Objective
Flight crews will develop smoothness, coordination and orientation in order to conduct safe and efficient
pre-maneuver checklist procedures prior to any maneuver. The flight crew will perform all necessary pre-
maneuver checklist items as specified in this chapter.
CAUTION
This checklist will be completed prior to the start of any maneuver.
NOTE
The electric fuel pump should be set to the ON position

during takeoffs, landings and whenever fuel starvation expected to occur.
1. Flight crews will verify that they have sufficient height above the ground/terrain
2. Flight crews will verify that the airframe is in the appropriate configuration
3. The position lights, strobe lights will be set to the on position. This will ensure that the aircraft is as
visible as possible to other aircraft.
4. Flight crews verify that the engine temperature and pressure gauges are all reading correctly.
5. Flight crews will ensure that the seats and belts are securely fastened and that any baggage is also
secured.
6. Flight crews will verify that they are in a secure area to perform the maneuver, Away from: Airspace,
Build up areas, clouds, controlled and danger area
7. Flight crews will verify that the checklist has been completed by saying, “Pre-Maneuver checklist
completed.”
NOTE
HASELL check:
H: Height sufficient for recovery 1500’AGL or recommended by the manufacturers whichever is higher.
A: Airframe, Flaps- as required, Fuel valve –Normal position
S: Security: check seatbelts are fastened, Cabin is secured
E: Engine parameters are all in green, No- Annunciator
Issue No. 1 54
February 2017
L: Location: Should not be over people gathering, over mountainous area, over villages, into the sun, into clouds.
L: Lookout: two 90dgree/one 180dgree clearing turn
Issue No. 1 55
February 2017
4.11.2. Subtask: Clearing Turns
Objective
Flight crews will develop smoothness, coordination and orientation in order to conduct safe and efficient clearing
turn procedures prior to any maneuver. The flight crew will perform all necessary clearing turn items as specified
in this chapter.
Description
1. Flight crews will ensure that the immediate area is clear of obstructions and other aircraft by initiating a
combination of turns, one to the left then one to the right(Two 90 degree turns).
WARNING
Clearing turns will be conducted before each maneuver as required.
2. Flight crews will enter a medium banked turn in the appropriate direction. Prior to starting a turn in any
direction the flight crew will ensure that there are no aircraft in the immediate area for the direction of the turn.
3. During the turn continuously scan the area above, below and ahead of the aircraft.
4. After a 90o turn to the left has been completed the aircraft should be rolled wings level. To continue in the
original direction, turn back 90o to the original entry heading.
5. Once the turns have been completed and the flight crew has determined that the area is clear of other aircraft
and obstructions, the maneuver may be started.
NOTE
The Pre-Maneuver Checklist may not be conducted during

Clearing turns.
Issue No. 1 56
February 2017
4.11.3. Task: Fundamental Maneuvers
4.11.3.1. Subtask: Straight and Level
Objective
Flight crews will develop smoothness, coordination, orientation, division of attention, and correct control
techniques while executing straight and level flight using outside and instrument references.
Description
1. During a straight and level flight, the PF should set power to 60%.
2. The PF should keep wings level with aileron indicated by the horizon and wingtips to the horizon relative
distances
3. Altitude is kept constant with elevator using a fixed distance from the cowling to the horizon
4. Yaw is stopped with rudder
5. The PF should trim the airplane by feeling the pressures in the control stick, not by releasing the control stick
to see what happens. It is the development of the pilots’ sense of the incorrect pressures that must be
recognized. This allows the pilot to eliminate the undesired control pressures.
6. For altitude deviations of less than 100’, The PF should correct with Pitch and if more than 100’ the PF should
use both pitch and small power adjustment.
• Flight crews will exhibit adequate knowledge of the elements related to visual flying during straight and level
flight.
• Flight crews will maintain straight and level flight at specified heading ±15oand altitude ±150 feet (up to 40hrs)
and heading ±10oand altitude ±100 feet (above 40 hrs.).
• Flight crews should demonstrate proper scanning techniques
4.11.3.2. Subtask: Level Turns
Objective
techniques while executing turns using visual and instrument references
Description
1. The PF should clear the area to the direction of the turn

2. The PF will initiate the roll into the turn using visual and instrument references with coordinated aileron and
o o
rudder pressure. Turns will be practiced with shallow (20 ) and Medium (30 ) bank angles.
3. The PF should apply a small amount of elevator back pressure needed to counteract the loss of lift.
Issue No. 1 57
February 2017
4. Turns are made to a heading – Anticipate the roll out by 1/3 of the bank angle used
5. Rudder is used with aileron to eliminate adverse yaw when rolling in or out of a turn
NOTE
Sight picture is different for left and right turns because the pilot is not sitting on the
centerline
• Flight crews should exhibit adequate knowledge of the elements related to visual flying during level turns.
• Flight crews should maintain angle of bank within 8 o of given bank angle, should roll out within 15oof a
o
specified heading or reference taken and will maintain altitude ±150 feet (up to 40hrs) and within 6 bank
0
angle, 10 heading and 100feet (above 40 hrs).
• Flight crews should demonstrate proper visual scanning technique, and apply the appropriate pitch, bank, and
power and trim corrections.
• Flight crews should make smooth and coordinated control applications.
4.11.3.3. Subtask: Climbs/ climbing turns
Objective
techniques while executing climb using outside and instrument references in order to conduct safe and efficient
climb procedures.
Description
1. The PF should take outside reference, set target altitude and heading.
2. In order to establish and maintain a climb, the PF should raise the nose to the desired climbing attitude with
the natural horizon. Once the appropriate pitch attitude has been set and the airspeed approaches the
desired climb airspeed (88kts), the power should be set to 90% with necessary right rudder. The selected
attitude should be held as the airspeed decreases to the desired climbing airspeed.
3. During climbing turns, the PF should pitch up to climbing attitude and simultaneously bank in the desired
o
direction to maintain 20 bank.
Issue No. 1 58
February 2017
4. Once the desired changes have been made, the PF should set the elevator trim for “hands off” flying and
accomplish “Climbing Check”.
5. In order to level off from the climb, the PF will smoothly lower the nose to the natural horizon and allow the
airspeed to increase to the desired cruise airspeed.
NOTE
When leveling off from a climb flight crews should use a lead of approximately 10% of the rate of
climb, (e.g. at 500 feet per minute climb flight crews should begin a level off 50 feet prior to
reaching the desired altitude).
6. On reaching the desired cruise airspeed 100KIAS; the PF should reduce the power lever to the desired cruise
power setting (60%).
7. To recover from a climbing turn, the PF should take lead point for altitude and heading as appropriate.
8. Once the desired cruise altitude and airspeed has been obtained, the PF will set the elevator trim for “hands
off” flying and callout cruise checklist.
• Flight crews will exhibit adequate knowledge of the elements relating visual attitude flying during constant
airspeed climbs.
• Flight crews will maintain the specified airspeed ±10 KIAS, heading ±15o, if in a turning maneuver, within 7o of
the specified bank angle, and performs the level off within 150 feet of the specified altitude (up to 40 hrs.’).and
o
+/- 5KIAS, +/-10 , 5o bank and +/- 100 feet.
• Flight crews will maintains coordination at all times.
4.11.3.4. Subtask: Descent/ Descending turns
Objective
techniques while executing a descent using outside and instrument references in order to conduct safe and
efficient descent procedures.
Description
1. The PF should take outside reference, set target altitude and heading.
2. In order to establish and maintain a descent, the PF should reduce the power lever, as appropriate (25%),
and maintain a level flight until the desired descent airspeed is attained.
Issue No. 1 59
February 2017
3. On reaching the desired descent airspeed 100 KIAS, the PF should lower the nose below the natural horizon,
to the approximate descent attitude and simultaneously establish 20 degrees bank in the desired direction.
4. Once the desired changes have been made, the PF should set the elevator trim for “hands off” flying and
accomplish “Descent Check”.
5. In order to level off from the descent, the PF should smoothly increase power to 60%and simultaneously raise
the nose to the horizon, and roll out 1/3 of the bank angle of the desired heading simultaneously or whichever
comes first.
NOTE
When leveling off from a descent flight crews should use a lead of approximately 10% of the rate
of descent, (e.g. at 500 feet per minute descent flight crews should begin a level off 50 feet prior to
reaching the desired altitude).
6. Once the desired cruise altitude and airspeed has been obtained, the PF will set the elevator trim for “hands
off” flying and accomplish “Cruise check”.
• Flight crews will exhibit adequate knowledge of the elements relating visual attitude flying during constant
airspeed descents.
• Flight crews will maintain the specified airspeed ±10 KIAS, heading ±7o, if in a turning maneuver, within 5o of
the specified bank angle, and performs the level off within 150feet of the specified altitude.
• Flight crews will Maintains coordination at all times.
Issue No. 1 60
February 2017
4.11.4. Task: Advanced Maneuvers
4.11.4.1. Subtask: Maneuvering During Slow Flight (Clean Configuration and
different configuration)
Objective
maneuvering during slow flight procedures. Flight crews will be able to recognize changes in the aircraft flight
characteristics and control effectiveness at critically slow airspeeds in various configurations.
Description
1. The PF will select an altitude that will allow for the maneuver to be recovered above 1500 feet AGL.
2. Prior to commencing the maneuver, the PF will ensure that all pre-maneuver checklist items have been
completed as specified earlier in this chapter.
3. The PF will perform clearing turns, as specified earlier in this chapter.
4. The PF will configure the aircraft for straight and level flight and choose a reference point or heading to begin
the maneuver.
5. The PF will set the power to 25% and trim the aircraft as necessary.
6. During the power reduction the PF will maintain altitude by smoothly increasing pitch as the airspeed
decreases.
7. As the airspeed approaches approximately to 75KIAS clean configuration, the PF will adjust power as
o
necessary to maintain level flight and make 90 turnat10°-15° bank to either side.
8. On the new heading maintain 70KIAS with flaps on T/O (Vs1) and the PF will adjust power as necessary to
maintain level flight. Then turn to the original heading.
NOTE
Flight at minimum airspeed will vary depending on the weight

loading, and power setting of the aircraft, as well as the
prevailing weather conditions.
Issue No. 1 61
February 2017
9. The PF will recover by initiating a smooth application power to 90%, adjusting the pitch to maintain the
altitude, as the airspeed increases to 72KIAS set flaps UP.
10. When airspeed accelerates to 100KIAS set power to 60%, and trim the aircraft as necessary.
11. The PF will perform cruise check then resume normal flight.
• Flight crews will exhibit knowledge of the elements related to maneuvering during slow flight.
• Flight crews will select an entry altitude that will allow the task to be completed no lower than 1500 feet AGL.
• Flight crews will establish and maintain an airspeed at which any further increase in angle of attack, increase
in load factor, or reduction in power, would result in an immediate stall.
• Flight crews will accomplish coordinated straight and level flight, turns with flap configurations specified by the
examiner, while dividing attention between aircraft control and orientation.
• Flight crews will maintain the specified altitude ±150 feet, heading ±15o,±10 KIAS speed for PF with
≤40Hoursflying time, altitude ±100 feet, heading ±10o,±5 KIAS speed for PF with ≥40Hoursflying time
Issue No. 1 62
February 2017
4.11.4.2. Subtask: Power-On Stalls (Takeoff Configuration) (Departure stall)
Objective
Flight crews will develop smoothness, coordination and orientation in order to conduct safe and efficient power-on
stall procedures. Flight crews will be able to recognize changes in the aircraft flight characteristics and control
effectiveness as the stall approaches in the takeoff configuration and to recover properly with minimum loss of
altitude.
Description
3. The PF will perform a clearing turns, as specified earlier in this chapter.
the maneuver.
5. The PF will set the power lever to25% and trim the aircraft as necessary.
6. At airspeed lower than 100KIAS, the PF will lower flaps to T/O.
decreases.
8. As the airspeed approaches 72 KIAS, the PF will set the power lever to takeoff power (full power, while
increasing pitch to an attitude (not more than 30 degrees) that will result in a steady decrease in airspeed.)
9. The PF will announce, “Stall warning” “Stall” and initiate the recovery at the students or instructors discretion
as specified.
NOTE
During training operations, flight crews may conduct stalls to the

imminent condition.
NOTE
IMMINENT STALL - Buffeting, stall warning horn, or rapid decay

of control effectiveness.
STALL - A sudden loss of control effectiveness, excessive sink rate,
or sudden decrease in pitch attitude.
Issue No. 1 63
February 2017
11. The PF will initiate a recovery by decreasing the angle of attack then applying full power and, if appropriate,
leveling the wings.
12. The PF will pitch for an attitude that will ensure a minimal loss of altitude and a positive rate of climb.
13. The PF will retract the flaps at 72 KIAS smoothly in increments, if extended, and establish a climb speed of 72
KIAS (Vx) or (Vy) as specified. Once the recovery has been completed a normal climb speed of 88 KIAS will
be initiated.
14. When advised to stop the climb the PF will level off the aircraft and perform cruise check then resume normal
cruise.
• Flight crews will exhibit knowledge of the elements related to power-on stalls.
• Flight crews will establish the appropriate takeoff / departure configuration.
• Flight crews will transition a bit fast from the takeoff / departure attitude to the pitch attitude that will induce a
stall.
• Flight crews will recognize and recover promptly after the stall occurs by reducing the angle of attack, and
leveling the wings to return to a straight and level flight attitude with a minimum loss of altitude appropriate for
the aircraft.
• Flight crews will retract the flaps to the recommended setting and establish a positive rate of climb
• Flight crews will accelerate to Vx or Vy airspeed before the final flap retraction; return to the altitude, heading,
and airspeed specified by the examiner.
Diagram: Power On Stall
Issue No. 1 64
February 2017
Issue No. 1 65
February 2017
4.11.4.3. Subtask: Power-Off Stalls (Approach Configuration)
Objective
Flight crews will develop smoothness, coordination and orientation in order to conduct safe and efficient power-off
stall procedures. Flight crews will be able to recognize changes in the aircraft flight characteristics and control
effectiveness as the stall approaches in the approach configuration.
Description
the maneuver.
5. The PF will set the power lever to 25% and trim the aircraft as necessary.
6. Speed below 100KIAS flaps to T/O.
7. Speed below 90KIAS flaps to landing,
8. The PF will establish a stabilized descent at 77 KIAS for 200 feet.
9. The PF will smoothly set the power lever to IDLE, while increasing pitch to a landing attitude that will result in
a steady decrease in airspeed.
10. The PF will announce, “Stall Warning” and or, “Stall” and initiate the recovery at students or instructors
discretion as specified
NOTE
During training operations, flight crews may conduct stalls

to the imminent condition.
NOTE

Issue No. 1 66
February 2017
11. The PF will initiate a recovery by promptly decreasing the angle of attack to slightly above the horizon and, if
appropriate, leveling the wings and then applying full power, right rudder and establishing a positive rate of
climb.
12. Retract landing flaps at 67 KIAS to T/O and up at 72 KIAS, positive rate and reduce power 90%
12. Once the recovery from stall has been completed a normal climb speed of 88 KIAS will be initiated.
13. When advised to stop the climb the PF will level off the aircraft and perform cruise check then resume normal
cruise.
Issue No. 1 67
February 2017
• Flight crews will exhibit knowledge of the elements related to power-off stalls.
• Flight crews will establish a stabilized descent in the approach or landing configuration, as specified by the
examiner.
• Flight crews will transition smoothly form the approach or landing attitude to the pitch attitude that will induce
a stall.
• Flight crews will recognize and recover promptly after the stall occurs by reducing the angle of attack, then
increasing power to maximum allowable, and leveling the wings to return to a straight and level flight attitude
with a minimum loss of altitude appropriate for the aircraft.
• Flight crews will retract the flaps to the recommended setting and establish a positive rate of climb.
• Flight crews will accelerate to Vx or Vy airspeed before the final flap retraction and return to the altitude,
heading and airspeed specified by the examiner.
Diagram: Power-Off stall
Issue No. 1 68
February 2017
Issue No. 1 69
February 2017
4.11.4.4. Subtask: Accelerated Stalls (Demonstration)
Objective
accelerated stall procedures. Flight crews will be able to recognize how changes in angle of bank and load factor
affect the stalling speed of the aircraft.
Description
3. Visually clear before starting the maneuver to the side of the turn.
the maneuver.
6. Establish a coordinated 45o bank, in the direction specified, while continuing to smoothly and firmly apply
back pressure until aircraft shudders.
7. As the aircraft shudders ease the back pressure and rollout to wing level.
8. Adjust power for straight and level flight.
NOTE
Flight crews should establish the bank rapidly while firmly applying
back pressure to maintain altitude, ensuring that the stall
is reached prior to 90° of turn.
Issue No. 1 70
February 2017
WARNING
Flight crews will ensure that the aircraft remains below Va at all times.
This speed restriction must be observed to prevent exceeding
the load limit of the aircraft.
• Flight crews will exhibit knowledge of the elements related to accelerated stalls.
• Flight crews will recognize and recover promptly after the stall occurs by simultaneously reducing the back
pressure, and leveling the wings to return to a straight and level flight attitude with a minimum loss of altitude
appropriate for the aircraft.
Issue No. 1 71
February 2017
Diagram: Accelerated Stall
Issue No. 1 72
February 2017
4.11.4.5. Subtask: Elevator Trim Stalls (Demonstration)
Objective
Flight crews will develop smoothness, coordination and orientation in order to conduct safe and efficient elevator
trim stall procedures. Flight crews will be able to recognize changes in the aircraft flight characteristics and
control effectiveness as the stall approaches.
Description
the maneuver.
6. Speed below 100KIAS flaps to T/O
7. Speed below 90KIAS flaps to landing
8. The PF will establish a stabilized descent at 77 KIAS.
9. The PF will smoothly set the power lever to IDLE and re-trim the aircraft in the stabilized descent at 77 KIAS.
10. The PF will apply full power and allow the pitch attitude to increase above the normal climb attitude
maintaining direction with aileron and rudder.
11. The PF will announce, “Stall Warning” and or, “Stall” and initiate the recovery.
Issue No. 1 73
February 2017
12. The PF will initiate a recovery by promptly decreasing the angle of attack, setting the flaps to T/O at 67KIAS
and up at 72KIAS and, if appropriate, leveling the wings.
NOTE
Recovery will be initiated when the stall is imminent.
NOTE

14. The PF will then resume normal cruise or training cruise flight.
Issue No. 1 74
February 2017
• Flight crews will exhibit instructional knowledge of the elements related to elevator trim stalls, in selected flap
configurations by describing:
a. The aerodynamics of elevator trim stalls.

b. The hazards of inadequate control pressures to compensate for thrust, torque, and up-elevator trim during go-around and other
related maneuvers.
c. The entry procedure and minimum entry altitude.
d. The recognition of elevator trim stalls.
e. The importance of recovering from an elevator trim stall immediately upon recognition.
• Flight crews will exhibit instructional knowledge of common errors related to elevator trim stalls, in selected
flap configurations by describing:
a. The failure to present simulated student instruction that adequately emphasizes the hazards of poor
correction for torque and up-elevator trim during go-around and other maneuvers.
b. The failure to establish the selected configuration prior to entry.
c. The improper or inadequate demonstration of the recognition of and the recovery from an elevator trim
stall.
• Flight crews will demonstrate and simultaneously explain elevator trim stalls, in selected flap configurations,
from an instructional standpoint.
• Flight crews will analyze and correct simulated common errors related to elevator trim stalls in selected flap
configurations.
Issue No. 1 75
February 2017
Diagram: Elevator Trim Stall
Issue No. 1 76
February 2017
4.11.4.6. Subtask: Crossed-Control Stalls (Demonstration)
Objective
Flight crews will develop smoothness, coordination and orientation in order to conduct safe and efficient crossed
control-stall procedures. Flight crews will be able to recognize changes in the aircraft flight characteristics and
Description
the maneuver.
7. The PF will smoothly set the power lever to IDLE and re-trim the aircraft in the stabilized descent at 77 KIAS.
8. The PF initiate a 30o bank in either direction. During the turn excessive rudder will be applied in the direction
of the turn, while holding the bank constant by applying opposite aileron pressure.
Issue No. 1 77
February 2017
NOTE
NOTE

10. The PF will initiate a recovery by decreasing the angle of attack then applying full power, and, if appropriate,
leveling the wings and rudder must be coordinated.
12. The PF will establish a climb speed of (Vx) or (Vy) as specified. Once the recovery has been completed a
normal climb speed of 88 KIAS will be initiated.
Issue No. 1 78
February 2017
• Flight crews will exhibit instructional knowledge of the elements related to crossed-control stalls, with the
landing gear extended by describing:
a. The aerodynamics of crossed-control stalls.

b. The effects of crossed controls in gliding or reduced airspeed descending turns.
c. Flight situations where unintentional crossed-control stalls may occur.
d. The entry procedure and minimum entry altitude.
e. The recognition of crossed-control stalls.
f. The recovery procedure and minimum recovery altitude.
• Flight crews will exhibit the instructional knowledge of common errors related to crossed-control stalls by
describing:
a. The failure to establish the selected configuration prior to entry.

b. The failure to establish a crossed-control turn and stall condition that will adequately demonstrate the
hazards of a crossed-control stall.
c. The improper or inadequate demonstration of the recognition and recovery from a crossed-control stall.
d. The failure to present simulated student instruction that emphasizes the hazard of a cross-control
condition in a gliding or reduced airspeed condition.
• Flight crews will demonstrate and simultaneously explain a crossed-control stall, from an instructional
standpoint.
• Flight crews will analyze and correct simulated common errors related to crossed-control.
Issue No. 1 79
February 2017
Diagram: Crossed-Control Stalls (Demonstration)
Issue No. 1 80
February 2017
4.11.4.7. Subtask: Secondary Stalls (Demonstration)
Objective
secondary stall procedures. Flight crews will be able to recognize changes in the aircraft flight characteristics and
Description
the maneuver.
6. At an airspeed of 100 KIAS (Vfe) or lower, the PF will smoothly lower flaps to T/O and at 90KIAS flaps to
landing as specified.
8. The PF will smoothly set the power lever to IDLE, while increasing pitch to an attitude that will result in a steady
decrease in airspeed.
9. The PF will announce, “Stall Warning” and or, “Stall” and initiate the recovery by reducing the pitch attitude.
NOTE
NOTE

10. The PF will add excessive back pressure in order to induce another (secondary) stall.
11. The PF will again announce, “Stall Warning” and or, “Stall” and initiate the recovery.
Issue No. 1 81
February 2017
12. The PF will initiate a recovery by decreasing the angle of attack then apply full power ,torque control,
setting the flaps to T/O 67KIAS and up at 72KIAS and, if appropriate, leveling the wings.
13. The PF will smoothly lower pitch for an attitude that will ensure a minimal loss of altitude and a
positive rate of climb.
14. Once the recovery has been completed a normal climb speed of 88 KIAS will be initiated.
Issue No. 1 82
February 2017
• Flight crews will exhibit the instructional knowledge of the elements of secondary stalls, in selected flap
configurations by describing:
a. The aerodynamics of secondary stalls.

b. The flight situations where secondary stalls may occur.
c. The hazards of secondary stalls during normal stall or spin recovery.
d. The entry procedure and minimum entry altitude.
e. The recognition of a secondary stall.
f. The recovery procedure and minimum recovery altitude.
• Flight crews will exhibit the instructional knowledge of common errors related to secondary stalls, in selected
flap configurations by describing:
a. The failure to establish the selected configuration prior to entry.

b. The improper or inadequate demonstration of the recognition of and recovery from a secondary stall.
c. The failure to present simulated student instruction that adequately emphasizes the hazards of poor
procedure in recovering from a primary stall.
• Flight crews will demonstrate and simultaneously explain secondary stalls, in selected flap configurations,
from an instructional standpoint.
• Flight crews will analyze and correct simulated common errors related to secondary stalls in selected flap
configurations.
Issue No. 1 83
February 2017
Diagram: Secondary Stalls (Demonstration)
Issue No. 1 84
February 2017
4.11.4.8. Subtask: Steep Turns
Objective
Flight crews will develop smoothness, coordination and orientation in order to conduct safe and efficient steep
turn procedures. Flight crews will be able to recognize changes in the aircraft flight characteristics while
executing high performance turns.
Description
3. The PF will perform a clearing turn, as specified earlier in this chapter.
the maneuver.
5. The PF will establish the aircraft in level cruise flight at the correct Va for the aircraft weight.
WARNING
6. The PF will smoothly roll the aircraft into a 45o bank turn to the left.
7. As the bank angle increases, back elevator pressure should be added to maintain constant altitude and the
airspeed should be controlled by smooth application of power if required.
8. The PF will maintain a constant angle of bank, altitude and airspeed (100kts) during the turn.
9. The PF will smoothly initiate the rollout approximately 1/2 the bank angle prior to the desired rollout heading
(e.g. 45o of bank would result in initiating the rollout approximately 23o prior to the desired heading).
Issue No. 1 85
February 2017
10. During the rollout, the PF will relax the control pressure used to maintain the altitude during the turn, and
reduce the power to the initial entry power setting.
11. A second turn will then be initiated to the right as instructed.
NOTE
Flight crews are advised to utilize trim during the maneuver

to aid in the smooth control of the aircraft, and
to alleviate the need for excessive control inputs.
NOTE
Flight crews will maintain coordination at all times.
• Flight crews will exhibit knowledge of the elements related to steep turns.
• Flight crews will establish the manufacturer’s recommended airspeed, or if one is not stated, a safe airspeed
not to exceed Va.
• Flight crews will roll into a coordinated 360o steep turn with at least 45o, followed by a 360o steep turn in the
opposite direction as specified by the examiner.
• Flight crews will divide attention between aircraft control and orientation.
• Flight crews will maintain the entry altitude, ±150 feet, airspeed ±10 KIAS, bank ±7o; and roll out on the entry
heading, ±15o (up to 40hrs.), and ±100 feet, airspeed ±5 KIAS, bank ±5o; and roll out on the entry heading,
±10o (up to 40hrs.)
Issue No. 1 86
February 2017
13. During the rollout, the PF will relax the control pressure used to maintain the altitude during the turn, and
reduce the power to the initial entry power setting.
14. A second turn will then be initiated to the right as instructed.
NOTE

to aid in the smooth control of the aircraft, and
NOTE
Issue No. 1 87
February 2017
Diagram: Steep Turns
Issue No. 1 88
February 2017
4.11.4.9. Subtask: Chandelles
Objective
Flight crews will develop smoothness, coordination and orientation in order to conduct safe and efficient chandelle
procedures. Flight crews will be able to recognize changes in the aircraft flight characteristics at varying
airspeeds and attitudes.
Description
3. The PF will perform clearing turns to the side of maneuver, as specified earlier in this chapter.
4. The PF will configure the aircraft for straight and level flight, and select a prominent reference point, or
appropriate straight-line reference (such as a road or pick) off the wing tip.
5. The PF will initiate this maneuver into the wind in order to avoid drifting away from the reference point / and or
out of the practice area.
0
6. Once abeam the reference, the flight crews, will roll into a coordinated 30 bank turn in the direction of the
reference point. Then flight crews will smoothly apply full power while simultaneously increasing the pitch
0
attitude at constant rate so as to obtain a pitch attitude at 90 point which, when maintained will result in the
0
aircraft slowing to just above stalling speed at the completion of the 180 of turn.
0 0
7. During the second 90 turn the flight crews, on passing the 90 reference point, the pitch attitude should be
0 0
maintained constant (approximately 10 – 12 ) and begin a slow, constant rate rollout as to arrive at wings
0
level position just as 180 turn is completed with the initial reference point located off the wing. The airspeed
should be within 5 to 10 KIAS of stalling at this point.(Approximately 70-75KIAS)
8. The flight crews will ensure a minimum airspeed near the stall with minimal change in altitude.
Issue No. 1 89
February 2017
• Flight crews will exhibit knowledge of the elements related to chandelles.
• Flight crews will select an entry altitude that will allow the maneuver to be performed no lower than 1500 feet
AGL.
• Flight crews will establish the recommended entry configuration, power and airspeed.
• Flight crews will establish the angle of bank at approximately 30o.
• Flight crews will simultaneously apply power and pitch to maintain a smooth, coordinated climbing turn to the
90o point, with a constant bank.
• Flight crews will then begin a coordinated constant rate rollout from the 90o point to the 180o point maintaining
power and a constant pitch attitude.
• Flight crews will complete the rollout at the 180o point, ±10o, just above the stall airspeed, and maintain that
airspeed momentarily avoiding a stall.
• Flight crews will then resume straight and level flight with a minimum loss of altitude.
Issue No. 1 90
February 2017
Diagram: Chandelles
Issue No. 1 91
February 2017
4.11.4.10. Subtask: Lazy Eights
Objective
Flight crews will develop smoothness, coordination and orientation in order to conduct safe and efficient lazy eight
procedures. Flight crews will be able to recognize changes in the aircraft flight characteristics at varying
airspeeds and attitudes while demonstrating good planning.
Description
3. The PF will perform visual clearing to side of maneuver, as specified earlier in this chapter.
4. The PF will configure the aircraft for straight and level flight, and select prominent reference points on or near
the horizon at the 45o, 90o and 135o points. If possible, selecting an appropriate straight-line reference (such
as a road) off the wing tip will help to give the flight crews a good reference line.
5. The PF will initiate this maneuver into the wind in order to avoid drifting away from the reference point / and or
out of the practice area.
6. The PF will establish the aircraft at level attitude with 60% power setting not exceeding maneuvering airspeed
(113KIAS for maximum gross weight).
7. The PF will then initiate a coordinated, gradual climbing turn in the direction of the 90o reference point. The
turn should be planned so that the aircraft arrives at maximum pitch up attitude, with approximately ½ the
maximum bank angle (approximately 15o) at the 45o reference point.
8. The PF will continue to increase the bank angle to 30o through to the 90o reference point.
0
9. Passing the 45 reference, the PF will slowly decrease the pitch and increase bank attitude to get a level pitch
0
attitude and a bank angle of approximately 30o at the 90 reference point. The airspeed should be within 5 to
0
10 KIAS of stalling speed crossing the 90 reference point.
10. The PF will then ensure that the pitch attitude and bank angle are smoothly decreased so that on arrival at the
135o reference point, the pitch attitude will be at its lowest point and the bank angle will be approximately ½
the maximum bank angle (approximately 15o).
Issue No. 1 92
February 2017
11. As the aircraft passes through the 135o reference point the PF will continue to roll out the bank so that the
aircraft is returned to straight and level flight at the entry altitude and airspeed on reaching the 180o point.
12. The PF will then initiate the same procedure in the opposite direction.
13. On completion of the second symmetrical loop the PF will resume normal cruise or training cruise flight.
• Flight crews will exhibit knowledge of the elements related to lazy eights.
• Flight crews will select an altitude that will allow the task to be performed no lower than 1500 feet AGL.
• Flight crews will establish the recommended entry configuration, power and airspeed.
• Flight crews will maintain coordinated flight throughout the maneuver.
• Flight crews will achieve the following throughout the maneuver:
a. Approximately 30o of bank at the steepest point.

b. A constant change of pitch and roll rate.
o
c. Altitude tolerances at the 180 points of ±100 feet from the entry altitude.
o
d. Airspeed tolerances at the 180 points of ±10 KIAS from the entry airspeed.
o o
e. Heading tolerances at the 180 points of ±10 .
• Flight crews will continue the maneuver through the number of symmetrical loops specified and will then
resume straight and level flight.
Issue No. 1 93
February 2017
Diagram: Lazy Eights
Issue No. 1 94
February 2017
4.11.4.11. Subtask: Gliding (steep) Spiral
Objective
Flight crews will develop smoothness and proficiency in power off gliding turns, wind drift control, planning,
orientation and division of attention, while performing a constant ground-track descent, in order to conduct safe
and efficient steep spiral procedures.
Description
1. Sufficient altitude must be obtained before starting this maneuver so that the spiral may be continued through
a series of at least three 360° turns. The maneuver should not be continued below 1,000 feet above the
surface unless performing an emergency landing in conjunction with the spiral.
3. The PF will perform clearing area towards the turns, as specified earlier in this chapter.
4. The PF will configure the aircraft for straight and level flight, and select a prominent reference point on the
ground.
5. The PF will enter the maneuver on the downwind, by setting the power to idle and maintaining the altitude
while reducing the airspeed to 88 KIAS.
6. Once established at 88 KIAS the PF will initiate a descending spiral. During the turns, bank angle will be
adjusted as necessary to maintain a constant radius from the point.
7. The bank during this maneuver will not exceed 60o at its steepest point. This will require the PF to correct for
wind drift by steepening the bank on the downwind headings and Swallowing the bank on the upwind
headings.
NOTE
On the downwind side of the maneuver, the steeper the angle of bank
the lower the pitch attitude must be to maintain a given airspeed.
8. Upon completion of 3 turns, the PF will terminate the maneuver by applying full power and returning to normal
cruise or training cruise flight.
CAUTION
This maneuver will not be continued below a minimum safe altitude of 1000 feet AGL
• Flight crews will exhibit knowledge of the elements related to steep spirals.
Issue No. 1 95
February 2017
• Flight crews will select an altitude sufficient to continue through a series of at least 3 360o turns.
• Flight crews will select a suitable ground reference point.
• Flight crews will apply wind drift correction in order to track a constant radius circle around a selected
reference point with bank not to exceed 60o at the steepest point of the turn.
• Flight crews will divide attention between aircraft control and the ground track, while maintaining coordinated
flight.
• Flight crews will maintain the specified airspeed, ±10 KIAS and roll out towards the object, or as specified,
±15o (up to 40 hrs.) and ±5 KIAS and roll out towards the object, or as specified, ±10o (above 40 hrs.)
Issue No. 1 96
February 2017
Diagram: Steep Spirals
Issue No. 1 97
February 2017
4.11.4.12. Subtask: Emergency Descent
Objective
Flight crews will develop smoothness, coordination and orientation while executing maximum performance
descents and operating the aircraft within its operating limits.
Description
the maneuver.
5. The PF will set the power lever to IDLE.
6. The PF will initiate a descent resulting with airspeed near to Vno (use 120kts )not to exceed a bank angle of
between 30o to 45o in order to increase the rate of descent (app. 2000fpm) and maintain a good visual lookout
of the area.
NOTE
Use of flaps depends on the type of emergency: fire related use no flap descent with airspeed near but lower
thanVno and for Depressurization purpose extend flaps and operate within flaps operating speed.
WARNING
If conditions of moderate or greater turbulence are experienced, the

airspeed should be reduced, or the maneuver aborted in order to avoid damage to the aircraft.
Issue No. 1 98
February 2017
7. The PF will initiate the recovery at an altitude approximately 10% above the descent rate achieved during the
descent.
8. Upon completion of the descent, the PF will terminate the maneuver by smoothly increasing the pitch to level
attitude and applying power to cruise.
9. When straight and level cruise flight has been established the PF will retract the flaps in increments.
• Flight crews will exhibit knowledge of the elements related to an emergency descent.
• Flight crews will select an entry altitude that will allow the task to be recovered no lower than 1000 feet (300
meters) AGL.
• Flight crews will establish the recommended emergency descent airspeed ±5 KIAS (for both standards) in the
appropriate configuration.
• Flight crews will be able to recognize the situations that would warrant the initiating of an emergency descent.
• Flight crews will use the correct power settings while maintaining coordination.
• Flight crews will exhibit orientation, division of attention and proper planning throughout the maneuver.
Issue No. 1 99
February 2017
Diagram: Emergency Descent
Issue No. 1 100

February 2017
4.11.4.13. Subtask: Rectangular Course
Objective
rectangular course procedures. Flight crews will be able to maneuver the aircraft while compensating for drift
during turns and align the flight path of the aircraft with ground references while dividing attention inside and
outside the aircraft.
Description
1. The PF will select an altitude of 1000 feet AGL to conduct the maneuver.
2. The PF will select prominent field boundaries by four section lines whose sides are approximately equal to a
typical traffic pattern. The major axis of the rectangle should be approximately parallel to the wind direction at
the selected flight altitude.
NOTE
Flight crews should consider the possibility of engine failure

And the impact of aircraft noise on the surrounding area
When selecting suitable fields to conduct this maneuver.
4. The PF will perform visual clearing, as specified earlier in this chapter.
5. The PF will configure the aircraft for straight and level flight.
6. The selected pattern altitude will be maintained at 100 KIAS, unless traffic separation dictates otherwise.
7. The PF will then establish an entry heading at 45o to the downwind.
Issue No. 1 101

February 2017
8. The PF will establish the appropriate crab angle to maintain a uniform distance of approximately 3/4 to 1 mile
away from the field boundaries and not above the boundaries.
9. As the aircraft reaches the abeam point of each linear division the PF will initiate a turn in the appropriate
direction so as to roll wings level abeam the next field boundary.
10. Bank angles will vary according to the strength of the wind in order to maintain a constant radius during the
turns. This may mean that the PF turns the aircraft more or less than 90o depending on the wind
11. The maneuver is complete when one complete rectangular course has been completed and the PF departs
the maneuver on the downwind, initiating a climb to an appropriate altitude as instructed or as selected.
• Flight crews will exhibit knowledge of the elements related to a rectangular course.
• Flight crews will select a suitable reference area.
• Flight crews will plan the maneuver so as to enter a left or right pattern, 1000 feet AGL at an appropriate
distance from the selected reference area, 45o to the downwind leg.
• Flight crews will apply adequate wind-drift correction during straight and turning flight so as to maintain a
constant ground track around the rectangular reference area.
• Flight crews will divide attention between aircraft control and the ground track while maintaining coordinated
flight.
• Flight crews will maintain altitude ±100 feet (30 meters), and airspeed ±10 KIAS.
Issue No. 1 102

February 2017
Diagram: Rectangular Course
Issue No. 1 103

February 2017
4.11.4.14. Subtask: S-Turns
Objective
Flight crews will develop smoothness, coordination and orientation in order to conduct safe and efficient S-turn
procedures. Flight crews will be able to maneuver the aircraft while compensating for drift during turns and align
the flight path of the aircraft with ground references while dividing attention inside and outside the aircraft.
Description
2. The PF will select a road or other straight-line reference, running approximately perpendicular to the wind.
NOTE

When selecting suitable roads to conduct this maneuver.
4. The PF will perform visual and clearing to side of maneuver, as specified earlier in this chapter.
6. The selected altitude will be maintained at 100 KIAS, unless traffic separation dictates otherwise.
7. At a point directly over the reference line, heading downwind, the PF will initiate an 180o constant radius turn
to the left, modifying the bank angle and crab throughout the maneuver to compensate for wind drift. The
bank will be steepest on the initial roll in and exit roll out, and shallowest on the transition from the first turn to
the second turn.
8. At completion of the turn the aircraft should be directly over and perpendicular to the straight-line reference,
with wings level.
Issue No. 1 104

February 2017
9. Immediately on completion of the first turn, the PF will initiate an identical turn on the upwind side of the
reference line in the opposite direction. Again, the bank and crab will be adjusted, as necessary throughout
the maneuver, to achieve two complete semicircles of equal radius.
NOTE
Straight and level flight will only occur during the change of direction
between the two turns over the reference line.
• Flight crews will exhibit knowledge of the elements related to S-turns.
• Flight crews will select a suitable ground reference line.
• Flight crews will plan the maneuver so as to enter at 1000 feet AGL, perpendicular to the selected reference
line.
• Flight crews will apply adequate wind-drift correction to track a constant radius turn on each side of the
selected reference line.
• Flight crews will reverse the direction of the turn directly over the selected reference line, while dividing
attention between aircraft control; ground track and maintaining coordinated flight.
Issue No. 1 105

February 2017
Diagram: S-Turns
Issue No. 1 106

February 2017
4.11.4.15. Subtask: Turns Around a Point
Objective
Flight crews will develop smoothness, coordination and orientation in order to conduct safe and efficient turns
around a point. Flight crews will be able to maneuver the aircraft while compensating for drift during turns and
orient the flight path of the aircraft with ground references while dividing attention inside and outside the aircraft.
Description
2. The PF will select a suitable ground reference point.
NOTE

When selecting suitable points to conduct this maneuver.
6. The selected pattern altitude will be maintained at 95 KIAS, unless traffic separation dictates otherwise.
7. The PF will initiate the first turn directly downwind either to the left or the right. This turn will be the steepest
angle of bank.
8. The PF will the shallow the bank angle and crab until the aircraft is headed directly into the wind. At this
point, the bank should be gradually steepened until the steepest bank is again attained when heading
downwind at the initial point of entry. This will result in the aircraft maintaining a constant radius around the
reference point.
Issue No. 1 107

February 2017
9. The PF will depart the maneuver on the entry heading after successfully completing one complete turn, or as
traffic separation dictates.
NOTE
The radius of turn should be carefully selected, taking into consideration

The wind velocity and ground speed, so that an excessive angle of bank
Is not required to maintain the appropriate ground track.
• Flight crews will exhibit knowledge of the elements related to turns around a point.
• Flight crews will select a suitable ground reference point.
• Flight crews will plan the maneuver so as to enter at 1000 feet AGL, at an appropriate distance from the
reference point.
• Flight crews will apply adequate wind-drift correction to track a constant radius turn around the selected
reference point.
• Flight crews will divide attention between aircraft control and the ground track while maintaining coordinated
flight.
Issue No. 1 108

February 2017
Diagram: Turns Around A Point
Issue No. 1 109

February 2017
4.11.4.16. Subtask: Eights On Pylons
Objective
Flight crews will develop smoothness, coordination and orientation in order to conduct safe and efficient eights on
pylons. Flight crews will be able to maneuver the aircraft while dividing attention between the flight-path and the
selected points on the ground.
Description
3. The PF will configure the aircraft for straight and level flight, and select two prominent reference points on the
ground and determine the pivotal altitude.
NOTE
Squaring the groundspeed may approximate pivotal altitude

In KIAS, then dividing the result by 11.3.
5. The calculated altitude will be maintained at 100, unless traffic separation dictates otherwise.
6. The PF will enter the maneuver by flying diagonally downwind between the two points. The first turn will be
made into the wind.
7. As the line-of-sight reference point approaches the point, the PF will add bank as necessary in order to keep
the line-of-sight reference point on the wing in line with the point on the ground.
8. As the turn continues, the PF will hold the line-of-sight reference on the point by increasing bank and
adjusting altitude. A lower altitude will be required in the upwind portion of the maneuver and a higher altitude
will be required in the downwind portion of the maneuver.
Issue No. 1 110

February 2017
9. The PF will roll out of the turn diagonally downwind, crabbing as necessary to set up for the next turn.
10. Between the points, the PF should maintain a level flight attitude, using a crab, as necessary to correct for the
wind, and be at the same altitude as when the maneuver was initiated.
11. The same procedure will then be followed for the turn around the second point.
• Flight crews will exhibit knowledge of the elements related to eights on pylons.
• Flight crews will determine the approximate pivotal altitude.
• Flight crews will select suitable pylons that will permit straight and level flight, between the pylons.
• Flight crews will enter the maneuver at the appropriate altitude and airspeed and at a bank angle of
approximately 30o to 40o at the steepest point.
• Flight crews will apply the necessary corrections, so that the line-of-sight reference line remains on the pylon.
• Flight crews will divide attention between accurate coordinated aircraft control and outside visual references,
and will hold the pylons using the appropriate pivotal altitude avoiding slips and skids.
Issue No. 1 111

February 2017
Diagram: Eights On Pylons
4.12. Task: Arrival and Landing
Subtasks
• Arrival Procedures
Issue No. 1 112

February 2017
• Normal Approach And Landing

• Crosswind Approach And Landing
• Short Field Approach And Landing
• Soft Field Approach And Landing
• Go-Around / Rejected Landing
• Emergency Approach And Landing
• Power off 360-degree overhead approach.
• Power-Off 180o Accuracy Approach And Landing
• Engine failure after T/OFF.
• Forward Slip To A Landing
4.12.1. Subtask: Arrival Procedures
Objective
Flight crews will develop smoothness, coordination, and orientation in order to conduct safe and efficient airport
arrival procedures. The flight crew will perform all necessary arrival procedures as specified in POH, “Normal
Procedures”, and as specified later in this chapter.
Description
1. Prior to arrival at the airport, flight crews must determine the active runway and complete the “Descent” and
“Approach” Normal Procedures checklists. This can be accomplished by listening to the appropriate weather
service report / ATIS, or in the case of a non-towered airport without weather reporting capabilities, by over
flying the field and observing the visual indicators.
Issue No. 1 113

February 2017
NOTE
If the airport is a non-towered field, and the active runway cannot be determined prior to arrival, over-fly the airport
for a standard overhead join at CA (TPA) altitude +1000 feet and determine the active runway.
Flight crews will then execute an appropriate entry to that runway.
2. If appropriate, flight crews will establish the aircraft on a standard overhead join to the circuit (pattern)
3. Flight crews will identify the landing runway and if right or left circuit is in use.
4. For left circuit (pattern), flight crews will fly overhead midfield or the middle of the runway, and maintain 2000
feet AGL, until clear of the downwind leg at midfield.
5. For a standard pattern a descending right turn will be commenced beyond the downwind leg so as to end up
o
on a 45 angle to the downwind, leveling off at CA (TPA).
6. For a nonstandard pattern a descending left turn will be commenced beyond the downwind leg so as to end
o
up on a 45 angle to the downwind, leveling off at CA (TPA).
NOTE
Standard circuits are to the left, however in case of a nonstandard

circuit (right), the crew will fly with landing runway on the right hand side and all turns are to be made to the right
NOTE
Flight crews are allowed to utilize commercial joins to Downwind, Base

and Final at towered airports only
WARNING
Flight crews must maintain strict vigilance at all times for other aircraft.
7. Flight crews will turn the aircraft onto a downwind leg approximately ½ to 1 mile out from the active runway
circuit (pattern) altitude will be maintained at 95KIAS, unless traffic separation or tower instructions dictate
otherwise.
Issue No. 1 114

February 2017
8. At CA (TPA) and at an air speed of 100KIAS the midfield downwind point the PF selects and calls, Before Landing checklist”. The PF
will conduct the Before Landing checklist items.
9. Abeam the touchdown point, flaps set to T/OFF/APP 85KIAS will be established
10. Flight crews will commence the turn to base leg when reaching the correct position, at .75 miles (45 degree
reference) to establish .5 mile TDZ mile, or as instructed by the control tower.
11. Flight crews will ensure that no other conflicting traffic is on final approach before a turn onto final is initiated.
Flight crews will initiate the turn onto final to roll out with the aircraft aligned with the landing runway
centerline.
12. Once established on final approach, reduced power, flaps set to landing, landing checklist complete and
report “Final”, maintain final speed 77KIAS ( Vref for max gross weight).
13. The PF will verify that the aircraft is secure for landing at 300 AGL by saying, “Stabilized”.
14. Flight crews will then conduct the appropriate landing. These procedures can be found later in this chapter.
CAUTION
Due to the increased risk of a potential midair collision, straight-in

approaches to airports without an operating control tower are prohibited
by Pilot Training Division flight crews.
Flight crews may conduct a straight in approach as part of an instrument

approach procedure, provided it is not contrary to the active traffic pattern.
CAUTION
Tailwind landings create a greater ground speed on landing and increased likelihood of a landing incident.
As a result tailwind landings must be avoided if possible
And should be flown only in an emergency. Deliberate
Conduct of tailwind landings should be preapproved by the CFI. Solo students are prohibited from tailwind
landings.
Issue No. 1 115

February 2017
• Flight crews will exhibit knowledge of the elements related to traffic patterns. This shall include
procedures at airports with and without operating control towers, prevention of runway incursions,
collision avoidance, wake turbulence avoidance, and wind shear.
• Flight crews will comply with proper traffic pattern procedures, maintain proper spacing from other
aircraft and correct for wind-drift to maintain proper ground track.
• Flight crews will also maintain orientation with the runway / landing area in use, and will maintain
traffic pattern altitude ±100 feet both (up to 40hrs &>40 hrs.), and the appropriate airspeeds ±10
KIAS.
Issue No. 1 116

February 2017
Diagram: Arrival procedure
Issue No. 1 117

February 2017
4.12.2. Subtask: Normal Approach and Landing
Objective
approach and landing procedures. The flight crew will perform all necessary approach and landing
procedures as specified in POH, “Normal Procedures”, and as specified later in this chapter.
Description
1. Flight crews will ensure that all necessary checklists have been completed prior to landing.
2. Flight crews will ensure that the required circuit (traffic pattern) has been conducted, as specified
earlier in this chapter.
3. Prior to arrival at 300 feet AGL (VFR), flight crews will ensure that the aircraft is on a stabilized
approach, landing clearance has been received and all necessary pre-landing checks have been
accomplished.
4. Flight crews will coordinate pitch and power so as to maintain final speed and the desired approach
angle that will result in a smooth landing within the designated area.
NOTE
During gusty wind conditions, final approach speeds should be increased

by one half the gust factor (e.g. Approach speed = 77 KIAS, Winds = 15 KIAS,
Gusts = 25 KIAS, Final Approach Speed = 82KIAS).
NOTE
Higher approach speeds and lower flap settings should beused under turbulent air conditions.
6. At the appropriate altitude, the aircraft descent rate must be slowed by simultaneously increasing the
pitch and reducing the power to IDLE so that the aircraft touches down smoothly onto the runway on
the main gear at the designated touchdown point.
Issue No. 1 118

February 2017
7. Back control pressure should be maintained on the control stick throughout the landing roll.
8. While ensuring that the aircraft’s longitudinal axis is aligned with the centerline slow the aircraft by
applying the brakes as necessary.
9. Slow the aircraft to a safe speed (10 GS), and taxi off the runway.
CAUTION
in POH, “Performance Data”, in order to obtain the
CAUTION
Tailwind landings create a greater ground speed on landing and

Increased likelihood of a landing incident.
and should be flown only in an emergency. Deliberate
conduct of tailwind landings should be preapproved by the CFI. Solo students are prohibited from tailwind
landings.
Issue No. 1 119

February 2017
• Flight crews will exhibit knowledge of the elements related to normal approach and landing
procedures.
• Flight crews will consider the wind conditions, landing surface, obstructions and select a suitable
touchdown point.
• Flight crews will establish the recommended approach and landing configuration and airspeed and
adjust pitch attitude and power as required.
• Flight crews will maintain a stabilized approach and recommended airspeed, or in its absence, not
more than 1.3 Vso, ±5 KIAS (up to 40 hrs.), ±5KIAS (>40 hrs.), with wind gust factors applied.
• Flight crews will make smooth, timely and correct control applications during the roundout and
touchdown, and touchdown smoothly at approximate stalling speed.
• The aircraft will touch down at or within 400 feet (120 meters) (up to 40 hrs.), 200 feet (60 meters)
(>40 hrs.) beyond a specified point, with no drift, and with the aircraft’s longitudinal axis aligned with
and over the runway center / landing path.
• Flight crews will maintain directional control throughout the approach and landing sequence, and will
complete the appropriate checklists.
Issue No. 1 120

February 2017
Diagram: Normal Approach and Landing
Issue No. 1 121

February 2017
4.12.3. Subtask: Crosswind Approach and Landing
Objective
Description
3. Prior to arrival at 300 feet AGL, flight crews will ensure that the aircraft is on a stabilized approach,
landing clearance have been received and all necessary pre-landing checks have been
accomplished.
angle that will result in a smooth landing within the designated area.
5. Flight crews will use the “wing low (side slip)” method of crosswind correction during the final
approach.
NOTE
The decision of when to begin a sideslip will depend on the level

of pilot proficiency.
6. During the transition from the approach to round out, flight crews will utilize the “sideslip” method of
crosswind correction. If performed correctly, this will result in a touch down on the upwind main wheel
first, followed by the downwind main, then the nose wheel.
NOTE
Higher approach speeds and lower flap settingsshould be used under turbulent air conditions.
NOTE
During gusty wind conditions, final approach speeds should be increasedby one half the gust factor (e.g.
Approach speed = 70KIAS, Winds =15 KIAS,
Gusts = 25 KIAS, Final Approach Speed = 75 KIAS).
Issue No. 1 122

February 2017
9. As airspeed decreases the amount of crosswind control input will need to be increased, due to the
decrease of control effectiveness.
10. Back control pressure should be maintained on the control stick throughout the landing roll and the
appropriate crosswind correction applied.
12. Slow the aircraft to a safe speed, and taxi off the runway.
NOTE
Flight crews will continue to use the appropriate

crosswindcorrection after touchdown and during taxi.
CAUTION

order to obtain theairspeed for the current weight configuration.
CAUTION
Tailwind landings create a greater ground speed on landing

and increased likelihood of a landing incident.
As a result tailwind landings must be avoided if possible and should be flown only in an emergency.
Deliberate conduct of tailwind landings should be preapproved by the CFI. Solo students are prohibited
from tailwind landings.
Issue No. 1 123

February 2017
• Flight crews will exhibit knowledge of the elements related to crosswind approach and landing
procedures.
touchdown point.
more than 1.3 Vso, ±5/ KIAS (up to 40 hrs.), ±5KIAS (>40 hrs.), with wind gust factors applied.
touchdown, and touchdown smoothly at the approximate stalling speed.
• Flight crews will maintain crosswind correction and directional control throughout the approach and
landing sequence, and will complete the appropriate checklists.
Issue No. 1 124

February 2017
Diagram: Crosswind Approach and Landing
Issue No. 1 125

February 2017
4.12.4. Subtask: Short Field Approach and Landing
Objective
Description
3. The PF will reduce the final approach speed to maintain final (max gross weight, full flap) by
approximately ½ mile from the threshold of the runway.
NOTE
Higher approach speeds and lower flap settings should be used under turbulent air conditions.
NOTE
Approach speed = 77 KIAS, Winds =15 KIAS,
NOTE
The decision of when to begin a sideslip will depend on the level

of pilot proficiency.
CAUTION

and increased likelihood of a landing incident.
As a result tailwind landings must be avoided if possible and should be flown only in an emergency.
Deliberate conduct of tailwind landings should be preapproved by the CFI. Solo students are prohibited
from tailwind landings.
4. The appropriate crosswind correction technique shall be used, as required.
accomplished.
Issue No. 1 126

February 2017
6. Once clear of any obstacles, flight crews will maintain the appropriate approach angle, initiate a
smooth power reduction and simultaneously increase the pitch so that the aircraft touches down
smoothly, in a positive pitch attitude, onto the runway on the main gear at the designated touchdown
point.
CAUTION
Care must be exercised to avoid closing the power lever rapidly before
The pilot is ready for touchdown, as closing the power lever may result
in an immediate increase in the rate of descent and a hard landing.
7. Upon touchdown, the aircraft should be held in the positive pitch attitude configuration for as long as
the elevators remain effective. This will provide aerodynamic braking by the wings.
8. Immediately upon touchdown, the PF will close the power lever, and apply maximum braking evenly
and firmly in order to minimize the after landing roll, and retract the flaps. The aircraft should be
stopped within the shortest possible distance consistent with safety.
NOTE
Application of maximum braking may be simulated duringtouch-and-go training operations.
CAUTION

in POH, “Performance Data”, in order to obtain the
Issue No. 1 127

February 2017
• Flight crews will exhibit knowledge of the elements related to short field approach and landing
procedures.
touchdown point.
more than 1.3 Vso, ±15 KIAS (up to 40 hrs.), ±5KIAS (>40 hrs.), with wind gust factors applied.
• Flight crews will make smooth, timely and correct control application during the round out and
touchdown, and touchdown smoothly at the minimum control airspeed.
• The aircraft will touch down at or within 200 feet (60 meters) (up to 40 hrs.), 100 feet (30 meters) (>40
hrs.) beyond a specified point, with no side drift, and with the aircraft’s longitudinal axis aligned with
landing sequence, apply the brakes, as necessary to stop in the shortest distance consistent with
safety, and will complete the appropriate checklists.
Issue No. 1 128

February 2017
Diagram: Short Field Approach and Landing
Issue No. 1 129

February 2017
4.12.5. Subtask: Soft Field Approach and Landing
Objective
Description
3. The PF will reduce the final approach speed from 77 KIAS to 70 KIAS (max gross weight, full flap) by
approximately ½ mile from the threshold of the runway.
NOTE
Higher approach speeds and lower flap settingsshould be used under turbulent air conditions.
NOTE
Approach speed = 66 KIAS, Winds =15 KIAS,
NOTE
The decision of when to begin a sideslip will depend on the

levelof pilot proficiency
Issue No. 1 130

February 2017
4. The appropriate crosswind correction technique shall be used, as required.
accomplished.
6. Flight crews will hold the aircraft 1 to 2 feet off the surface for as long as possible by increasing the
pitch so that the aircraft touches down at minimum speed. This is accomplished by either maintaining
power throughout the round out and flare or by adding a small amount of power, as necessary, while
holding the aircraft in a pitch up attitude just prior to touchdown.
7. Touchdown will be accomplished within the first 1/3rd of the runway.
8. After the main wheels touchdown, the PF should hold sufficient back-elevator pressure in order to
keep the nose-wheel off the ground until it can no longer aerodynamically be held off the runway.
9. The PF will allow the nose wheel to touch down as gently as possible, and maintain positive back
control pressure on the control stick while avoiding the use of brakes. This will keep the weight off the
nose wheel.
NOTE
When landing on very soft fields, flight crews will need to increasethe power in order to keep the aircraft
moving and from becomingstuck in the soft surface.
CAUTION
Flight crews will calculate and use the appropriate tables as outlinedin the POH, “Performance Data”, in
order to obtain theairspeed for the current weight configuration.
Issue No. 1 131

February 2017
• Flight crews will exhibit knowledge of the elements related to soft field approach and landing
procedures.
touchdown point.
more than 1.3 Vso, ±5KIAS (up to 40 hrs.), ±5KIAS (>40 hrs.), with wind gust factors applied.
• Flight crews will make smooth, timely and correct control application during the roundout and
touchdown, and touch down softly with no drift, with the aircraft’s longitudinal axis aligned with and
over the runway center / landing path.
landing sequence, properly position the flight controls, maintain sufficient speed to taxi on the soft
surface, and will complete the appropriate checklists.
Issue No. 1 132

February 2017
Diagram: Soft Field Approach and Landing
Issue No. 1 133

February 2017
4.12.6. Subtask: Go-Around / Rejected Landing
Objective
go-around / rejected landing procedures. The flight crew will perform all necessary go-around procedures
as specified in the POH, “Normal Procedures”, and as specified later in this chapter.
Pilots must be aware of the potential hazards associated with a go-around / rejected landing.
Description
5. Once the decision has been made to initiate a go-around / rejected landing the PF will simultaneously
apply maximum power and establish positive pitch attitude to accelerate to Vx, and set the flaps to
T/OFF(APP) position (if set on landing position).
6. The PF will establish a pitch up attitude to maintain Vx, and retract the remaining flaps smoothly in
increments.
3. When the remaining flaps have been retracted, the PF will transit to normal climb speed (Vy).
Issue No. 1 134

February 2017
NOTE
Flight crews should consider maintaining the Vx climb airspeed

to clear obstacle.
7. If no aircraft is on the runway, or taking off, climb straight over the runway ensuring that a ground
track along the runway and extended centerline is maintained by use of coordinated rudder and
aileron control inputs.
8. If an aircraft is on the runway or taking off, alter course to the right, or as directed by the control tower,
while keeping the departing aircraft in sight.
CAUTION
When operating at an airport with parallel runways, flight crews are cautioned
about altering course towards a parallel runway unless authorized
to do so by the control tower, due to the possibility of midair
collisions with other aircraft.
• Flight crews will exhibit knowledge of the elements related to go-around / rejected landing
procedures.
• Flight crews will make a timely decision to discontinue the approach to landing and will apply takeoff
power immediately and transition to the climb pitch attitude for Vy, and maintain Vy ±5 KIAS (up to 40
hrs.), ±5 KIAS (>40 hrs.).
• Flight crews will retract the flaps as appropriate after a positive rate of climb has been established.
• Flight crews will maneuver the aircraft to the side of the runway / landing area to clear and avoid
conflicting traffic and will maintain takeoff power Vy ±5 KIAS (up to 40 hrs.), ±5 KIAS (>40 hrs.) to a
• Flight crews will maintain directional control and proper wind-drift correction throughout the climb and
Diagram: Go-Around / Rejected Landing
Issue No. 1 135

February 2017
Issue No. 1 136

February 2017
4.12.7. Subtask: Emergency Approach and Landing (360 forced approach)
Objective
emergency approach and landing procedures. The flight crew will perform all necessary engine failure in
flight procedures as specified in POH, “Emergency Procedures”, and as specified later in this chapter.
Description
1. Flight crews, on recognition of an in-flight engine failure, will immediately establish an appropriate
pitch attitude and trim for the aircraft’s best glide airspeed (88).
2. During the transition to the aircraft’s best glide airspeed, the flight crew will identify the best possible
landing area, pick out a specific field / airport for landing considering the wind direction and identify
high key (1500-2000 feet) and low key (1000-1500 feet) positions, base key(800-1000ft) AGL.
3. Depending on altitude and prevailing weather conditions, flight crew will fly appropriate pattern to end
up at low key position. If turning towards high key position then Flight crews will immediately conduct
the “Engine Failure In-Flight” emergency checklist, as specified in POH, “Emergency Procedures”.
4. Time and altitude permitting, flight crews will make a distress call on the appropriate frequency and
set the transponder to 7700.
5. If for any reason, at completion of the “Engine Failure In-Flight” emergency checklist, the engine has
not restarted, the flight crew will conduct the “Power Off Landing” emergency checklist, as specified in
the POH, “Emergency Procedures”.
6. Utilizing any combination of normal gliding maneuvers, from wings level to spirals; the flight crew
should eventually arrive at the low key position at approximately 1000-1500 feet AGL for the selected
landing area.
7. The approach shall be adjusted as necessary to ensure a safe, stabilized landing into the wind, (using
as standard a pattern as possible) at the desired touchdown point.
Issue No. 1 137

February 2017
WARNING
No simulated engine failures will be initiated by any means other

than putting power to IDLE
WARNING
During the maneuver, the PM will momentarily advance the power lever,
every 500 feet of descent or as appropriate to avoid RPM in caution range for more than 5 minutes
NOTE
Simulated emergency approach and landing procedures will be recovered

no lower than 200 feet AGL. If the approach is made into an airport,
the approach and landing will be made to a full-stop with full
taxi back procedures.
8. Insufficient altitude or ground obstacles may make it inadvisable / impossible to maneuver the aircraft
into the wind for landing. Flight crews will use all available resources in order to make a timely, safe
decision and land the aircraft.
Issue No. 1 138

February 2017
• Flight crews will exhibit knowledge of the elements related to emergency approach and landing
procedures.
• Flight crews will analyze the situation and select an appropriate course of action and will establish
and maintain the recommended best glide airspeed, ±10 KIAS.
• Flight crews will select a suitable landing area, plan and follow a flight pattern to the selected landing
area considering altitude, wind, terrain, and obstructions.
• Flight crews will prepare for landing, or go-around, as specified by the examiner and will complete the
Issue No. 1 139

February 2017
Diagram: Emergency Approach and Landing
Issue No. 1 140

February 2017
4.12.8. Subtask: Power-Off 180° Accuracy Approach And Landing
Objective
power-off 180o accuracy approach and landing procedures.
Description
1. Flight crews will ensure that the “Before Landing” checklist is complete as specified in POH, “Normal
Procedures” prior to initiating the maneuver.
2. Flight crews will select a touchdown point, not more than 1/3rd or 1000 feet (whichever is shorter)
down the landing runway.
3. Flight crews will ensure that the before landing checklist is completed at CA (TPA) at the mid-field
point in the downwind.
4. Abeam the touchdown point the PF will reduce the power to idle and establish the best glide airspeed
of 88KIAS.
5. A uniform base turn with a medium or slightly steeper bank, depending on wind, should be initiated in
order to maintain a stabilized descent at 88KIAS. The PF will set the flaps to T/OFF /LDG as
appropriate and initiate a turn onto final approach at approximately 700 feet AGL.
6. At approximately 400 feet AGL, and established on the final approach course, the final stage of flaps
will be deployed as appropriate so that the aircraft is in a position to make a safe, stabilized landing.
Flight crews will ensure that they have received landing clearance
NOTE
The PF may initiate a slip at 400 feet AGL to

adjust the rate of descent in order to arrive at the desired
touchdownpoint.
During a simulated forced landing we should consider the best gliding air speed for varies flap
configuration: flapless 88kts, t/off- 78kts, landing-77kts.
7. The roundout and flare should be started to arrive at a power-off stall attitude at touchdown with
minimum floating.
8. Appropriate control backpressure should be maintained on the control stick throughout the landing
roll, and the appropriate crosswind correction applied.
9. Having slowed to a safe speed the aircraft may be taxied off the runway.
Diagram: Power off 180° accuracy and landing
Issue No. 1 141

February 2017
4.12.9. Subtask: Forward Slip to a Landing
Objective
forward slip to landing procedures, resulting in the ability to dissipate altitude without increasing airspeed.
The flight crew will perform all necessary forward slip procedures as specified later in this chapter.
Description
1. The PF will establish the specified final approach speed and configuration.
Issue No. 1 142

February 2017
2. Once established, the PF will reduce the power to idle, and will lower the appropriate wing (into the
wind if a crosswind exists), simultaneously yawing the aircraft in the opposite direction with use of the
rudder, while maintaining ground track with the centerline of the runway.
3. The slip should be discontinued by simultaneously leveling the wings and releasing rudder pressure.
accomplished.
NOTE
The decision of when to discontinue the forward slip will depend on the
position of the aircraft and the level of pilot proficiency.
5. The PF will ensure that the aircraft touches down smoothly at the approximate stalling speed.
Issue No. 1 143

February 2017
• Flight crews will exhibit knowledge of the elements related to forward slip to a landing procedures.
touchdown point.
• Flight crews will establish the slipping attitude at the point from which a landing can be made using
the recommended approach and landing configuration and airspeed and adjust pitch attitude and
power as required.
• Flight crews will maintain a ground track aligned with the runway center / landing path and an
airspeed, which results in minimum float during the round out.
• Flight crews will make smooth, timely and correct control applications during the recovery from the
slip, the round out, and the touchdown.
• Flight crews will touch down smoothly at the approximate stalling speed, at or within 400 feet (120
meters) beyond a specified point, with no side drift, and with the aircraft’s longitudinal axis aligned
with and over the runway center / landing path.
landing sequence, and will complete the appropriate checklists.
Issue No. 1 144

February 2017
Diagram: Forward Slip to A Landing
Issue No. 1 145

February 2017
4.12.10. Subtask: Partial Power Approach and Landing
Objective
Description
1. Before beginning the maneuver pilots will ensure that clearing turns and a pre-maneuver checklist
has been completed.
2. Flight crews will reduce power to 42% or 30 % power to simulate a Turbocharger Manifold leakage or
turbocharger malfunction or ECU A& B Failure.
3. The PF will attempt to maintain the necessary altitude and no less than approximately 75 knots. If
unable to maintain altitude the pilot will maintain 75 knots.
5. Flight crews will ensure that the required circuit (traffic pattern) is conducted, as close as possible to
that specified earlier in this chapter by a speed no lower than 75 knots.
6. Once established on final approach, reduced power, flaps set to landing, landing checklist complete
and report “Final”, maintain final speed 75KIAS.
accomplished.
angle that will result in a smooth landing within the
designated area. NOTE

by one half the gust factor (e.g. Approach speed = 75 KIAS, Winds = 15 KIAS,
NOTE
Higher approach speeds and lower flap settings should be

used under turbulent air conditions.
11. Back control pressure should be maintained on the control stick throughout the landing roll.
Issue No. 1 146

February 2017
CAUTION

CAUTION

and
increased likelihood of a landing incident.
And should be flown only in an emergency. Deliberate
Conduct of tailwind landings should be preapproved by the CFI. Solo students are prohibited from tailwind
landings.
Issue No. 1 147

February 2017
• Flight crews will exhibit knowledge of the elements related to normal approach and landing
procedures.
touchdown point.
more than 1.3 Vso, +10/-5 KIAS (up to 40 hrs.), ±5KIAS (>40 hrs.), with wind gust factors applied.
touchdown, and touchdown smoothly at approximate stalling speed.
• Flight crews will maintain directional control throughout the approach and landing sequence, and will
4.13. Task: Cross Country Procedures (VFR)
• Departure And En-Route Procedures
• Diversion Procedures
• Lost Procedures
Issue No. 1 148

February 2017
4.13.1. Subtask: Departure and En-Route Procedures
Objective
cross-country departure and en-route procedures, and will develop the ability to correctly establish the
aircraft on a cross-country route after leaving the departure airport.
Description
1. The PF will ensure that the Line Up checklist, as specified in POH, Normal Procedures, of this manual
has been completed, and the time off recorded in the appropriate box on the Pilot Training Navigation
Log.
2. The PF will conduct a departure as specified earlier in this chapter. Once the aircraft has departed
the traffic pattern the PF will intercept the planned course and will complete the log on forward
estimates and communicate as per the log.
3. The PF will establish the aircraft’s position and charted Top of Climb (TOC) using pilotage and radio
navigation, and will intercept and establish the aircraft on course by use of visual references.
4. The PF will level off at the predetermined altitudes and complete the appropriate checklist items, as
specified in POH, Normal Procedures, of this manual.
5. During the flight, the PF will maintain course by the use of pilotage, dead reckoning and radio
navigation.
6. The PF will calculate ground speed in each leg and revise ETA accordingly.
Issue No. 1 149

February 2017
• Flight crews will exhibit knowledge of the elements related to pilotage, dead reckoning, navigation
systems and radar services.
• Flight crews will be able to follow a preplanned course by reference to landmarks, and will be able to
demonstrate the ability to use an airborne electronic navigation system.
• Flight crews will identify landmarks by relating surface features to chart symbols, and will be able to
locate the aircraft’s position using the navigation system.
• Flight crews will navigate by means of pre-computed headings, groundspeeds and elapsed time.
• Flight crews will be able to intercept and track a given course, radial or bearing, as appropriate.
• Flight crews will correct and record the differences between preflight groundspeed and heading
calculations to those determined en-route.
• Flight crews will be able to recognize and describe the indication of station passage when using
navigation systems, if appropriate, and will also be able to recognize signal loss and take appropriate
action.
• Flight crews will verify the aircraft’s position within twenty (20) nautical miles of the flight-planned
route.
• Flight crews will arrive at the en-route checkpoints within five (5) minutes (≤ 40hrs.) and three (3)
minutes ≥ 40 hrs.of the initial or revised ETA, and provide a destination estimate.
• Flight crews will use proper communication procedures when utilizing radar services.
• Flight crews will maintain the appropriate altitude, ±150 feet (46 meters)(≤ 40hrs.) ±100 feet (30
meters) ≥ 40hrs. and heading ±10o and ±5o
Issue No. 1 150

February 2017
4.13.2. Subtask: Diversion Procedures
Objective
diversion procedures, and will develop the ability to correctly plot courses in flight to alternate
destinations.
Description
1. The PF will determine the aircraft’s present position and select a suitable alternate airport.
2. The PF will estimate the approximate heading to the selected alternate and will turn to that heading.
As the turn is initiated the time will be noted.
NOTE
Flight crews will change the aircraft altitude as necessary to account for
Obstacles, airspace or the semicircular.
3. The PF will then plot a course to the desired alternate on the appropriate sectional chart, and
measure the distance.
4. Using the distance calculated, a ground speed estimate, ETA and required fuel amount will be
calculated.
5. The PF will inform ATC,as appropriate, to the change of planned course, and amend the current flight
plan.
6. On arrival at the appropriate alternate, and after landing, the PF will close the active flight plan, if
applicable.
• Flight crews will exhibit knowledge of the elements related to diversions.
• Flight crews will select an appropriate alternate airport and route.
• Flight crews will make an accurate estimate of heading, ground speed, arrival time, and fuel
consumption to the alternate airport.
• Flight crews will maintain the appropriate altitude, ±150 feet (46 meters), and heading ±10o (≤ 40 hrs.)
, ±100 feet (30 meters) and ±5o≥ 40hrs.
Issue No. 1 151

February 2017
4.13.3. Subtask: Lost Procedures
Objective
lost procedures, and will develop the ability to explain and execute these procedures selecting the best
course of action when encountering a lost situation.
Description
1. During times when a flight crew becomes unsure of their position aircraft control must be maintained
at all times.
2. The PF will check the Heading Indicator (HI) with the Magnetic Compass (MC), and re-align the HI as
necessary.
3. The PF will maintain the original heading, or circle their present position over a prominent landmark.
4. If at a low altitude, the PF will climb to a higher altitude, if able.
5. Using the appropriate sectional or terminal area chart, the PF will attempt to locate and identify any
prominent landmark(s); or use any / all available Navaids (VOR, NDB) to determine their position by
use of positional triangulation.
6. If the PF is still unable to determine the position of the aircraft, he will contact the appropriate ATC
facility for assistance (flight crews should note that radar vectors from an ATC radar facility are often
the best course of action to be taken in an actual lost situation).
7. If the PF is unable to determine the appropriate facility frequencies, or is unable to establish contact,
a transmission will be made on the emergency frequency (121.50) and, transmitting as much of the
following as you can.
• Mayday/ Mayday/ Mayday
• Call sign and aircraft type
• Nature of emergency
• Your intensions
• Your best estimate of positions, flight level/altitude and heading
• Whether you are a: student pilot, pilot with no instrument qualifications, pilot with full
instrument rating
• Fuel endurance
• Transponder equipped
• Persons on board.
• Flight crews will exhibit knowledge of the elements related to lost procedures.
• Flight crews will select an appropriate course of action and will maintain and appropriate heading and
climbs, if necessary.
• Flight crews will identify prominent landmarks and use navigation systems / facilities and / or contacts
an ATC facility for assistance, as appropriate.
Issue No. 1 152

February 2017
4.14. Task: Instrument Procedures
• Instrument Takeoff
• Climbs
• Descents
• Straight And Level
• Change Of Airspeed
• Turns
• Timed Turns
• Compass Turns
• Vertical S’s
• Recovery From Unusual Flight Attitudes
• Steep Turns
• Intercepting And Tracking Navigational Systems And DME Arcs
• Holding Procedures
• Precision ILS Instrument Approach Procedures
• Non-Precision Approach Procedures (VOR / VORTAC, NDB)
• Missed Approach Procedures
• Circling Approach Procedures
• Landing From A Straight-In Or Circling Instrument Approach
Issue No. 1 153

February 2017
4.14.1. Subtask: Instrument Takeoff
Objective
Flight crew will develop smoothness, coordination and orientation in order to conduct safe and
efficient Instrument Takeoff procedures. The flight crew will perform all necessary takeoff and climb
procedures as specified in Chapters 3, “Normal Procedures”, and as specified later in this chapter.
WARNING
Instrument Takeoffs may only be conducted in simulated instrument meteorological conditions.
Description
1.Flight crew will ensure that all necessary checklists have been completed prior to arrival at the hold
short line of the runway of intended departure including instrument cockpit ok.
2. Once at the hold short line, flight crews will ensure that the “Line Up” checklist is completed as
specified in POH, “Normal Procedures”. For instrument takeoffs the flight crew will set flaps to 10o
3. Having completed the “Before Line Up” checklist, flight crews will contact the control tower for
departure clearance, and at non-towered airports, will make a radio call informing other traffic of their
intention to depart.
WARNING
Flight crews must ensure that the final approach is clear at both controlled and uncontrolled airports.
4. Once cleared, flight crews will taxi the aircraft into position, centered on the runway, following the
yellow taxi line / lights (as applicable).check departure area clear, check heading and magnetic
compass with runway heading, Time hack.
5. Holding the brakes in order to prevent any movement of the aircraft, the flight crew will
smoothly and positively apply power to fully forward or maximum available power.
6. The flight crew will release the brakes and state, “full power” ensuring that all are displaying an
appropriate reading and that the engine is producing max power at sea level. The flight crew will
confirm this by saying, “engine instrument normal”, if appropriate.
7. As the aircraft accelerates the flight crew will call, “airspeed is alive, engine instrument are all
normal”, if appropriate
8. The flight crew will utilize rudder pedal steering and appropriate aileron inputs to maintain the
runway centerline through reference to the heading indicator.
9. The flight crew will ensure that his hand is kept on the throttle in the event an aborted takeoff
becomes necessary. At 55KIAS the flight crew will initiate a 6o pitch up attitude and hold the pitch
attitude until the aircraft smoothly rotates. As the aircraft rotates the PF will call “VR, rotate”, and
Issue No. 1 154

February 2017
establish a 72 KIAS climb, until the aircraft reaches 50 feet AGL or is clear of the obstacle. The flight
crew will climb 200ft AGL and set flaps to up then accelerate to climb speed 80KIAS.
10. On climb-out, the flight crew will maintain runway heading until 500 feet AGL, or obstruction
clearance altitude, unless a Departure Procedure (DP) or ATC directs otherwise.
11. At 500feet AGL Flight crews will ensure that the “Climb” checklist is completed as specified in
POH, “Normal Procedures”.
NOTE
During gusty wind conditions, climb speeds should be increasedby one half the gust factor
Vgust factors =1/2 (Gust –Wind)
(e.g. Climb speed = 87 KIAS, Winds =15 KIAS, Gusts = 25 KIAS, Climb Speed = 92 KIAS).
CAUTION
Flight crews will calculate and use the appropriate tables as outlined on aircraft POH, in order to obtain the
StandardofPerformance
• Flight crews will exhibit adequate knowledge of an instrument takeoff with instrument
meteorological conditions simulated at or before reaching an altitude of 100 feet (30 meters)
AGL.
• Flight crews will prior to takeoff take into account operational factors that could affect the
maneuver, such as runway length, runway surface conditions, wind, wake turbulence,
obstructions and any other conditions that could adversely affect safety.
• Flight crews will accomplish the appropriate checklist items to ensure that the aircraft
systems applicable to the instrument takeoff are operating correctly.
• Prior to takeoff flight crews will set the applicable radios / flight instruments to their desired
settings and will align the controls correctly in order to maintain longitudinal alignment on the
center-line of the runway prior to initiating the takeoff roll.
• Flight crews will transition smoothly and accurately from visual meteorological conditions to
actual or simulated instrument meteorological conditions, maintain the appropriate climb
attitude, and comply with the appropriate airspeeds / V-speeds and climb segment airspeeds.
Issue No. 1 155

February 2017
• Flight crews will maintain the desired headings +/-5o and the desired airspeeds +/-5KIAS while
complying with ATC clearances and instructions issued by ATC (or the flight instructor /
evaluation pilot), as appropriate.
Issue No. 1 156

February 2017
Diagram: InstrumentTakeoff
Issue No. 1 157

February 2017
Issue No. 1 158

February 2017
4.14.2. Subtask: Climbs
Objective
techniques while executing climb using instrument references only in order to conduct safe and efficient
climb procedures.
Description
Full Panel
1. First set climbing target altitude and call out

2. In order to establish and maintain a climb, the PF should raise the nose to the desired pitch attitude
using the attitude indicator. Once the appropriate pitch attitude has been set and the airspeed
approaches the desired climb airspeed, the power will be set to 90%. The selected attitude should be
held as the airspeed decreases to the desired climb airspeed.
3. Should the PF wish to increase the rate of climb, either the pitch up attitude should be increased (if
the airspeed is greater than desired), or the power should be increased (if the airspeed is at or lower
than desired).
4. Should the PF wish to decrease the rate of climb, either the pitch up attitude should be decreased (if
the airspeed is lower than desired), or the power should be decreased (if the airspeed is at or greater
than desired).
5. Should the PF wish to increase the airspeed of the climb, either the pitch up attitude should be
decreased (if the rate of climb is greater than desired), or the power should be increased (if the rate of
climb is at or lower than desired).
6. Should the PF wish to decrease the airspeed of the climb, either the pitch up attitude should be
decreased (if the rate of climb is lower than desired), or the power should be decreased (if the rate of
climb is at or greater than desired).
7. Once the desired changes have been made, the PF should set the elevator trim for “hands off” flying.
8. In order to level off from the climb, the PF will smoothly lower the nose by using the attitude indicator
and allow the airspeed to increase towards the desired cruise airspeed.
NOTE
When leveling off from a climb flight crews should use a lead of approximately 10% of
the rate of climb, (e.g. at 500 feet per minute climb flight crews should begin a level off
50 feet prior to reaching the desired altitude).
9. On reaching the desired cruise airspeed 100KIAS; the PF should reduce the power lever to the
desired cruise power setting.
10. Once the desired cruise altitude and airspeed has been obtained, the PF will set the elevator trims for
“hands off” flying and callout cruise checklist.
Issue No. 1 159

February 2017
Partial Panel
1. In order to establish and maintain a climb, the PF should slowly raise the pitch attitude a small
amount while simultaneously applying climb power with coordinated use of the rudder as necessary
until the desired climb speed is attained.
2. The PF will crosscheck the airspeed indicator, altimeter and vertical speed indicator to verify that the
appropriate climb has been established.
3. The PF will adjust and hold the pitch attitude by maintaining the desired climb airspeed on the
airspeed indicator (for a constant airspeed climb), and the vertical speed indicator (for a constant rate
climb).
CAUTION
Once flight crews have confirmed that a flight instrument is inoperative,

The PF will cover that flight instrument so that the instrument
will not be used inadvertently during crosscheck.
6. In order to level off from the climb, the PF will smoothly lower the nose by using the vertical speed
indicator, altimeter and the airspeed indicator.
Issue No. 1 160

February 2017
NOTE
When leveling off from a climb flight crews should use a lead of approximately 10% of
the rate of climb, (e.g. at 500 feet per minute climb flight crews should begin a level off
50 feet prior to reaching the desired altitude).
7. On reaching the desired cruise airspeed; the PF should reduce the trust lever to the desired cruise
setting.
8. Once the desired cruise altitude and airspeed has been obtained, the PF will set the elevator trim for
“hands off” flying.
• Flight crews will exhibit adequate knowledge of the elements relating to attitude instrument flying
during constant airspeed climbs and constant rate climbs.
• Flight crews will demonstrate climbs at a constant airspeed or a constant rate between specific
altitudes in straight or turning flight, as specified by the examiner / evaluation pilot.
• Flight crews will enter constant airspeed climbs or constant rate climbs from a specified altitude,
heading and airspeed and will establish the appropriate change of pitch and power in order to
establish the desired climb performance.
• For full panel, flight crews will maintain the specified airspeed ±5 KIAS, heading ±5o, if in a turning
maneuver, within 5o of the specified bank angle, and performs the level off within 100 feet of the
specified altitude.
• For partial panel, flight crews will maintain the specified airspeed ±10 KIAS, heading ±15o, if in a
turning maneuver, within 5o of the specified bank angle, and performs the level off within 200 feet of
the specified altitude.
• Flight crews will use the proper instrument crosscheck and interpretation, and apply the appropriate
pitch, bank, and power and trim corrections.
Issue No. 1 161

February 2017
4.14.3. Subtask: Descents
Objective
techniques while executing descents using instrument references only in order to conduct safe and
efficient descent procedures.
Description
Full Panel
1. Set descent target altitude

2. In order to establish and maintain a descent, the PF should reduce the power lever, as
appropriate (25%), and maintain a level flight attitude using the attitude indicator until the desired
descent airspeed is attained.
3. On reaching the desired descent airspeed 100 KIAS, the PF should lower the nose attitude using
the attitude indicator, to the approximate descent attitude.
4. The PF will hold the approximate descent attitude until the descent airspeed / rate of descent is
stabilized.
5. Should the PF wish to increase the rate of descent, either the pitch down attitude should be
increased (if the airspeed is at or lower than desired), or the power should be decreased (if the
airspeed is higher than desired).
6. Should the PF wish to decrease the rate of descent, either the pitch down attitude should be
decreased (if the airspeed is higher than desired), or the power should be increased (if the
airspeed is at or lower than desired).
7. Should the PF wish to increase the airspeed of the descent, either the pitch down attitude should
be increased (if the rate of descent is lower than desired), or the power should be increased (if
the rate of descent is at or greater than desired).
8. Should the PF wish to decrease the airspeed of the descent, either the pitch down attitude should
be decreased (if the rate of descent is higher than desired), or the power should be decreased (if
the rate of descent is at or lower than desired).
9. Once the desired changes have been made, the PF should set the elevator trim for “hands off”
flying.
10. In order to level off from the descent, the PF will smoothly raise the nose by crosschecking the
attitude indicator and increase power to maintain cruise airspeed.
NOTE
When leveling off from a descent flight crews should use a lead of approximately 10% of
the rate of descent, (e.g. at 500 feet per minute descent flight crews should begin a
level off 50 feet prior to reaching the desired altitude).
Issue No. 1 162

February 2017
Partial Panel
1. In order to establish and maintain a descent, the PF should slowly lower the pitch attitude a small
amount while simultaneously reducing the power with coordinated use of the rudder as necessary
until the desired rate of descent and airspeed are attained.
2. The PF will crosscheck the airspeed indicator, altimeter and vertical speed indicator to verify that the
appropriate descent has been established.
3. The PF will adjust and hold the pitch attitude by maintaining the desired descent airspeed on the
airspeed indicator (for a constant airspeed descent), and the vertical speed indicator (for a constant
rate descent).
Issue No. 1 163

February 2017
CAUTION

ThePF will cover that flight instrument so that the instrument
will not be used inadvertently during crosscheck.
5. In order to level off from the descent, the PF will smoothly increase the power and raise the nose of
the aircraft while crosschecking the vertical speed indicator, altimeter and the airspeed indicator.
NOTE
When leveling off from a descent flight crews should use a lead of approximately 10% of
the rate of descent, (e.g. at 500 feet per minute descent flight crews should begin a
level off 50 feet prior to reaching the desired altitude).
during constant airspeed descents and constant rate descents.
• Flight crews will demonstrate descents at a constant airspeed or a constant rate between specific
altitudes in straight or turning flight, as specified by the examiner / evaluation pilot.
• Flight crews will enter constant airspeed descents or constant rate descents from a specified altitude,
heading and airspeed and will establish the appropriate change of pitch and power in order to
establish the desired descent performance.
• For full panel, flight crews will maintain the specified airspeed ±5 KIAS, heading ±5o, if in a turning
maneuver, within 5o of the specified bank angle, and performs the level off within 100 feet (30 meters)
of the specified altitude.
• For partial panel, flight crews will maintain the specified airspeed ±10 KIAS, heading ±15o, if in a
turning maneuver, within 5o of the specified bank angle, and performs the level off within 200 feet (60
meters) of the specified altitude.
• Flight crews will use the proper instrument crosscheck and interpretation, and apply the appropriate
pitch, bank, power and trim corrections.
Issue No. 1 164

February 2017
4.14.4. Subtask: Straight and Level
Objective
techniques while executing straight and level flight using instrument references only.
Description
Full panel
1. The PF will ensure that prior to flight, the miniature airplane on the horizon bar for the attitude
indicator is set correctly.
2. Once airborne, the PF will select the power setting appropriate for the desired cruise airspeed and re-
adjust the pitch attitude, as necessary to remain in level flight. This is accomplished by crosschecking
the attitude indicator with the heading indicator, airspeed indicator and the altimeter.
NOTE
Flight crews will at all times attempt to maintain the airspeed, altitude
and heading as specified by ATC or by the examiner / evaluation pilot.
NOTE
To correct for small deviations in heading flight crews should use a bank angle
of one-half the heading variation (not to exceed standard rate).
(e.g. if the heading is 10o off then a bank angle of no more than 5o should be
used to correct).
Partial Panel
1. The PF will crosscheck the airspeed indicator, altimeter and vertical speed indicator to verify that
straight and level flight has been established and is being maintained.
CAUTION
Issue No. 1 165

February 2017

Will not be used inadvertently during crosscheck.
• Flight crews will exhibit adequate knowledge of the elements related to attitude instrument flying
during straight and level flight.
• For full panel, flight crews will maintain straight and level flight in the aircraft configuration specified by
the examiner / evaluation pilot and will maintain the specified airspeed ±5 KIAS, heading ±5oand
altitude ±100 feet (30 meters).
• For partial panel, flight crews will maintain straight and level flight in the aircraft configuration specified
by the examiner / evaluation pilot and will maintain the specified airspeed ±10 KIAS, heading ±15oand
• Flight crews will use proper instrument crosscheck and interpretation, and apply the appropriate pitch,
bank, and power and trim corrections.
Issue No. 1 166

February 2017
4.14.5. Subtask: Change Of Airspeed
Objective
techniques while executing changes in airspeed using instrument references only.
Description
Full panel
adjust the pitch attitude, as necessary to remain in level flight. This is accomplished by crosschecking
NOTE
Flight crews will at all times attempt to maintain the airspeed, altitude
And heading as specified by ATC or by the examiner / evaluation pilot.
NOTE
To correct for small deviations in heading flight crews should use a bank angle of one-half the
heading variation (not to exceed standard rate).
(e.g. if the heading is 10o off then a bank angle of no more than 5o should be
used to correct).
4. In order to increase the airspeed the PF will add power 3%-5% above the approximate power setting
for that airspeed and simultaneously apply forward pressure on the control stick, while maintaining
coordinated flight with the rudder.
5. The pitch should be adjusted in order to maintain level flight. This is accomplished by crosschecking
6. Once the desired cruise altitude and airspeed has been obtained, the PF will again set the elevator
trim for “hands off” flying.
7. In order to decrease the airspeed the PF will reduce the power 3-5% below desired power setting and
simultaneously apply backpressure on the control stick, while maintaining coordinated flight with the
rudder.
Issue No. 1 167

February 2017
Partial Panel
straight and level flight has been established and is being maintained.
CAUTION

3. In order to increase the airspeed the PF will add power 3-5% above desired power setting and
simultaneously apply forward pressure on the control stick, while maintaining coordinated flight with
the rudder.
the compass, airspeed indicator and the altimeter, while using the turn coordinator to ensure that the
wings are kept level.
6. In order to decrease the airspeed the PF will reduce the power and simultaneously apply
backpressure on the control stick, while maintaining coordinated flight with the rudder.
the compass, airspeed indicator and the altimeter, while using the turn coordinator to ensure that the
wings are kept level.
9. For the purpose of exercise following power for the given airspeed will be used. For normal cruise -
100KIAS 60%; Low cruise – 90KIAS 55%; high cruise – 110KIAS 65%.
Issue No. 1 168

February 2017
during change of airspeeds in straight and level flight and in turns.
• Flight crews will select the correct power setting when changing airspeed.
• For full panel, flight crews will maintain straight and level flight in the aircraft configuration specified by
the examiner / evaluation pilot and will maintain the specified airspeed ±5 KIAS, heading ±5oand
• For partial panel, flight crews will maintain straight and level flight in the aircraft configuration specified
by the examiner / evaluation pilot and will maintain the specified airspeed ±10 KIAS, heading ±15oand
Issue No. 1 169

February 2017
4.14.6. Subtask: Turns
Objective
techniques while executing turns using instrument references only.
Description
Full Panel
adjust the pitch attitude as necessary to remain in level flight. This is accomplished by crosschecking
4. Set target heading as appropriate
5. The PF will initiate the roll into the turn using the attitude indicator with coordinated aileron and rudder
pressure. Turns will be practiced half standard, standard and steep bank (30o -45o)
NOTE
In order to determine the required angle of bank for a standard

rate turn, flight crews shall divide true airspeed by 10 and add
o
half the result. This shall not exceed a maximum bank of 30 .
o
(e.g. KIAS 120. 120 / 10 = 12+6 = 18 angle of bank).
6. The PF will maintain a constant bank angle and rate of turn (3o per second) by using the turn
0
coordinator and the attitude indicator. (Cross check the magenta line on the HSI is in a 10 reference
to keep a standard bank angle.
7. In order to maintain altitude, the PF should monitor the airspeed indicator and altimeter while
adjusting the backpressure on the control stick.
8. To begin the recovery from a turn, the PF should initiate a roll out approximately one half the bank
o o
angles before reaching the desired heading. (e.g. Turning from a heading of 360 to 090 with a bank
o o
angle of 18 , the roll out should be started on a heading of 081
o o
(18 / 2 = 9 )).
9. The PF will roll the wings level using coordinated aileron and rudder control.
10. On the roll out the altitude and airspeed will be maintained using the altimeter and airspeed indicator.
Issue No. 1 170

February 2017
Partial Panel
1. The PF will cross-check the airspeed indicator, altimeter and vertical speed indicator to verify that
straight and level flight has been established and is being maintained, and will use the turn
coordinator to verify that the wings are being kept level.
CAUTION

3. In order to turn to a specific heading, the best instruments to use for directional guidance are the
magnetic compass, the heading indicator and a timer.
4. The PF will initiate the roll into the turn using coordinated ailerons and rudder and heading indicator
(magenta) to establish a standard rate turn.
5. The PF will make small corrections to the bank using the magenta in the HSI as necessary to
maintain a standard rate turn.
6. In order to maintain altitude, the PF should monitor the airspeed indicator and altimeter while
adjusting the backpressure on the control stick.
7. To begin the recovery from a turn, the PF should initiate a roll out approximately 10obefore reaching
the desired heading.
8. The PF will roll the wings level using coordinated aileron and rudder control.
9. On the roll out the altitude and airspeed will be maintained using the altimeter and airspeed indicator.
11. Once the bank has been removed and the aircraft has returned to straight and level flight, flight crews
should allow the magnetic compass to settle and then make corrections to the heading as required.
during turns.
• Flight crews will establish indicated standard rate turns, both right and left and will change the
miniature aircraft position, as necessary, to produce a standard rate turn.
Issue No. 1 171

February 2017
• For full panel flight crews will maintain the specified airspeed ±5 KIAS, heading ±5o, angle of bank
within 5o of a standard or half-standard rate turn when turning, will roll out within 5oof a specified
heading and will maintain altitude ±100 feet (30 meters).
• For partial panel flight crews will maintain the specified airspeed ±10 KIAS, heading ±15o, angle of
bank within 5o of a standard or half-standard rate turn when turning, will roll out within 15oof a
specified heading and will maintain altitude ±200 feet (60 meters).
Issue No. 1 172

February 2017
4.14.7. Subtask: Timed Turns
Objective
techniques while executing turns using the turn coordinator and the magnetic compass as the only
directional references.
Description
1. The PF will cross-check the airspeed indicator, altimeter and vertical speed indicator to verify that
CAUTION

3. The PF will reference the heading on the HSI, note the time, and initiate a turn in the desired direction
using coordinated ailerons and rudder and the turn coordinator in order to establish a standard rate
turn.
4. After the calculated time has elapsed the PF will initiate the roll out using coordinated aileron and
rudder control and determine heading change in a given time.
5. Once the bank has been removed and the aircraft has returned to straight and level flight, flight crews
should allow the magnetic compass to settle and then make corrections to the heading as required.
NOTE
The turn coordinator is calibrated at a standard rate turn of 3o per second.

This is accomplished by starting the time and rolling into a standard rate
o o
Turn for a specified time and heading change (e.g. turning from 360 to 180
o o
With a time of 1 minute = 180 / 60 seconds = 3 per second).
Issue No. 1 173

February 2017
• Flight crews will establish indicated standard rate turns, both right and left.
• Flight crews will apply the timer correctly to the calibration procedure and will change the miniature
aircraft position, as necessary, to produce a standard rate turn.
• Flight crews will make timed turns to specified compass headings and will maintain the specified
airspeed ±5 KIAS, heading ±5o, angle of bank within 5o of a standard or half-standard rate turn when
turning, will roll out within 5oof a specified heading and will maintain altitude ±100 feet (30 meters).
Issue No. 1 174

February 2017
4.14.8. Subtask: Compass Turns
Objective
techniques while executing turns using the turn coordinator and the magnetic compass as the only
directional references.
Description
CAUTION

3. The PF will reference the heading on the compass and initiate a turn in the desired direction using
coordinated ailerons and rudder and the turn coordinator in order to establish a standard rate turn.
4. When turning to a heading of north, the lead for the roll out must include the number of degrees of the
aircrafts’ positional latitude, plus the lead normally used for roll out from a standard rate turn.
5. During turns to a heading of south, the PF will maintain the turn until the compass passes south by
the number of degrees of the aircrafts’ positional latitude, minus the lead normally used for roll out
from a standard rate turn (e.g. turning from a heading of east to a heading of north at 100 KIAS,
where the latitude is 30o, the roll out should be started when the compass reads 037o (30o plus one-
half the 15o bank angle)).
6. During turns to a heading of east or west there will be no lead or lag required.
Issue No. 1 175

February 2017
NOTE
When turning to headings other than north, east, south or west,

Flight crews will interpolate according to the desired roll
o
Out heading (e.g. turning left from a heading of 060 to a heading
o
Of 330 flight crews should begin the rollout to arrive wings
o o
Level at 350 (330 is 2/3 of the way from west. Therefore
o o o
2/3 x 30 (the latitude)) = 20 = 350 roll out heading).
• Flight crews will exhibit adequate knowledge of the elements and procedures relating to the operating
characteristics and errors of the magnetic compass, and the performance of compass turns to
specified compass headings.
• Flight crews will establish indicated standard rate turns, both right and left.
• Flight crews will change the miniature aircraft position, as necessary, to produce a standard rate turn.
• Flight crews will make compass turns to specified compass headings and will maintain the specified
airspeed ±10 KIAS, heading ±10o, angle of bank within 5o of a standard or half-standard rate turn
when turning, will roll out within 10oof a specified heading and will maintain altitude ±100 feet (30
meters).
4.14.9. Subtask: Vertical “S’s”
Objective
The objective of the vertical S, S-1, and S-2 maneuvers is to develop coordination in power, pitch attitude, and
bank attitude control and help also increase speed in cross-checkinginstruments, division of attention and
proper flying technique while executing a sequence of climbs and descents during turns.
Description
1. The PF should established Climbing or descending airspeed prior to entry.

2. During the reversal of vertical direction, the PF will lead the altitude by 40 to 60 feet in descents and
20 to 30 feet in climbs.
3. Change the altitude 500 feet, 400 feet, 300 feet, and then 200 feet, returning to the original altitude
each time.
4. After the 200-foot altitude change, the PF will return to the original altitude and level-off at climbing or
descending airspeed (low cruise).
5. Performing the Vertical S.
a. From an exact altitude and climbing or descending airspeed, the PF should adjust power and
pitch attitude to enter a climb or descent. As the power is adjusted in the entry, the airspeed
indicator becomes primary for pitch.
b. As the vertical speed approaches 500 feet per minute, the vertical-speed indicator becomes
primary for pitch and remains so until the reversal of the vertical direction is started. As the
vertical speed reaches 500 feet per minute, the airspeed indicator again becomes the primary
instrument for power.
Issue No. 1 176

February 2017
c. As the reversal of the vertical direction is started, the airspeed indicator becomes primary for
pitch and remains so until the vertical speed approaches the desired rate of 500 feet per minute.
d. Stress the importance of trim and cross-check.
6. Performing Vertical S-1
This maneuver is a combination of the vertical "S" and a standard rate turn.
a. The PF should enter in the same manner as a climbing or descending turn.

b. The PF should reverse the direction of turn with each return to entry altitude.
c. The PF should emphasize trim and smooth control technique.
7. Performing Vertical S-2
This maneuver differs from the Vertical S-1 in that the direction of turn is reversed with each reversal
of vertical direction.
• Flight crews will exhibit adequate knowledge of the elements relating to Vertical S”s”
• Flight crews will maintain the required standards as prescribed in the Syllabus/Lesson plan.
• Flight crews will not lose orientation during the maneuver and will change the direction of the turn
as prescribed by the type of “S” being flown.
• At no time should the aircraft fly a constant altitude (level off) while executing the vertical profile.
4.14.10. Subtask: Patterns A & B
Objective
Flight crews will improve their multitasking, handling, and division of attention by applying their basic
instrument flying skills to prescribed illustrated patterns.
Description
1. The PF will select a suitable altitude and heading and trim for straight and level flight at an airspeed of
100 KIAS.
2. The PF will then follow the steps depicted for the Pattern flown.
Standards of Performance
• Flight crews will exhibit adequate knowledge of the elements relating to fly pattern A & B
• Flight crews will maintain the required standards as listed in the Syllabus/Lesson Plan
Issue No. 1 177

February 2017
Diagram: Pattern A
Issue No. 1 178

February 2017
Diagram: Pattern B
Issue No. 1 179

February 2017
4.14.11. Subtask: Recovery from Unusual Flight Attitudes
Objective
techniques while executing recoveries from unusual flight attitudes.
Description
Recovery from Nose-High Unusual Attitudes
NOTE
When recovering from unusual flight attitudes for the purpose of training,
Flight crews will perform the recoveries in the order listed in this section.
However, all of the corrective actions are made nearly simultaneously.
1. The Instructor Pilot will select an altitude that will allow for the maneuver to be recovered above 1500
feet AGL.
2. Prior to commencing the maneuver, the PF will ensure that all pre-maneuver checklist items have
been completed as specified earlier in this chapter.
3. The PF will perform a clearing turn, as specified earlier in this chapter.
4. In order to recover from a nose-high attitude, when a lower than desired or rapidly decreasing
airspeed is observed, the PF will immediately increase the power in proportion to the observed speed
deceleration while simultaneously applying forward elevator pressure to lower the nose to a level
pitch attitude. This will be indicated by a reversal and eventual stabilization on the airspeed indicator
and altimeter.
5. The PF will correct the bank attitude with coordinated aileron and rudder pressure to straight flight by
referring to the attitude indicator.
WARNING
Flight crews are prohibited from conducting unusual attitude

Training in actual instrument meteorological conditions
6. The PF will continue to cross-check the flight instruments in order to maintain a level flight attitude
and stopping altimeter from descending or climbing
7. The PF should start a climb or descent back to the original altitude and heading as soon as full
control of the aircraft and safe airspeed is attained.
8. Accelerate to cruise speed adjust power accordingly
Issue No. 1 180

February 2017
Recovery from Nose-Low Unusual Attitudes
1. The Instructor Pilot will select an altitude that will allow for the maneuver to be recovered above 1500
feet AGL.
3. The PF will perform a radio call and clearing turns, as specified earlier in this chapter.
4. In order to recover from a nose-low attitude, when a higher than desired or rapidly increasing
airspeed is observed, the PF will immediately reduce the power in proportion to the observed speed
acceleration and will correct the bank attitude with coordinated aileron and rudder pressure to straight
flight by referring to the altitude indicator.
5. The PF will then smoothly apply back elevator pressure to raise the nose to a level pitch attitude.
This will prevent excessive airspeed and loss of altitude and will be indicated by a reversal and
eventual stabilization on the airspeed indicator and altimeter.
6. The PF should start a climb or descent back to the original altitude and heading as soon as full
control of the aircraft and safe airspeed is attained.
WARNING
Flight crews are prohibited from conducting unusual attitude

Training in actual instrument meteorological conditions
7. The PF will continue to crosscheck the flight instruments in order to maintain a level flight attitude.
Issue No. 1 181

February 2017
during recovery from unusual flight attitudes (both nose-high and nose-low).
bank, and power corrections in the correct sequence to return the aircraft to a stabilized level flight
attitude.
4.14.12. Subtask: Steep Turns IF
Objective
Flight crews will develop smoothness; coordination and orientation in order to conduct safe and efficient
steep turn procedures. Flight crews will be able to recognize changes in the aircraft flight characteristics
while executing high performance turns.
Description
3. The PF will perform a visual and clearing turns to side of maneuver, as specified earlier in this
chapter. The clearing turns may be omitted if actual IFR conditions exist and the aircraft is under
ATC control.
4. The PF will configure the aircraft for straight and level flight and choose a heading to begin the
maneuver.
5. The PF will establish the aircraft in level cruise flight at the correct Va for the aircraft weight, or 100
KIAS-65%), whichever is slower.
WARNING
6. The PF will smoothly roll the aircraft into a 45o bank turn to the left or the right for 180o or 360o.
7. As the bank angle increases, back elevator pressure should be added to maintain constant altitude
and the airspeed should be controlled by smooth application of power of required
8. The PF will maintain a constant angle of bank, altitude and airspeed during the turn.
Issue No. 1 182

February 2017
The PF will smoothly initiate the rollout approximately ½ the bank angle prior to the desired rollout
heading (e.g. 45o of bank would result in initiating the rollout approximately 22o - 23o prior to the desired
heading).
9. During the rollout, the PF will relax the control pressure used to maintain the altitude during the turn,
and reduce the power to the initial entry power setting.
10. A second turn will then be initiated in the opposite direction as appropriate
11. The PF will then resume normal cruise or training cruise flight and adjust power to cruise setting
NOTE

To aid in the smooth control of the aircraft, and
NOTE
• Flight crews will exhibit knowledge of the factors related to attitude instrument flying during steep
turns.
• Flight crews will enter a turn using a bank of approximately 45o.
• Flight crews will maintain the specified angle of bank for either 180o or 360o of turn, both left and right,
and will maintain altitude, ±100 feet (30 meters), airspeed ±10 KIAS, bank ±5o; and roll out on the
specified heading, ±10o.
Issue No. 1 183

February 2017
Diagram: Steep Turns
Issue No. 1 184

February 2017
4.14.13. Subtask: Power-Off Stalls (Approach Configuration)
Objective
power-off stall procedures. Flight crews will be able to recognize changes in the aircraft flight
characteristics and control effectiveness as the stall approaches in the approach configuration.
Description
3. The instructor will perform a clearing turn, as specified earlier in this chapter. The clearing turns
may be omitted if aircraft is under ATC control.
maneuver.
6. The PF will establish a stabilized descent for instrument approach at 90 KIAS bringing nose of a/c to
level altitude
7. The PF will smoothly set the power lever to IDLE, while increasing pitch to an attitude that will result
in a steady decrease in airspeed and stall warning is heard.
NOTE

Issue No. 1 185

February 2017
WARNING
Flight crews are prohibited from conducting stalls

in actual instrument meteorological conditions
10. The PF will initiate a recovery by promptly decreasing the angle of attach, applying full power, and if
appropriate, leveling the wings.
12. The PF will establish a climb speed of Vx or Vy as specified. Once the recovery has been completed
a normal climb speed of 80 KIAS will be initiated.
• Flight crews will exhibit knowledge of the elements related to attitude instrument flying while
conducting power-off stalls.
• Flight crews will select an entry altitude that will allow the task to be completed no lower than 1500
feet (460 meters) AGL.
• Flight crews will establish a stabilized descent in the approach or landing configuration, as specified
by the examiner.
• Flight crews will transition smoothly form the approach or landing attitude to the pitch attitude that will
induce a stall.
• Flight crews will recognize (using the proper instrument cross-check and interpretation) and recover
promptly after the stall occurs by reducing the angle of attack, increasing power to maximum
allowable, and leveling the wings to return to a straight and level flight attitude with a minimum loss of
altitude appropriate for the aircraft.
• Flight crews will retract the flaps to the recommended setting and establish a positive rate of climb.
• Flight crews will accelerate to Vx or Vy airspeed before the final flap retraction and return to the
altitude, heading and airspeed specified by the examiner.
Diagram: Power-Off Stalls (Approach Configuration)
Issue No. 1 186

February 2017
Issue No. 1 187

February 2017
4.14.14. Subtask: Power on stall (Takeoff Configuration Stall) - IF
Objective
power-on stall procedures. Flight crews will be able to recognize changes in the aircraft flight
characteristics and control effectiveness as the stall approaches in the takeoff configuration.
Description
3. The PF will perform a clearing turns, as specified earlier in this chapter. The clearing turns may be
omitted if aircraft is under ATC control.
maneuver.
6. At airspeed of 100 KIAS (Vfe) or lower, the PF will smoothly add the flaps as specified.
decreases.
8. As the airspeed approaches 70 KIAS, the PF will set the power to full, while increasing pitch to an
attitude that will result in a steady decrease in airspeed.
NOTE
Turning stalls may be initiated at this point to a maximum bank angle

of 20o in either direction.
NOTE
IMMINENT STALL - Buffeting, stall warning horn or rapid decayof control effectiveness.
STALL - A sudden loss of control effectiveness, excessive sink rate,or sudden decrease in pitch attitude.
WARNING
Issue No. 1 188

February 2017
Flight crews are prohibited from conducting stalls

In actual instrument meteorological conditions
10. The PF will initiate a recovery by promptly decreasing the angle of attack, applying full power, and, if
appropriate, leveling the wings.
12. The PF will retract the flaps (at 80KIAS) smoothly in increments, if extended, and establish a climb
speed of Vx or Vy as specified. Once the recovery has been completed a normal climb speed of 80
KIAS will be initiated.
Issue No. 1 189

February 2017
• Flight crews will exhibit knowledge of the elements related to attitude instrument flying while
conducting power-on stalls.
• Flight crews will select an entry altitude that will allow the task to be completed no lower than 1500
feet (460 meters) AGL.
• Flight crews will establish the appropriate takeoff configuration
• Flight crews will transition smoothly from the takeoff attitude to a pitch attitude that will induce a stall.
• Flight crews will recognize (using the proper instrument cross-check and interpretation) and recover
promptly after the stall occurs by reducing the angle of attack, increasing power as appropriate /
maximum allowable, and leveling the wings to return to a straight and level flight attitude with a
minimum loss of altitude appropriate for the aircraft.
• Flight crews will retract the flaps to the recommended setting and establish a positive rate of climb
• Flight crews will accelerate to Vx or Vy airspeed before the final flap retraction; return to the altitude,
heading, and airspeed specified by the examiner.
Issue No. 1 190

February 2017
Diagram: Takeoff Configuration Stall - IF
Issue No. 1 191

February 2017
4.14.15. Subtask: Intercepting and Tracking Navigational Systems and
DME Arcs
Objective
intercepting and tracking of navigational systems and DME Arc procedures.
Description
VOR / VORTAC Radial Interception and Tracking
1. The PF will first tune and identify the Very-High Frequency Omni-Directional Range (VOR) facility that
is to be used. The Morse code identifier of the facility will be confirmed by using an appropriate low
en-route chart, terminal area chart, or sectional chart.
2. Once the facility has been tuned and identified, the PF will determine the position of the aircraft from
the facility using all available equipment.
NOTE
The PF will ensure that the heading indicator and magnetic compassare aligned at all times during
instrument flight.
3. The PF will set the Omni-Bearing Selector (OBS) to the inbound / outbound course desired (e.g. for
the 180o radial outbound, set 180oFROM; for the 180o radial inbound, set 360oTO).
4. The PF should determine the initial intercept angle considering the distance from the facility, distance
from the present course to the new course, and the winds (e.g. the greater the distance from the
station or the further apart the radials, the greater the intercept angle should be).
NOTE
The PF may turn to a heading that parallels the desired course in order to determine the desired intercept
angle
5. The PF will determine the intercept heading by noting the deflection indicated on the Course
Deviation Indicator (CDI), and applying the desired intercept angle to the inbound / outbound course
(e.g. to intercept the 180o radial outbound at a 30o intercept angle, when the CDI is showing a
deflection to the right, a heading of 210o should be used (assuming no wind)).
Issue No. 1 192

February 2017
6. The PF should make the turn to the intercept heading in the direction that is closest to the present
heading of the aircraft (e.g. if the aircraft is heading 090o, and the intercept heading is 210o, the
aircraft should be turned to the right).
7. Once the heading change has been made, the PF will monitor the quality of the intercept angle that
has been selected. If the CDI does not indicate progress towards the desired course in an
appropriate time, the flight crew will initially verify that the aircraft is on the desired intercept heading,
then verify the aircraft position relative to the desired course, and if appropriate, increase the intercept
angle by selecting and establishing a new intercept heading.
NOTE
The maximum intercept that may be used is 90o.
8. Once the CDI starts to center the PF will initiate a turn slightly prior to reaching the desired inbound /
outbound course heading so as to not fly through the desired course.
9. Once established on the desired radial, the PF will track the course inbound / outbound, as
appropriate, by maintaining the appropriate aircraft heading.
10. The PF will monitor the CDI at all times. Should the CDI show a deflection to the left or the right of on
course, a re-intercept angle of between 10o and 30o should be applied to the aircraft heading in order
to return the aircraft to the on course heading.
NOTE
The PF should lead the re-centering of the CDI by reducing

the intercept angle by ½ the initial correction angle.
NOTE
The PFshall establish a heading that will maintain the desired CDI indication. This is referred to as the
Wind Correction Heading (WCH).
NDB Bearing Interception And Tracking
1. The PF will first tune and identify the Non-Directional Beacon (NDB) facility that is to be used. The
Morse code identifier of the facility will be confirmed by using an appropriate low en-route chart,
terminal area chart, or sectional chart.
NOTE
Issue No. 1 193

February 2017
The PF will ensure that the heading indicator and magnetic compass are aligned at all times during
instrument flight.
NOTE
The PF will ensure that the Morse code identifier is audible

at all times when the Automatic Direction Finder (ADF) is being usedfor navigation.
3. The PF will determine the position of the aircraft by first noting whether the station is to the right or left
of the nose of the aircraft. The PF will then determine the number of degrees of needle deflection
shown on the RMI from the current position, and double the amount for the necessary interception
angle (e.g. The aircraft is inbound on the 090o QDM. The required intercept QDM is 060o. The
intercept angle will be 60o to the right; therefore the intercept heading will be 120o).
NOTE
Flight crews should also consider the effects of wind, distance to the station and difference between the
actual bearing and required heading and adjust the intercept angle accordingly.
4. The PF, once the turn to the intercept heading has been made, will monitor the quality of the intercept
angle that has been selected. If the pointer does not indicate progress towards the desired course in
an appropriate time, the PF should verify that the aircraft is established on the correct intercept
heading, then verify the aircraft position relative to the desired course. If appropriate, the PF should
then increase the intercept angle in order to increase the quality of the intercept.
NOTE
o
The maximum intercept that may be used is 90 .
5. When the angle of deflection equals the angle of intercept, the PF should turn the aircraft to the
appropriate inbound / outbound course heading so as to not fly through the desired course.
6. Once established on the desired bearing / course, the PF will track the QDM / QDR, as appropriate,
by maintaining the appropriate aircraft heading.
7. The PF should monitor the aircraft heading and relative bearing. Should the needle on the ADF show
a deflection left or right of the right or left of the desired QDM/QDR, the heading should be re-verified
and a re-interception course initiated.
8. The PF will establish a heading that will allow for the RMI to show a relative bearing that holds the
selected QDM / QDR.
DME Arcs
1. The PF will first tune and identify the Very-High Frequency Omni-Directional Range (VOR) facility that
is to be used. The Morse code identifier of the facility will be confirmed by using an appropriate low
en-route chart, terminal area chart, or sectional chart.
Issue No. 1 194

February 2017
NOTE
Flight crews will ensure that the heading indicator and magnetic compass are aligned at all times during
instrument flight.
Issue No. 1 195

February 2017
3. The PF will track inbound or outbound on the specified radial, or will follow vectors provided by ATC.
4. Prior to intercepting the DME arc, the PF will ensure that the #1 VOR has been tuned to the
appropriate lead-in radial as specified, or as instructed by ATC. The Morse code identifier of the
facility will be confirmed by using an appropriate low en-route chart, terminal area chart, or sectional
chart.
5. When the aircraft reaches 0.5 NM of the desired arc distance, the PF will initiate a 90o standard rate
turn in the direction of the arc rotation.
6. When the needle centers on the #2 VOR the aircraft should be turned 10o in the direction of the arc,
and the #2 VOR should be turned a further 10o, so that the needle continues to center as the arc
progresses.
7. The PF will continue the steps listed above, until reaching the lead-in radial (LR) or until arriving at
approximately 3 – 5o prior to the selected approach course, at which point a turn will be made until the
needle on the CDI of the #1VOR centers.
NOTE
The PF will adjust the heading as necessary to compensate for the effects of wind on the turn.
This is accomplished by monitoring the DME readout throughout the maneuver
o
(E.g. If a crosswind is drifting the aircraft away from the facility, the PFwill turn the aircraft in 10
increments, as necessary, towards the station.
o
If a crosswind is drifting the aircraft towards the facility, the PF will turnthe aircraft in 10 increments, as
necessary, away from the station.
Issue No. 1 196

February 2017
• Flight crews will exhibit adequate knowledge of the elements related to intercepting and tracking
navigational systems and DME Arcs.
• Flight crews will tune and identify the correct navigation facility.
• Flight crews will set and correctly orient the radial to be intercepted into the course selector..
• Flight crews will intercept the specified radial at a predetermined angle, inbound or outbound from the
navigation facility.
• Flight crews will maintain the airspeed within ±10 KIAS, altitude within ±100 feet (30 meters) and
o
selected headings within ±5 .
• Flight crews will apply the proper correction to maintain a radial, allowing no more than ¾ scale
deflection of the CDI,and will determine the aircraft position relative to the navigational facility or from
a waypoint in the case of GPS.
• Flight crews will intercept a DME arc and maintain the arc within 1 nautical mile.
• Flight crews will recognize navigational receiver or facility failure, and when required, report the failure
to ATC.
Issue No. 1 197

February 2017
4.14.16. Subtask: Holding
Objective
entry procedures for holding at a navaid, intersection, or fix utilizing all installed equipment.
Description
1. The PF will, when three (3) minutes or less but prior to arriving at a clearance limit, (and when no
clearance beyond the fix has been received) reduce speed to 100 KIAS (approximately to 50%).
2. The PF will ensure that the aircraft is in the cruise configuration and determine the entry to be
performed prior to reaching the fix, and will enter the holding pattern in accordance with the
recommended procedures. (Teardrop, parallel, direct)
NOTE
The PF should determine the correct entry procedure based on the Heading they are approaching the fix
with.
A ± 10 degrees tolerance exists around each sector-limiting heading.
When within this buffer the PF will select the most beneficial type of entry in an effort to be on the holding
side as much as possible.
.
3. The PF will report to ATC the time, altitude and location of the fix when reaching the clearance limit.
4. Unless Distance Measuring Equipment (DME) pattern leg lengths are specified, the outbound leg
should be one (1) minute for altitudes at or below 14000 MSL, and one and one-half (1 ½) minutes for
altitudes above 14000 MSL.
5. The PF will comply with the appropriate speed restriction.
6. The PF will begin the outbound leg timing over or abeam the fix, whichever occurs later. If the abeam
position cannot be determined, the PF will start the timing when the turn to the outbound heading is
completed.
NOTE
When holding at a VOR / VORTAC flight crews will begin the turn to the outbound leg at the first complete
reversal of the “TO / FROM” indicator.
6. The PF will compensate for the effects of wind primarily on the outbound leg to ensure that the
inbound track is regained before passing the holding fix.
7. The PF will advise ATC immediately if any increase in airspeed is necessary due to turbulence, icing
etc., or if any part of the holding procedure cannot be completed.
8. Once the holding procedure is complete, the PF will advise ATC of the need to depart the hold as well
as the time leaving the clearance limit.
9. When instructed to leave the holding fix, The PF will resume the appropriate cruise airspeed, as
instructed or as necessary.
Direct Entry (Section (c) below)
1. The PF will then initiate a turn to the outbound leg at a standard rate in the direction specified in the
clearance, or as depicted.
Issue No. 1 198

February 2017
Teardrop Entry (Section (b) below)
1. The PF will begin a standard rate turn to a course 30o from the reciprocal holding course on crossing
the fix, the PF will start timing so that on completion of one minute, or as specified by ATC, a
standard rate turn will be initiated in the direction of the inbound holding course.
Parallel Entry (Section (a) below)
1. The PF will begin a standard rate turn to a heading outbound from the fix that parallels the inbound
holding course. On crossing the fix, the PF will start timing so that on completion of one minute, or as
specified by ATC, a standard rate turn will be initiated in the direction of the inbound holding course.
Diagram: Holding Diagram
NOTE
Flight crews will be established within 3 turns of the hold.
Issue No. 1 199

February 2017
• Flight crews will exhibit adequate knowledge of the elements related to holding procedures.
• Flight crews will change to the holding airspeed appropriate for the altitude or aircraft when 3 minutes
from, but prior to arriving at, the holding fix.
• Flight crews will explain and use an entry procedure that ensures the aircraft remains within the
holding pattern airspace for a standard, non-standard, published, or non-published holding pattern.
• Flight crews will recognize arrival at the holding fix and initiate prompt entry into the holding pattern.
• Flight crews will comply with ATC reporting requirements.
• Flight crews will use proper timing criteria, where applicable, as required by altitude or ATC
instructions, or will comply with pattern leg lengths when a DME distance is specified.
• Flight crews will use proper wind correction procedures to maintain the desired pattern and to arrive
over the fix as close as possible to a specified time.
• Flight crews will maintain airspeed within ±10 KIAS, altitude within ±100 feet, (30 meters) and
o
selected headings within ±10 and track a selected course, radial or bearing.
Issue No. 1 200

February 2017
Diagram: Holding - Direct Entry
Issue No. 1 201

February 2017
Diagram: Holding - Teardrop Entry
Issue No. 1 202

February 2017
Diagram: Holding - Parallel Entry
Issue No. 1 203

February 2017
4.14.17. Subtask: Precision ILS Instrument Approach
Objective
precision ILS instrument approaches using all installed equipment under normal, abnormal and
emergency conditions.
Description
Full Approach Procedures
1. The PF will comply with all ATC clearances and instructions while under ATC control.
2. The PF will complete the appropriate approach brief as outlined in POH, “Normal Procedures”, of this
manual.
3. Prior to reaching the Initial Approach Fix (IAF), the PF will ensure that all items on the “Approach” and
“Descent” Normal Procedures checklists have been completed, as appropriate.
4. The PF will begin to reduce the airspeed to 100 KIAS, 3 minutes prior to arrival at the IAF, by setting
the power lever to approximately 55%.
NOTE
If instructed by ATC, the PFwill adjust their airspeed accordingly, unless the instruction exceeds the
aircraft limits, adversely affects the safety of the flight. Flight crews may consider a no flap approach if or
assigned speed exceeds Vfe, if the PF is unable to comply with the instructions,they will inform ATC
immediately.
NOTE
The PF will maneuver the aircraft to arrive at the holding altitude 5 NM before reaching the Holding Fix.
Upon reaching the IAF (or its equivalent), the PF will comply with the following procedures:
If a HOLDING is published on the Approach Plate or STAR the PF will enter and fly the hold until an
approach clearance is received, advising ATC of this if possible. If an approach clearance is received
prior to reaching the IAF, the hold entry must still be flown if we are approaching with a heading more
than 90 degrees away from the outbound course.
• If a RACETRACK is published in conjunction with the hold, the PF will execute the racetrack
only after being cleared for the Approach.
• If no hold or racetrack is specified over the IAF, the PF will follow the procedure depicted in
the Approach Plate.
• If no hold is depicted and the fix is a clearance limit then the pilot should hold until a
clearance is received if communication is still possible. If not lost communications
procedures should be followed.
5. Once cleared for the approach and after passing over the holding fix for the last time, the PF will fly
outbound and execute the rest of the procedure to intercept the localizer inbound.
Issue No. 1 204

February 2017
Full And Straight In Approach Procedures
1. 3 miles prior to arrival at the Final Approach Fix (FAF), the PF will reduce the airspeed to 90 KIAS.
2. When established on the localizer and approximately one dot below the glide slope, the PF selects
and calls “Before Landing checklist”
3. The PF will then reduce the power lever, and set the flaps to T/O while maintaining 90 KIAS.
4. The PF will verify that the aircraft is secure for landing by saying, “Before Landing Checklist
Complete”.
5. The PF will maintain the glide slope with minor pitch changes. Stronger headwinds will require the
use of a lower descent rate due to the reduced groundspeed. A tailwind condition will require a
higher rate to maintain glide slope due to a higher groundspeed.
6. The localizer should normally be tracked using minor corrections to the heading being flown. Larger
changes may, however, be necessary during periods of large wind shifts. Over-correcting will result
in major deviations in the ground track.
7. Flight crews will ensure that the aircraft is stabilized, in the landing configuration, no lower than 1000
feet AGL. A stabilized approach means that the aircraft is in the landing configuration is maintaining
the correct approach speed and has the appropriate flap setting.
8. If the approach is not stabilized, the PF will initiate an immediate missed approach and notify ATC as
soon as safely possible.
NOTE
During an ILS approach, if the glide slope becomes inoperative, flight crews will initiate an immediate
missed approach.
Flight crews will not brief two different approaches.
Issue No. 1 205

February 2017
9. During Single Crew operations the PF, will during the approach, make the standard calls listed below.
During Multi Crew operations, the PM, will during the approach, make the standard calls listed below.
• “Localizer Alive”.
• “Glide slope Alive”.
• “500 above”.
• “200 above”.
• “100 above”.
• At or prior to DA in Multi Crew operations, the PM will call:
1. “Approach Lights Continue”. This indicates that the PF may descend below DA to a height of
100 feet above the touchdown zone elevation. At, or prior to reaching the new altitude, the
PM will call: “Go Visual”, or “Go Missed Approach”, as appropriate.
2. “Go Visual”. This indicates that the runway is in sight and transition to a visual landing can be
made.
3. “Go Missed Approach”. This indicates that no approach lights or visual cues are in sight, and
transition to a missed approach is to be initiated.
10. For single pilot operations, the “At or prior to DA” callouts will be made by the PF.
11. During Single Crew operations, the PF, will during the approach, make additional calls when the
deviations listed below occur. During Multi Crew operations, the PM, will during the approach, make
additional calls when the deviations listed below occur.
a) Localizer deviation of more than ½ dot.
b) Glide slope deviation of more than ½ dot.
c) Airspeed deviation greater than 5 KIAS.
d) Sink rate in excess of 1000 feet per minute (FPM).
12. During the continuation of the approach to landing, the PF will use the PAPI / other visual indicators
and / or continue to monitor the glide slope for a normal landing on the 1000 foot fixed distance
markings or as directed.
Issue No. 1 206

February 2017
NOTE
The aircraft must be stable throughout the entire approach (airspeed, configuration, descent rate), and in
a position from which to execute a normal landing when transition to a visual landing is accomplished.
Flight crews will not try to salvage an unstable approach. If at any point the approach is not stable, or if
the aircraft is not in a position to
Perform a normal landing; a missed approach will be executed.
NOTE
Flight crews may increase the flap setting below 1000 feet AGL as required when transitioning for the
visual landing so long as the aircraft is stable prior to reaching 300 feet AGL.
No configuration changes may occur below 300 feet AGL.
• Flight crews will exhibit adequate knowledge of the elements of an ILS instrument approach
procedure.
• Flight crews will select and comply with the appropriate ILS instrument approach procedure to be
performed.
• Flight crews will establish two-way communications with ATC, as appropriate to the phase of flight or
approach segment, and will use proper radio communications phraseology and technique.
• Flight crews will select, tune, identify and confirm the operational status of the ground and aircraft
navigation equipment to be used for the approach procedure.
• Flight crews will comply with all clearances issued by ATC or the examiner, and will advise ATC or
the examiner anytime the aircraft is unable to comply with the clearances given.
• Flight crews will establish the appropriate aircraft configuration and airspeed, considering turbulence
and wind shear, and complete the aircraft checklist items appropriate to the phase of flight.
Issue No. 1 207

February 2017
• Flight crews will maintain, prior to beginning the final approach segment, specified altitude within 100
o
feet (30 meters), heading or course within 5 , and airspeed within 5KIAS.
• Flight crews will apply the necessary adjustments to the published DH and visibility criteria for the
aircraft approach category when required, such as:
a) NOTAM’S. And altimeter pressure error
b) Inoperative aircraft and ground navigation equipment.
c) Inoperative visual aids associated with the landing environment.
d) NOAA (National Oceanic and Atmospheric Administration) reporting factors and criteria.
• Flight crews will establish an initial rate of descent at the point where the electronic glide slope is
intercepted, which approximates that required for the aircraft to follow the glide slope to DH.
• Flight crews will allow, while on the final approach segment, no more than1/2 scale deflection of
either the localizer or glide slope indications, and will maintain the specified airspeed within 5 KIAS.
• Flight crews will avoid descent below DH before initiating a missed approach procedure or
transitioning to a normal landing.
• Flight crews will initiate immediately the missed approach procedure, when at the DH, +50 feet, if the
required visual references for the intended runway are not distinctly visible and identifiable.
• Flight crews will transition to a normal landing approach when the aircraft is continuously in a position
from which a descent to a landing on the intended runway can be made at a normal rate of descent
using normal maneuvers.
Issue No. 1 208

February 2017
Diagram: Precision ILS Instrument Approach Procedures
Issue No. 1 209

February 2017
4.14.18. Subtask: Non-Precision Approach
Objective
non-precision instrument approaches using all installed equipment under normal or abnormal and
emergency conditions.
Description
Full Approach Procedures
1. Flight crews will comply with all ATC clearances and instructions while under ATC control.
2. The PF will complete the appropriate approach brief as outlined in POH, “Normal Procedures”, of this
manual.
3. Prior to reaching the Initial Approach Fix (IAF), the PF will ensure that all items on the “Approach” and
“Descent” Normal Procedures checklists have been completed, as appropriate.
4. The PF will begin to reduce the airspeed to 100 KIAS, 3 minutes prior to arrival at the IAF, by setting
the power lever approximately to 55%.
NOTE
If instructed by ATC, flight crews will adjust their airspeed

Accordingly, unless the instruction exceeds the aircraft limits,
Or adversely affects the safety of the flight. . Flight crews may consider a no flap approach if assigned
speed exceeds Vfe
If the PF is unable to comply with the instructions,
They will inform ATC immediately.
NOTE
The PF will maneuver the aircraft to arrive at the appropriate altitude 5NM
before reaching the Holding Fix.
Upon reaching the IAF (or its equivalent), the PF will comply with the following procedures:
If a HOLDING is published on the Approach Plate or STAR the PF will enter and fly the hold until an
approach clearance is received, advising ATC of this if possible. If an approach clearance is received
prior to reaching the IAF, the hold entry must still be flown if we are approaching with a heading more
than 90 degrees away from the outbound course.
• If a RACETRACK is published in conjunction with the hold, the PF will execute the racetrack only
after being cleared for the Approach.
• If no hold or racetrack is specified over the IAF, the PF will follow the procedure depicted in the
Approach Plate.
• If no hold is depicted and the fix is a clearance limit then the pilot should hold until a clearance is
received if communication is still possible. If not lost communications procedures should be
followed.
5. Once cleared for the approach and after passing over the holding fix for the last time, the PF will fly
outbound and execute the rest of the procedure to intercept the course inbound.
Issue No. 1 210

February 2017
Full and Straight In Approach Procedures
1. 3 miles prior to arrival at the Final Approach Fix (FAF), the PF will reduce the airspeed to 90 KIAS.
2. When established on the final approach course and are 0.5 NM from the FAF the PF selects and calls
Before Landing checklist”.
3. The PF will then reduce the, and set the flaps to T/O while maintaining 80 KIAS and establish a
descent of 700 feet per minute.
4. The PF will verify that the aircraft is secure for landing by saying, “Before Landing Checklist
Complete”.
5. The final approach course should normally be tracked using minor corrections to the heading being
flown. Larger changes may, however, be necessary during periods of large wind shifts. Over-
correcting will result in major deviations in the ground track.
6. Flight crews will ensure that the aircraft is stabilized, in the landing configuration, no lower than 1000
feet AGL. A stabilized approach means that the aircraft is in the landing configuration is maintaining
the correct approach speed and has the appropriate flap setting.
7. If the approach is not stabilized, the PF will initiate an immediate missed approach.
8. On arrival at MDA, the PF will initiate a level while maintaining 80 KIAS and maintaining the specified
MDA.
9. During Single Crew operations the PF, will during the approach, make the standard calls listed below.
During Multi Crew operations, the PM, will during the approach, make the standard calls listed below.
• “500 above”.
• “200 above”.
• “100 above”.
Issue No. 1 211

February 2017
• At or prior to MDA in Multi Crew operations, the PM will call:
• “Approach Lights Continue”. This indicates that the PF may descend below MDA to a height
of 100 feet above the touchdown zone elevation. At, or prior to reaching the new altitude, the
PM will call: “Go Visual”, or “Go Missed Approach”, as appropriate.
• “Go Visual”. This indicates that the runway is in sight and transition to a visual landing can be
made.
• “Go Missed Approach”. This indicates that no approach lights or visual cues are in sight, and
transition to a missed approach is to be initiated.
10. For single pilot operations, the, at or prior to MDA callouts, will be made by the PF.
11. During Single Crew operations, the PF, will during the approach, make additional calls when the
deviations listed below occur. During Multi Crew operations, the PM, will during the approach, make
additional calls when the deviations listed below occur.
• Course deviation of more than 1 dot (VOR), Localizer deviation of more than ½ dot (LOC, LOC
BC, LDA), bearing deviations of more than 5o (NDB).
• Airspeed deviation greater than 5 KIAS.
• Sink rate in excess of 1000 feet per minute (FPM).
NOTE
The aircraft must be stable throughout the entire approach (airspeed, configuration, descent rate), and in
a position from which to execute a normal landing when transition to a visual landing is accomplished.
Flight crews will not try to salvage an unstable approach. If at any point the
Approach is not stable, or if the aircraft is not in a position to
Perform a normal landing; a missed approach will be executed.
12. During the continuation of the approach to landing, the PF will use the PAPI, VASI or other visual
indicators for a normal landing on the 1000 foot fixed distance markings or as directed.
NOTE
Flight crews may increase the flap setting below 1000 feet AGL as required when transitioning for the
visual landing so long as the aircraft is stable prior to reaching 300 feet AGL. No configuration changes
may occur below 300 feet AGL
Issue No. 1 212

February 2017
• Flight crews will exhibit adequate knowledge of the elements related to an instrument approach
procedure.
• Flight crews will select and comply with the appropriate instrument approach procedure to be
performed.
• Flight crews will establish two-way communications with ATC, as appropriate to the phase of flight or
approach segment, and will use proper radio communications phraseology and technique.
• Flight crews will select, tune, identify and confirm the operational status of the ground and aircraft
navigation equipment to be used for the approach procedure.
• Flight crews will comply with all clearances issued by ATC or the examiner, and will advise ATC or
the examiner anytime the aircraft is unable to comply with the clearances given.
• Flight crews will recognize if the heading indicator and / or attitude indicator is inaccurate or
inoperative, advice the controller, and proceed with the approach.
• Flight crews will establish the appropriate aircraft configuration and airspeed, considering turbulence
and wind shear, and complete the aircraft checklist items appropriate to the phase of flight.
• Flight crews will maintain, prior to beginning the final approach segment, specified altitude within 100
o
feet (30 meters), heading or course within 5 and allow less than half scale deflection of the CDI, or
o
be within 5 in the case of an RMI, and maintain airspeed within 10 KIAS.
• Flight crews will apply the necessary adjustments to the published MDA and visibility criteria for the
aircraft approach category when required, such as:
a)NOTAM’S and altimeter pressure error.
b)Inoperative aircraft and ground navigation equipment.
c) Inoperative visual aids associated with the landing environment.
d)NOAA (National Oceanic and Atmospheric Administration) reporting factors and criteria
• Flight crews will establish a rate of descent and track that will ensure arrival at the MDA prior to
reaching the MAP with the aircraft continuously in a position from which descent to a landing on the
intended runway can be made at a normal rate using normal maneuvers.
Issue No. 1 213

February 2017
• Flight crews will allow, while on the final approach segment, no more than ¾ scale deflection of the
o
CDI or within 10 in the case of an RMI, and maintains airspeed within 10 KIAS.
• Flight crews will maintain MDA, when reached, within +50 feet (30 meters), -0 feet to the MAP.
• Flight crews will execute the missed approach procedure when the required visual references for the
intended runway are not distinctly visible and identifiable at the MAP.
• Flight crews will execute a normal landing from a straight in or circling approach when instructed by
the examiner.
Issue No. 1 214

February 2017
Diagram: Non-Precision Approach Procedures with Nav-aid on the field
Issue No. 1 215

February 2017
Diagram: Non-Precision Approach Procedures with Nav-aid Off the Field
Issue No. 1 216

February 2017
4.14.19. Subtask: Missed Approach
Objective
missed approach procedures using all installed equipment associated with standard instrument
approaches.
Description
1. The PF, upon determining that a landing from an instrument approach, as specified earlier in this
chapter, cannot be performed, will say, “Go Missed Approach”. This indicates that no approach lights
or visual cues are in sight, and transition to a missed approach is to be initiated.
NOTE
If a missed approach is initiated prior to reaching the MAP, unless otherwise

Cleared by ATC, the PF will continue to fly to the IAP as specified on the approach plate
to the MAP at or above the MDA or DA/DH before beginning a turn.
2. The PF will smoothly and positively apply full power, remove the first stage of flaps if full flaps have
been used, and establish a Vy climb attitude. Once a positive rate of climb has been established, the
PF will retract the remaining flaps, and will continue the climb out as instructed by ATC, or as
indicated on the published instrument approach plate.
3. The PF, once established in the climb, will inform the control tower or other appropriate facility (in the
case of a non-towered airport, flight crews will transmit their intentions on the appropriate frequency)
that they are initiating a missed approach.
4. The PF will then contact ATC, as instructed by the tower, or as appropriate, and advise them of their
next request (i.e. to attempt another approach, attempt the same approach or proceed to the selected
alternate).
5. At 500 feet AGL, the PF will transition to a cruise climb of 80 KIAS.
6. If the missed approach occurs from a circling approach, the PF will execute the appropriate MAP.
The PF should make an initial climbing turn toward the landing runway and then maneuver to
intercept and fly the missed approach course.
Issue No. 1 217

February 2017
WARNING
Flight crews will initiate a missed approach procedure, if at anypoint in time, the runway / visual reference is
lost.
7. The PF will immediately execute a missed approach procedure whenever the requirements for
operating below DA/DH or MDA are not met when the aircraft is below MDA, or upon arrival at the
MAP and at any time after that until touchdown. An immediate missed approach will also be initiated
whenever an identifiable part of the airport is not visible to the pilot during a circling maneuver at or
above MDA, and whenever directed to do so by ATC.
WARNING
Acceleration forces and poor visual cues can cause sensory illusions duringthe execution of a missed
approach. A well-developed instrument crosscheck
Is necessary to safely carry out the procedure.
• Flight crews will exhibit adequate knowledge of the elements related to missed approach procedures
associated with standard instrument approaches.
• Flight crews will initiate a missed approach promptly by applying full power, will establish a climb
attitude and reduce drag, in accordance with the aircraft manufacturer’s recommendations.
• Flight crews will report to ATC when beginning the missed approach procedure, and will comply with
the published or alternate missed approach procedure.
• Flight crews will advise ATC, or the examiner, anytime the aircraft is unable to comply with a
clearance, restriction, or climb gradient.
• Flight crews will follow the recommended checklist items appropriate to the go-around procedure.
• Flight crews will request, if appropriate, ATC clearance to the alternate airport, clearance limit, or as
directed by the examiner.
• Flight crews will maintain the recommended airspeed ±5 KIAS; heading, course or bearing ±5o; and
altitude(s) within 100 feet (30 meters) during the missed approach procedure.
Issue No. 1 218

February 2017
4.14.20. Subtask: Circling Approach
Objective
circling approach procedures using all installed equipment associated with standard instrument
approaches.
Description
2. The PF will follow the appropriate standard approach procedure as outlined earlier in this chapter.
3. The PF, upon determining that a landing to another runway from the instrument approach is possible,
will initiate a turn in the appropriate direction.
4. The PF will plan their circling approach so as to remain within the circling approach area as
appropriate for the approach category of the aircraft being flow (see diagram below).
Circling Approach Area Radii
Issue No. 1 219

February 2017
WARNING
If at any time, visual reference is lost while conducting circle-to-land operations from an instrument
approach, flight crews will immediately initiate the appropriate missed approach procedure.
5. During a circling approach, the PF will maintain visual contact with the runway of intended landing
and fly no lower than the circling minimums. The PF will comply with ATC instructions and circling
restrictions when choosing the appropriate pattern to fly.
6. When the aircraft is in a position to execute a landing, the PF will initiate a descent for the appropriate
landing as outlined earlier in this chapter.
• Flight crews will exhibit adequate knowledge of the elements related to circling approach procedures.
• Flight crews will select and comply with the appropriate circling approach procedure considering
turbulence and wind shear as well as considering the maneuvering capabilities of the aircraft.
• Flight crews will confirm the direction of traffic and adhere to all restrictions and instructions issued by
ATC and the examiner.
• Flight crews will not exceed the visibility criteria or descend below the appropriate circling altitude until
in a position from which a descent to a normal landing can be made.
• Flight crews will maneuver the aircraft, after reaching the authorized MDA and maintain that altitude
within +100 feet (30 meters), -0 feet and a flight path that permits a normal landing on a runway at
least 90o from the final approach course.
Issue No. 1 220

February 2017
Diagram: Circling Approach Procedures
Issue No. 1 221

February 2017
4.14.21. Subtask: Landing from a Straight In Or Circling Instrument
Approach
Objective
landing procedures using all installed equipment when transitioning from instrument to visual conditions.
Description
2. The PF, having determined that a landing from the instrument approach is achievable, will reduce the
power lever in order to attain the appropriate landing speed.
3. The PF will coordinate pitch and power so as to maintain 77 KIAS (max gross weight) and the desired
approach angle that will result in a smooth landing within the designated area.
NOTE
Higher approach speeds and lower flap settings should be

used under turbulent air conditions.
NOTE

by one half the gust factor(e.g. Approach speed = 70 KIAS, Winds =15 KIAS,
pitch and reducing the power to idle so that the aircraft touches down smoothly onto the runway on
3. Back control pressure should be maintained on the control stick throughout the landing roll and the
appropriate crosswind correction applied.
Issue No. 1 222

February 2017
NOTE
Flight crews will continue to use the appropriate crosswind correction after touchdown and during taxi.
CAUTION
order to obtain the airspeed for the current weight configuration.
6. For runways having an ILS, flight crews will maintain course and glide path until the landing is
assured. For runways having a visual approach slope indicator (VASI) or a precision approach path
indicator (PAPI), flight crews will maintain the appropriate glide path until landing is assured.
WARNING
Flight crews may not land when the visibility is less than prescribed in the instrument approach procedure
being used.
• Flight crews will exhibit adequate knowledge of the elements related to the pilot’s responsibilities, and
the environmental, operational, and meteorological factors that affect landing from a straight in or
circling approach.
• Flight crews will transition at the DH, MDA, or VDP to a visual flight condition, allowing for safe visual
maneuvering and a normal landing.
• Flight crews will adhere to all ATC (or examiner) advisories, such as NOTAM’s, wind shear, wake
turbulence, runway surface, braking conditions, and other operational considerations.
• Flight crews will complete the appropriate checklist items for the pre-landing and landing phase, and
will maintain positive aircraft control throughout the complete landing maneuver.
Issue No. 1 223

Diamond Da40ng Sop Final Feb 2017

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Diamond Da40ng Sop Final Feb 2017

Uploaded by

Copyright:

Available Formats

ETHIOPIAN AVIATION ACADEMY

PILOT TRAINING SCHOOL

Diamond DA40NG Standard Operating Procedure (SOP)

Diamond DA-40NG Standard Operating Procedure

Assigned to: ___________________

0. Administration and control of manual

0.2. Persons Affected

The following manuals may supplement this manual as applicable:

0.3. Amendment and Revision Procedure

0.3.1. Manual Control

0.3.2. Revision Transmission

0.3.3. Amendment Records

Revision No. Date Reason for Change Changes made Signature

Table 3: Amendment records

0.3.4. Revision Transmittal Sheet

Transmittal No. Chapter/Section Effective Cancel/supersedes Date inserted Entered by

0.3.5. Amendment Proposal Form

Proposed amendment: (continue on separate sheet if necessary)

Position: Chief Flight Instructor_____________________________

Head PTS MA Aviation Academy

0.3.6. Distribution List

Manual control No. Issued to

Table 2: List of Manual holders

0.3.7. Electronic Access

0.3.8. List of Effective Pages

Chapter Title Page No. Rev. No

Table 1: List of Effective Pages

0.4. Terms and Definitions

An aerodrome at which an aircraft would be able to land after experiencing an abnormal or

A&P Airframe & power plant

NO Airplane Registry Number Serial Number

1.2. Dispatch briefing/ performance determination

1.3. Aircraft Documents

- Aircraft Library content

1.4. Flight Instructor/ solo trainee’s responsibilities

1.5. Radio Communication

1.5.1. Uncontrolled airport operation

1.6. Sterile Cockpit

1.7. Crew Resource Management

1.8. General use of checklist

1.8.1. Normal Checklist:

1.8.2. Non-Normal Checklist:

1.9.1. General Briefing

1.9.2. Takeoff Briefing

1. Who will be flying the aircraft and who is PIC

2. Positive Exchange of Controls procedures

3. Sterile cockpit procedures

4. Altimeter Setting (Set on both primary and backup)

6. Active Runway & Heading Bug Set

7. Rotation Speed (Vr) and Climb Speed

8. Initial Heading and Altitude

9. Operational Area or Departure Destination

11. In case of abnormalities

12. Comments or Suggestions

Pilot Training School Standard Takeoff Briefing Example

1.9.3. Approach briefing

• For circuit operations, the briefing will contain the following:

1. Who will be at the controls for the approach

1. The arrival runway.

1. Name of the Approach.

1.10.Standard Approach Call-Outs

STANDARD APPROACH CALL-OUTS