Homa SOP Aug 2019

STANDARD
OPERATING
PROCEDURES
8 Aug 2019
SOP
TABLE OF CONTENTS
1. Introduction 5
1.1 About Us 5
1.2 Purpose of Manual 5
1.3 Responsibilities and Revisions 5
2. Departmental Responsibilities 6
2.1 Administration 6
2.1.1 Accountable Manager 6
2.1.2 Assistant Manager / Head of Training 66
2.2 Flight Department 6
2.2.1 Chief Flight Instructor 6
2.3 Maintenance 7
2.3.1 Technicians 7
3. Safety Program
3.1 Purpose 8
3.2 Philosophy 8
3.3 Reporting Accidents and Incidents 8
3.4 Reporting Hazardous Events or Observed Behaviors 8
4. Scheduling 9
4.1 No Show Policy 9
4.2 Policy for FI Lateness 9
5. Ramp Operations 10
5.1 General 10
5.2 Starting Procedures 10
5.3 Seatbelt Use 10
5.4 Passenger Briefing 10
5.5 Taxiing Guidelines 10
5.6 Standards Hands Signals 10
5.7 Parking 12
5.8 Ground Operation Restrictions 12
6. Local Procedures 13
6.1 General 13
6.2 Weather Minimums 13
6.3 Traffic Patterns 13
6.4 Practice Areas 14
6.5 Touch and Go Landings 14
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6.6 Radio Communications 14

6.7 Check In / Out Procedures 14
7. Pre / Post Flight Operations 15

7.1 General 15
7.2 Pilots “I’M SAFE” Checklist 15
7.3 Equipment 15
7.4 Aircraft Preflight 15
7.5 Pre / Post Flight Briefings 16
8. Night Operations 17
8.1 General 17
8.2 Night Solo Operations 17
9. Flight Grading and FRB 18

9.1 Flight Grading 18
9.2 Flight Review Board 18
10. Homa Operation Policy 19

10.1 Acceptable Behavior 19
10.2 Company Morale 19
10.3 Illness 19
10.4 Harassment 19
10.5 Smoking 19
11. General 20
11.1 Deteriorating Weather 20
11.2 Medical Emergencies 20
11.2.1 General 20
11.2.2 VFR Flight 20
11.2.3 IFR Flight 21
11.3 Medical Emergencies 21
11.4 Airsickness 21
11.5 Accident or Incident Notification Procedure 21
12. Restrictions and Limitations 23

12.1 General 23
12.2 Alcohol and Drug Restrictions 23
12.3 General Flight Restrictions 23
12.4 Weather Restrictions 24
12.5 Thunderstorm Policy 24
12.6 Spin Restrictions 25
12.7 Single Engine Aircraft Restrictions 25
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12.8 Multi-engine Aircraft Restrictions 25

12.9 Dual Instruction 25
12.10 Primary Student Operations 26
12.11 Instrument Training Operations 26
12.11.1 General 26
12.11.2 Simulated Emergencies 26
12.11.3 Basic Attitude Instrument Maneuvers (BAI) 26
12.11.4 Unusual Attitude Maneuvers 27
12.12 Flight/Duty Time Restrictions 27
13. FLIGHT OPERATION 28

13.1 Standard call-out 28
13.2 Briefing 28
13.2.1 Departure Briefing 28
13.2.2 Emergency Briefing 29
13.3 Instrument Cockpit Check 29
13.4 Taxi 30
13.5 Normal Take Off 31
13.6 Cross wind take off 32
13.7 Short field take off 32
13.8 Soft field take off 33
13.9 Traffic pattern 34
13.10 Clearing turns 35
13.11 Pre maneuver checklist 35
13.12 Slow flight 36
13.13 Power on stall 36
13.14 Power off stall 37
13.15 Power off Turning Stall 38
13.16 Accelerated Stall (Demo Only) 39
13.17 Secondary Stall (Demo Only) 39
13.18 Steep Turn 40
13.19 Recovery from unusual Attitude 40
13.20 Ground Reference Maneuvers 41
13.20.1 S Turns 41
13.20.2 Turns around A Point 42
13.21 Normal and Crosswind Landing 42
13.22 Short Field Landing 43
13.23 Soft Field Landing 44
13.24 Forward Slip To A Landing 45
13.25 Power Off Downwind Approach 45
13.26 Emergency Approach And Landing 46
13.27 Go Around 47
13.28 Balked Landing 47
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14. Cross-Country Operations 48

14.1 General 48
14.2 Restrictions 48
14.3 Cross-Country Flight Planning 48
14.4 Fuel Requirements for Cross-Country Flights 48
14.5 Dispatching Cross Country Flights 48
14.6 Cross-country Departure and Enroute Operations 49
14.7 Fueling Enroute 49
14.8 Local Fueling Procedures / Special Fueling Requests 49
14.9 Charges Reimbursed 49
14.10 Arrivals 49
15. Maintenance 50
15.1 Aircraft Care 50
15.2 Aircraft Discrepancies 50
15.3 Operations with Inoperative Instruments or Equipment 50
15.4 Inspections and Scheduled Maintenance 50
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1. Introduction
1.1. About Us
Homa Aviation Training Organization was established at Payam Airport in Alborz province,
in June of 2015. We aim to provide excellent flight training where the student comes first. We
want to teach in a way that the student feels comfortable and always knows his/her current status
and progress towards his/her goals. We have established a comprehensive training syllabus as well
as strict standards that will aid students in achieving their goals more quickly and cost effectively.
1.2. Purpose of Manual

The Homa Flight School regulations and procedures under this document are designed to ensure
safe, orderly, and efficient operation. Each person connected with this operation is expected to fully
comply with both the attitude and intent of these directives. It is recognized that all possible
situations cannot be foreseen; therefore, unusual situations will be evaluated in light of the known
circumstances and the judgment displayed by the persons involved.
1.3. Responsibilities and Revisions

This revision of the Standard Operating Procedures (SOP) supersedes all previous editions.
Additionally, students, pilots and staff members are responsible to incorporate changes into their
SOP’s as they are made available
Students, pilots and staff members of Homa Flight School are required to comply with the
regulations, policies, and procedures contained within this manual as well as the ATO manual.
Failure to comply with any of the above may result in disciplinary action including dismissal from
training and/or employment.
Throughout the remainder of this manual, the term “student pilot” refers to a pilot who has
not yet attained the Private Pilot’s Certificate; the term “student” refers to anyone participating in a
course of training at Homa Flight School; the term “pilot” refers to students and flight instructors
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2. Departmental Responsibilities
2.1 Administration
2.1.1 Accountable Manager

The duties of the President encompass all aspects of the smooth operation of Homa
Aviation, Inc. Specifically, implementing and revising policies and procedures, strategic planning
activities, managing school staff, coordinating compliance issues and requirements with various
monitoring agencies, and developing, administering and revising information systems throughout
the organization. The manager is also responsible for the efficient operation of the aircraft fleet, in
addition to maintaining the general upkeep of all facilities, building security, and
telecommunication systems.
2.1.2 Assistant Manager / Head of Training

The head of training is responsible for efficient operation of the aircraft fleet and the flight
school when the manager is not available. In addition, the assistant manager/head of training is
responsible for answering and returning phone calls and email messages to the flight school as well
as maintaining all pilot documents and records. All customer questions and comments shall be the
responsibility of the assistant manager to direct to the appropriate personnel.
2.2 Flight Department
2.2.1 Chief Flight Instructor

The Chief Flight Instructor is responsible for ensuring the quality of training in all areas of
instructing and instructing staff. The Chief Flight Instructor has all the responsibilities of a flight
instructor with the following additional responsibilities:
 Point of contact for certifying training records, stage-checks, and check-rides.
 Acting as a resource and example to other flight instructors on staff
 Assisting in the writing and updating of all training syllabi for flight and ground
instruction.
2.2.2 Flight Instructors

Flight instructors are responsible for conducting all flight instruction and ground briefings in
accordance with ATO Manual, Homa Flight School policy and syllabus. Flight Instructors shall
instruct students in a classroom setting, conduct training flights, determine student proficiency,
report on student progress and develop new teaching methods. They are responsible for training
students in subjects such as aircraft systems, operating procedures, handling emergencies, problem
analysis, aircraft navigation, radio operation and aerodynamics.
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2.3 Maintenance
2.3.1 Technicians
The Homa Flight School A&P Technicians ensure that the Homa Flight School fleet is
maintained to a superior level that meets or exceeds CAO standards.
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3. Safety Program
3.1 Purpose
The goal of Homa Flight School's Safety Program is to eliminate unsafe situations through
superior training and education.
3.2 Philosophy
The philosophy of the safety program is to identify and eliminate unsafe situations in order
to prevent injury or equipment damage.
Homa Flight School staff will collect safety related information and disseminate this data to
all students, pilots, and staff members in an effort to educate and apply safety procedures in order to
create a safe work and flight environment where safety is a way of thinking.
3.3 Reporting Accidents and Incidents

Accidents or accidental damage to Homa Flight School’s property, aircraft or otherwise,
must be reported to Homa Flight School’s management staff or representative as soon as possible.
3.4 Reporting Hazardous Events or Observed Behaviors

In the interest of safety, all staff and students are responsible for reporting any hazardous
events or observed unsafe behaviors to management.
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4. Scheduling
4.1 No Show Policy

No Show fee may be charged to a student if he or she fails to arrive for a scheduled flight
without prior contact to Homa Flight School, or if tardiness beyond 15 minutes is a recurrent
problem.
4.2 Policy for FI Lateness

Should a FI arrive 15 minutes late for an appointment or a flight, the following actions will
take place:
 On the first time arriving late, the FI will receive a verbal warning.
 On the second time arriving late, the FI will receive a written warning.
 For all occasions after the second time being late, the FI will receive disciplinary action
without pay and this is considered grounds for termination.
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5. Ramp Operations
5.1 General
This section contains safety policies and practices for Homa Flight School for preventing
accidents / incidents during ramp operation. Ramp operations may range from one or two aircraft to
high traffic flow. Extreme alertness is required to maintain safety. Ramp operations include
refueling trucks, mechanics and pedestrians as well as aircraft operations. Personnel should remain
clear of the ramp when not performing specific duties. Engine run-up procedures shall be
completed prior to each flight and only in designated run-up areas.
5.2 Starting Procedures

All flights are to be preceded by a thorough pre-flight using a checklist as per the Pilot’s
Operating Handbook (POH). The POH and the accompanying checklists are to be followed
diligently before, and while starting the engine. A Homa Flight School FI must be on-site during the
pre-flight if the student has yet to complete his or her first solo.
5.3 Seatbelt Use

Seatbelt and shoulder harness use is mandatory for all pilots and passengers during engine
start, aircraft taxi, take-off, and landing operations
5.4 Passenger Briefing

Homa Flight School requires that all passengers receive a complete passenger briefing.
Passengers must be briefed on smoking, location and use of emergency exits and fire extinguishers,
storage of personal items, and sterile cockpit procedures.
5.5 Taxiing Guidelines

Aircraft will be taxied only by Homa Flight School students, instructors, mechanics, or other
authorized persons from Homa Flight School. Aircraft will not be taxied into, or out of, any hangar.
A test of the aircraft’s brakes will be conducted before departing from the parking area. Taxi
operations will be conducted at a speed that the area permits. Use of the brakes should be kept to a
minimum. Crosswind control inputs are to be utilized at all times in which wind is present. No
aircraft shall be taxied in winds in excess of 30 Knots.
5.6 Standards Hands Signals

Standards hands signals are as following:
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5.7 Parking
Aircraft must remain on the center-line of the taxiway unless obstacles prohibit this, or while
parking. No one may exit the aircraft until all engines have been completely shut down and the
propeller has stopped moving. Be sure the aircraft is in an appropriate parking area, the control lock
is installed, the windows and vents are closed, and the seatbelts are organized. All aircraft will be
tied-down securely after each flight with tie-downs provided.
5.8 Ground Operation Restrictions

 All personal automobiles shall be parked in designated parking areas only. Do not park
next to the office or tie-down area.
 Remember to double check that the Master Switch is OFF prior to exiting the aircraft.
 All pilots are required to report any known damage to the aircraft caused by their fault or
the fault of others.
 The pilot-in-command will be held responsible for all damage caused by negligence, such
as taxiing incidents.
 No student pilots are to pull aircraft out or push aircraft into hangar without the instructor
being present.
 Anyone leaving the master switch on, which drains the battery, will incur a penalty fee.
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6. Local Procedures
6.1 General
This section contains policies and procedures for operations within the local area of Payam
Airport. The term “local area” is defined as the designated practice areas and the traffic pattern.
Student pilots must have the express permission of their CFI prior to flying outside the practice
areas.
6.2 Weather Minimums

Weather minimums for VFR flights:
 Student solo pilots must have 2000’ ceiling and 5 miles visibility or better in order to
conduct traffic pattern operations at Payam Airport.
conduct operations outside of Payam Airport.
 Students will not fly above broken or overcast layers of clouds.
 No student solo pilots are to conduct operations in winds in excess of 15 knots sustained
or a crosswind factor of more than 8 knots.
 No first solo student is to conduct operations in winds in excess of 12 knots sustained or
a crosswind factor of more than 5 knots.
 No student solo pilots are to conduct operations in winds that include a gust factor.
 No aircraft shall be taxied or flown in winds in excess of 30 knots without the approval
of CFI.
6.3 Traffic Patterns

 All traffic patterns must conform to any requirements for that specific airport.
 All traffic patterns must be flown in accordance with Iran AIP and ATC instructions.
 Aircraft will not make any turns less than 500’AGL at all airports unless otherwise
advised by ATC.
 Traffic patterns must be flown at a distance that will allow the pilot to land on the
runway in the event of an engine failure.
 Traffic patterns for single engine aircraft will be flown at 1000’ AGL and multi-engine
aircraft at 1000’ AGL unless otherwise required in Iran AIP.
 No pilot may waive a wake turbulence delay assigned by ATC.
 No intersection departures either solo or with a Homa Flight School FI.
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6.4 Practice Areas

The practice areas will be described and outlined by the student’s instructor along with
limitations in these areas. These limitations are to be considered written law and cannot be changed
in any manner by anyone other than that student’s instructor. This also includes solo pattern work
and cross country flights. Note that these practice areas have altitude restrictions and other airspace
hazards depicted on a current LOP area chart.
The use of another airport for take-off and landing is prohibited unless it is a cross-country flight
with written authorization from that student’s instructor or in an emergency situation. Prior to each
solo flight, students will inform an authorized instructor of their intended route of flight.
6.5 Touch and Go Landings

Student pilot solo “touches and go” practice is not allowed.
6.6 Radio Communications

Proper radio procedure is essential to maintaining a safe and orderly flow of air traffic. All
pilots are expected to know and practice radio communication in accordance with standard radio
telephony procedures.
6.7 Check In / Out Procedures

Pilots are expected to arrive at Homa Flight School on time and ready to begin the day's
lesson. The keys are dispatched from the front desk at which time the front desk staff may ask for
current copies of the pilot’s license, medical, and/or logbook endorsements, which the pilot must
have on his/her person. Check out must be by CFI permission.
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7. Pre / Post Flight Operations
7.1 General
A major component of maintaining a high level of safety in aviation is through pre/post
flight operations. Pilots must make themselves aware of all available information pertaining to each
flight.
7.2 Pilots “I’M SAFE” Checklist

The acronym “I’M SAFE” is recommended by the ICAO as a guideline to check your
readiness for flight.
 Illness
 Medication
 Stress
 Alcohol
 Fatigue
 Emotion
7.3 Equipment
Pilots must have all appropriate equipment and documentation pertaining to each flight. It is
the pilot’s responsibility to ensure that all needed items are on his or her person and readily
accessible. The following list pertains to all pilots:
 Pilot certificate, medical certificate, logbook (for student pilots), a Security issued photo
ID.
 A working headset.
 Current charts, as required for flight.
 All equipment required for cross-country flight, if appropriate
 A functional flashlight for all night flights
7.4 Aircraft Preflight
All flights will begin only after a thorough preflight inspection. Aircraft must be inspected
per the POH. During the preflight inspection, take time to note any damage, abnormal tire wear, or
paperwork discrepancies, and report them to maintenance and CFI prior to flight.
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7.5 Pre / Post Flight Briefings

Prior to each dual flight, stage check, or student pilot solo, the student will be briefed on
which maneuvers will be performed during that flight. The preflight briefing must include the
objective, description, and completion standards of each flight maneuver. After each dual flight or
stage check, the instructor will brief the student on his or her performance during each maneuver,
ensuring that the student fully understands his or her strengths, weaknesses, points of possible
improvement, and completion standards.
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8. Night Operations
8.1 General
With night flight operations, pilots must prepare themselves thoroughly with preflight
planning and equipment requirements. Safety is the first and foremost concern in night operations.
 All external lighting must be operational and illuminated during night operations.
 No pilot will make night takeoffs or landings without the landing light illuminated unless
accompanied by a Homa Flight School CFI.
 Unusual attitude recovery will not be practiced at night.
 Slow flight and stalls practice will not be permitted.
 Each pilot will have a working flashlight on all night flights.
8.2 Night Solo Operations

Student solo will be authorized only in traffic pattern.
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9. Flight Grading and FRB
9.1 Flight Grading

After ends of the flight, instructors should fill the specific grade sheet for each type of flights
and mark the correct score for each training subject and at the end they should mark the total grade
number and write student’s score in correct position as following:
 Above Average (AA) = 90% and more

 Average (A) = 80% up to 89%
 Below Average (BA) = 70% up to 79%
 Unsatisfactory (U) = 69% and below
Note 1: If 4 items of grade sheet was BA, the overall grade will be Below Average.
Note 2: If one items of grade sheet was U, the overall grade will be Below Average.
Note 3: If item of attitude was BA or U, the overall grade will be BA or U.
9.2 Flight review board (FRB)

The Flight Review Board (FRB) will monitor student progress milestones that
include but are not limited to the following:
 Greater than15 hours to solo.

 Three consecutive unsatisfactory stage checks.
 Issues identified by the safety manager.
 Unsafe or abnormal operation.
 Other administration concerns.
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10. Homa Operation Policy
10.1 Acceptable Behavior

Students at Homa Operation are being taught to become professional pilots; as such,
their behavior is expected to be appropriate. The following, while not limited to, includes:
 Violations of the Homa’s student conduct policy:

 Destroying or damaging Homa property,
 Engaging in unlawful or improper action,
 Acting with disrespect toward a member of the Homa staff or another student,
 Alcohol or drug abuse, non-compliance with CAO’s.
10.2 Company Morale

It is the duty of both staff members and students to keep the morale of Homa
Aviation Training Organization at a high level. Slandering of other students, members of Homa
Aviation Training Organization, or Homa Flight Operation itself, will result in termination of flight
privileges or employment.
10.3 Illness
In case of illness, the student needs to inform Homa Flight Operation as soon as possible
before any scheduled activities, so measures can be taken to advise or reschedule the persons and
aircraft concerned.
10.4 Harassment
Homa Flight Operation is committed to providing a quality working and learning
environment for men and women of all ages, creeds, and ethnic origins. This goal is best achieved
when the environment supports respect for the individual and academic freedom. Harassment on
the basis of age, sex, creed or ethnic origin of any Homa Flight Operation staff member or student
at Homa Flight Operation undermines the basic principles of the community and will not be
tolerated.
10.5 Smoking
Smoking is not allowed in any aircraft, on the flight line or within 50 feet of any fuel or of
any of the Homa facility unless in a designated smoking area.
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11. Emergency Operations
11.1 General
The key to dealing with any emergency is prevention and thorough preparation through
training and situational awareness. In the event of an emergency, notify Homa Flight School as
soon as practical after taking proper corrective action. When an emergency arises, the first
responsibility of the pilot is to fly the aircraft. The first moments of an emergency will have a large
impact on the outcome.
 Maintain control of the aircraft.

 Analyze the situation and take corrective action.
 Land as soon as practical.
Always use every available resource of information to help in your situation. Often ATC
and other pilots can provide help and options that may have been overlooked.
11.2 Deteriorating Weather

Deteriorating weather can result in an emergency situation that could be prevented.
11.2.1 General
 A pilot should never continue a flight into questionable conditions.
 If the pilot feels unsure of his/her experience level in the known weather conditions,
he/she must land or return to better weather conditions to avoid a possible emergency.
11.2.2 VFR Flights

 VFR pilots must maintain a constant knowledge of the changing weather factors
during flight.
 VFR pilots should never proceed into marginal weather.
 If the weather begins to deteriorate during a VFR flight, the pilot must take immediate
action. Each pilot must first remain calm and take proper action. A rule of thumb:
AVIATE, NAVIGATE, and COMMUNICATE.
 The pilot should concentrate on flying his/her aircraft.
 “Lost” procedures should be memorized so that they can be used.
 The pilot should advise ATC of the situation.
 The pilot should think his/her options over and take action.
 In the event that the pilot enters instrument conditions, he/she must declare an
emergency if he/she is not an instrument rated pilot.
 ATC will issue instructions to resolve the situation, but it is up to the pilot and his/her
training to safely fly the aircraft.
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11.2.3 IFR Flights

 Inadvertent entry into bad weather on an instrument flight plan requires clear thought
and proper immediate action just as during VFR flight.
 The pilot should immediately solicit help from ATC.
 Prevention and complete flight planning is the best defense.
 IFR pilots must know and understand all weather factors pertaining to their route of
flight.
11.3 Medical Emergencies

Any medical situation that may affect the safety of flight or interfere with the pilot’s ability to
perform his or her duties must be recognized and addressed promptly. If such a situation arises
prior to takeoff, the solution is very simple, abort the takeoff. If in flight such a situation is
recognized, the PIC may land at nearest suitable airport.
11.4 Airsickness
At some point in a pilot’s training his/her passengers may experience motion sickness. It is also
not uncommon for new students themselves to experience this at some point during training. To
help prevent motion sickness, students should be sure that they are in good health prior to flying. If
at any time a student should become airsick, he/she should notify his/her instructor immediately if
on a dual flight. For dual or solo flight, actions that may alleviate airsickness include the following:
 Open air vents.

 Maintain a visual focus point outside and in the distance.
 If needed, locate and use an airsickness bag.
All pilots must ensure that some kind of airsickness bag is in the aircraft. This is especially
important when passengers who are not accustomed to flight are on board.
11.5 Accident or Incident Notification Procedure

If an accident or incident, forced landing or precautionary landing should occur, contact Homa
Aviation Training Organization by the fastest available means:
Homa Dispatch: 026 3326 6167

026 3326 6212
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When contact is made, ensure the following information is relayed:
 Date and time of mishap.

 Location of mishap.
 Aircraft model and tail number.
 Number of injuries.
 Describe what has happened.
 Pilot’s name or the name of the person making the report.
When the pilot returns to Homa Aviation Training Organization, he/she must contact the
Manager as soon as possible for an interview and to complete the accident/incident report.
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12. Restrictions and Limitations
12.1 General
All pilots are expected to abide by the most current rules set forth by the CAO and the policies and
procedures of Homa Aviation Training Organization. The main objective is to provide a safe,
effective, and orderly training environment. All pilots will conduct all flights in strict accordance
with the CAO.
12.2 Alcohol and Drug Restrictions

All ICAO’s in the area of alcohol and/or illegal drug use will be strictly enforced by Homa
Aviation Training Organization. Pilots and staff members are prohibited from performing duties if
they intake of alcoholic beverages.
12.3 General Flight Restrictions

 No careless or reckless operation of aircraft.
 Aerobatic maneuvers or flight maneuvers not stated in the syllabus and not directly
related to the clear objective of the lesson are prohibited.
 All minimum safe altitudes will be enforced per Iran CAO Regulation.
 All pilots must perform clearing turns prior to flight maneuvers.
 Simulated forced landings will terminate prior to 500 feet AGL unless in the traffic
pattern of an airport. Student pilot solo emergency landing practice is prohibited.
 No Homa Aviation Training Organization Aircraft will be flown lower than 500 feet
AGL except for takeoff, landing or declared emergency.
 Except in an actual emergency, all landings must be conducted at approved airports.
 Aircraft checklists must be complied with as directed in the POH.
 Flight into known icing conditions is prohibited in Homa Aviation Training Organization
Aircraft.
 The responsibility for the aircraft and equipment rests with the PIC. On instructional
flights, the instructor is the PIC unless prior arrangements are made.
 All pilots shall have in their possession a pilot certificate with appropriate ratings and a
current medical certificate, or a valid student pilot medical certificate.
 All pilots who have not previously flown Homa Aviation Training Organization Aircraft
will be given a flight check (for each aircraft to be flown) by a flight training CFI or
designated pilot.
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 Any pilots not flying with Homa Aviation Training Organization within the preceding
ninety (90) days will be required to receive a recurrent checkout flight with a flight school
Instructor.
 Homa Operation reserves the right to cancel any flight, and/or reschedule any aircraft, if
the student has not arrived at Homa Operation within one hour of the scheduled time
period, and no prior notification has been given to Homa Operation.
 It is the responsibility of the student to keep an updated any new documents (medical,
pilot certificate, security card and shall be copied and updated in Homa Operation
records).
 The following pilots may fly Homa Operation Aircraft:
1. Homa Operation Flight Instructors.

2. Regularly enrolled students under instructor supervision.
3. Special students by authority of the Manager or his representative.
4. Mechanics with appropriate rating who have been authorized by Homa Aviation
Training Organization.
5. Any CAO flight examiner for checking the students to fly the appropriate aircraft
that holds a valid pilot's certificate and current medical certificate.
12.4 Weather Restrictions

 No aircraft shall be taxied or flown in winds in excess of 30 knots without the approval
of Homa Aviation Training Organization.
conduct pattern operations at Payam.
conduct operations outside of Payam.
 No student solo pilots are to conduct operations in winds in excess of 15 knots sustained
or a crosswind factor of more than 8 knots.
 No first solo student is to conduct operations in winds in excess of 12 knots sustained or
a crosswind factor of more than 5 knots.
 No student solo pilots are to conduct operations in winds that include a gust factor.
12.5 Thunderstorm Policy

Flight shall be planned to avoid thunderstorms by a minimum of 20NM. The PIC must use
his/her best judgment to avoid flights near thunderstorms.
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If on the ground:
 Cancel or reschedule the flight.
 Delay your departure until the weather has dissipated.
 Securely tie down the aircraft.
 Install the control lock(s).
 Close all aircraft vents and windows.
If airborne:
 Use appropriate diversion procedures to an airport not affected by the storm.
12.6 Spin Restrictions

 At no time may any pilots practice spins.
12.7 Single Engine Aircraft Restrictions

 No flight over water at a distance greater than can assure a safe glide back to the
shore.
 No simulated engine failure by any other means than retarding the throttle.
 No flight above Vne, in the event of unintentional Vne, maintenance must be notified
by aircraft discrepancy procedures before next flight.
12.8 Multi-engine Aircraft Restrictions
 Pilots with actual engine roughness or failure must declare an emergency.

 Minimum altitude for Vmc demonstration is 3000’ AGL.
 Vmc will not be demonstrated with flaps extended.
 No intentional single engine unusual attitude recovery practice.
 Single engine go around will not be practiced.
12.9 Dual Instruction

All flight instruction given in Homa Operation airplanes are to be conducted only by Homa
Operation instructors.
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12.10 Primary Student Operations

 Homa Aviation Training Organization students flying without a FI are not allowed to
carry passengers under any circumstances.
 Solo students will not practice emergency approaches or forced landings.
 Solo students will not practice aerobatic maneuvers.
 Solo students will not practice “hood work”, unusual attitudes, full stalls or spins.
 Solo students will not fly lower than 1,000’ AGL except for takeoff and landing.
 Solo students will not fly outside the local practice areas except on cross-country flights
with authorization from their instructor.
 Solo students will not fly above overcast or broken layers of clouds.
 No solo operations will be conducted without a current medical certificate, proper
logbook endorsements, an approved aircraft checklist, and current sectional chart in the
pilot's possession.
 All student solo cross-country flights are to be completed and aircraft back on the
ground at Payam within one half hour prior to the official sunset.
 No student solo activity will be conducted after sunset.
 Solo students will not land on grass or dirt runways.
 No intersection departures either with an instructor or solo.
12.11 Instrument Training Operations

12.11.1 General
 All simulated instrument flights will have an appropriately rated instructor or safety
pilot aboard the aircraft.
 Compliance with ICAO’s and alternate airport requirements is mandatory.
12.11.2 Simulated Emergencies

 Simulated emergencies will not be practiced when in actual instrument flight.
12.11.3 Basic Attitude Instrument Maneuvers (BAI)

 All BAI will be practiced in visual meteorological conditions.
 Maneuvers must not be practiced above a ceiling during night operations.
 All maneuvers must be recovered above 1500 feet AGL.
 Unusual attitude practice will not exceed 60 degrees of bank angle or 30 degrees of
nose pitch (up or down).
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12.11.4 Unusual Attitude Maneuvers

 Unusual attitudes must be recovered above 1500 feet AGL.
 Students must not practice unusual attitude recoveries without an instructor.
 Unusual attitude recovery practice is prohibited at night.
12.12 Flight/Duty Time Restrictions

 Instructors are limited to 8 hours of flight time in a 24-hour period.
 All flight instruction given in Homa Operation airplanes is to be conducted only by
Homa Flight Instructors.
 All flight instructors are to acquire all of the proper documentation for any pilot who is
checked out in Homa Operation aircraft as well as students who are starting with
Homa Operation prior to the first flight.
 All flight instructors shall review and endorse their student’s flight plan and weather
for the initial solo cross-country flight no more than 1 hour prior to the actual
departure time.
 All flight instructors are to remain at the airport throughout the first half hour of their
student’s check ride in case of any discrepancies.
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13. FLIGHT OPERATION
13.1 Standard call-out

The following phraseologies shall be used for standard callout.
 During engine start for propeller clearance: Clear Prop
 Before line up: Final Is Clear, Rwy Is Clear
 When the airspeed start rising during takeoff roll: Speed Alive
 When reaching rotation speed: Rotate
 After takeoff when passing 500 Ft AGL: Passing Safe Altitude
 Positive exchange of flight control: I Have Controls, You Have Controls, I Have Controls.
 Bank angle more than required: Bank Angle
 Speed deviation more than 10 KIAS: Speed
 Heading deviation more than 10º: Heading
 Altitude deviation more than 100Ft: Altitude
 When VOR CDI, LOC or GS start moving: CDI, LOC, or GS Alive
 Master switch on : Master On
 Degrees of Flap retracting or extending: (e.g. Flap fifteen or Flap full)
13.2 Briefing
13.2.1 Departure Briefing:
o Active RWY 30 / 12
o Via Taxiway A / B
o QNH … Set
o Flaps setting for Take Off 15˚
o Vital Speed VR:50, VX: 56, VY: 70, VG: 66 for Tecnam
o Vital Speed VR:55, VX: 65, VY: 74, VG: 68 for Cessna
o Intention after departure
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13.2.2 Emergency Briefing

Major Malfunction during T.O Run:
o Call Stop
o Throttle Idle
o Maintain Directional Control
o Brakes Apply as needed
o Inform Tower
o Emergency Checklist
Major Malfunction after T.O below Safe Altitude
o Lower The Pitch

o Maintain Safe Speed
o Land on Remaining RWY if available or within almost 45° of departure track.
o Full Flaps during App. Before Touchdown
o Inform Tower
Engine Failure after T.O above Safe Altitude
o Maintain Safe Speed

o Return back to RWY if possible or Locate proper Landing area
o Flaps as needed
o Inform Tower
13.3 Instrument Cockpit check

 During taxi when checking the flight instrument: Turn To Left, Wing To The Left,
Ball To The Right, Compass And Heading Decreasing, Turn To The Right, Wing
To The Right, Ball To The Left, Compass & Heading Increasing.
 Flight instruments check:
o Airspeed indicator: Show Zero
o Attitude indicator: Wings Level On Horizon- No Pitch & No Bank
o Altimeter: Set QNH & Shows Feld elevation Within 100 feet approved
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o Turn coordinator: Wings level- Ball center- Full of liquid

o Directional gyro: Align with compass
o Vertical speed indicator: Show Zero
 Cruise check:
During time of cruise the following checks must be performed every 15 to 20 min.
o Engine instruments: Check All green

o Directional gyro: Align with compass
13.4 Taxi
 After completion of before taxi checklist, Look out, release parking brakes and perform a
gentle brake check at low speed.
 During taxi, the pilot flying will have one hand on the throttle and one hand on the control
stick.
 During taxi, do not ride the brakes. If taxi speed increases, set idle power, allow the aircraft to
accelerate then reduce speed by applying a constant low brake pressure. Repeat this cycle as
required.
 To turn the aircraft, slow down if taxiing fast, and push on the lower part of the rudder
pedals. Only if steeper turn is required, assist turn with differential braking.
 Lookout is essential. Avoid any non-essential actions and head down during taxi. When clear
of congested area, perform instrument cockpit check during taxi.
Note 1: Every time the aircraft is stopped during taxi, set Parking Brake.
Note 2: Never set Parking Brake on the Runway.
 Downwind taxiing will usually require less engine power after the initial ground roll is
begun, since the wind will be pushing the airplane forward. To avoid overheating the brakes
when taxiing down wind, keep engine power to a minimum. Rather than continuously riding
the brakes to control speed, it is better to apply brakes only occasionally. Other than sharp
turns at low speed, the throttle should always be at idle before the brakes are applied. It is a
common student error to taxi with a power setting that requires controlling taxi speed with
the brakes. This is the aeronautical equivalent of driving an automobile with both the
accelerator and brake pedals depressed.
 When taxiing with a quartering headwind, the wing on the upwind side will tend to be lifted
by the wind unless the aileron control is held in that direction (upwind aileron UP). Moving
the aileron into the UP position reduces the effect of the wind striking that wing, thus
reducing the lifting action. This control movement will also cause the downwind aileron to be
placed in the DOWN position, thus a small amount of lift and drag on the downwind wing,
further reducing the tendency of the upwind wing to rise.
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 When taxiing with a quartering tailwind, the elevator should be held in the DOWN position,
and the upwind aileron, DOWN. Since the wind is striking the airplane from behind, these
control positions reduce the tendency of the wind to get under the tail and the wing and to
nose the airplane over.
 The application of these crosswind taxi corrections helps to minimize the weathervaning
tendency and ultimately results in making the airplane easier to steer. Normally, all turns
should be started using the rudder pedal to steer the nose wheel. To tighten the turn after full
pedal deflection is reached; the brake may be applied as needed. When stopping the airplane,
it is advisable to always stop with the nosewheel straight ahead to relieve any side load on the
nosewheel and to make it easier to start moving ahead.
13.5 Normal Take Off

 Complete departure briefing
 Obtain clearance from the Control Tower prior to taxi on to the runway
 Complete the Before takeoff Checklist prior to entering the runway
 Check Final approach for traffic
 Taxi the airplane into position, centered on the runway
 Position the flight controls for existing wind conditions
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 Apply full power and announce “Engine gauges green, Power available, Airspeed alive”
 Accelerate to Vr while maintaining directional control with the rudder pedals. As
airspeed increases, slowly reduce flight control inputs to avoid over controlling.
 At Vr, smoothly apply back pressure to achieve a positive climb attitude
 Accelerate to Vy
 On climb out at Vy, maintain ground track along the runway and its extended
centerline with use of rudder and ailerons as necessary
 Maintain Vy until a minimum safe altitude is achieved (500’ AGL), then accelerate to
cruise climb if desired and set climb power
Note: Take offs can be made either static or rolling.
Note: In case of no flaps take off, increase Vr up to 5 KIAS.
13.6 Cross wind take off

During crosswind takeoff turn the yoke in the direction of the wind to place the upwind
aileron in the up position. This control deflection compensate for the crosswind’s tendency to
push and roll the airplane to the downwind side of runway. As the airplane accelerates and
controls become more effective, reduce the aileron deflection gradually so it is sufficient to
counteract the rolling tendency. Allow the airplane to have a greater airspeed on lift off with
increased control capabilities. After airborne, change heading to the wind and maintain flight
track on the runway.
13.7 Short field take off

Objective: To develop the pilot’s ability to safely and accurately obtain maximum performance
from the airplane while executing a short field takeoff and safely clearing all obstacles in the
departure path.
 Normal Flap: Set

 Obtain taxi clearance from the control tower prior to taxi onto the runway
 Complete Before Takeoff Checklist prior to entering the runway
 Check Final path for traffic
 Position the airplane for maximum utilization of available runway
 Line up with the centerline and hold position
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 Position the flight controls for the existing wind conditions

 Hold the brakes and apply smoothly takeoff power
 Check engine instruments for proper indications and announce “Engine gauges green”
 Check RPM for static RPM and announce “Power is available” then release the brakes
NOTE: Tecnam 4700 up to 5000 RPM
Cessna 2200 up to 2400 RPM
 As the airplane accelerates, maintain the center line with the rudders, check airspeed and
announce “airspeed alive” finally adjust the ailerons for the increased speed Accelerate to
Vr and pitch for Vx
 Once airborne apply the necessary crab angle to maintain the airplane’s ground track
along the runway extended centerline
 Once the initial obstacles are cleared (airdrome facilities, fence, trees, etc) or 50 feet AGL,
set pitch for Vy and during acceleration retract the flaps at 200 feet AGL.
 Maintain Vy until at least 1000’ AGL then proceed with cruise climb if desired
13.8 Soft field take off

Objective: To develop the pilot’s ability to safely and accurately obtain maximum performance
from the airplane when taking off from other than a smooth, hard surface runway.
 Normal Flap: Set

 Obtain taxi clearance from the control tower prior to taxi onto the runway
 Complete Before Takeoff Checklist prior to entering the runway
 Check Final path for traffic
 If no traffic is observed on final, taxi into the runway (maintain full back pressure) with a
speed consistent with safety and align the nose wheel up with the runway centerline,
apply full nose up elevator input and advance throttle smoothly to takeoff power
 Apply rudder as necessary to maintain directional control (usually right!!!)
 Check engine gauges and airspeed indicator and announce “Engine gauges green, power
available, airspeed alive”
 Maintain full back pressure until the nose wheel comes off the runway. Adjust back
pressure to maintain the nose wheel clear off the runway without over rotating until
airplane lifts off
 Lift off at the lowest possible airspeed and gently lower the pitch attitude as necessary to
remain in ground effect while the airplane accelerates to Vx
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 If obstacles are present, maintain Vx until clear

 Once clear of obstacles pitch for Vy and during acceleration retract the flaps in stages
 Maintain Vy until at least 1000’ AGL then proceed with cruise climb if desired
13.9 Traffic pattern
Objective: To ensure application of proper procedures necessary for safe and efficient
operations at controlled and non-controlled airports.
 After departure at 200 feet AGL check landing light off and flaps retracts.
 Continue departure leg up to safe altitude or end of runway witch ever take latest then
turn to crosswind leg (90° to the right or left).
Note: After safe altitude electric fuel pump turn off if applicable.
 Identify the position of any other aircraft in the traffic pattern or vicinity of the airport.
 Turn the airplane onto the downwind leg approximately one mile from the runway.
 Announce downwind position on tower frequency.
 On Downwind Reduce power to 80 kts and maintain traffic pattern Altitude.
 Verify that the before landing checklist is completed.
 At end of downwind, reduce power and commence descending turn to base.
 On base leg reduce speed to white arc and set one step flaps.
 Visually clear the final approach and commence your turn to final so as to roll out with
the A/C aligned with the runway center line.
 Announce final position on tower frequency.
 On final leg Set Flaps as required
 Maintain airspeed according to flap setting.

Note: If in gusty conditions, add half of the gust to the final approach speed. (e.g. 10G30 add
10 kts)
 The approach must be stabilized by no lower than 300 feet AGL.
 Execute the appropriate landing or go-around procedure.
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Note: Any go around executed below 50 Ft is a balked landing.

Note: Low approaches shall not be practiced below 300 Ft AGL.
Note: Do not initiate the after-landing checklist until clear of the runway and make full stop.
Note: In case of joining traffic pattern from entry point, maintain 45° ground track toward the
midpoint of runway.
13.10 Clearing turns

Objective: To determine that the airspace surrounding the airplane is clear of other traffic before
starting any maneuver.
Note: It is mandatory for all flight crews operating on a Homa airplane to perform this item prior to
the start of any maneuver.
 Gently upper the wing on the side of the first intended turns and scans the area previously
blocked by the wing.
 Perform a medium bank 90° to one direction and 180° turns in opposite direction or 360° on
one direction.
 If any traffic exists take avoidance measures
 Rollout wings level and start the maneuver
 Turning maneuvers should be made in the direction of the last cleared area
13.11 Pre maneuver checklist

Objective: To ensure proper aircraft configuration prior to performing any maneuvers.
Note: It is mandatory for all flight crews operating on a Homa airplane to perform this checklist
prior to the start of maneuvers.
 Minimum altitude – 1500 feet AGL
 Cockpit Check
 Fuel Selector – Use Both Tanks
 Mixture Rich below 5000 FT
 Clearing Turns
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13.12 Slow flight

Objective: To develop the pilot’s ability to recognize changes in airplane flight characteristics and
control effectiveness at low airspeeds in the landing configuration.
 Complete «Pre-maneuver Checklist»

 Select a prominent reference point
 Stabilize the airplane by maintaining selected heading, altitude and airspeed (80 kts.)
 Reduce throttle as airspeed decreases to flap extended speed, maintain altitude and
coordinated flight controls and select take off flaps.
 As airspeed approaches 10 kts. Above stall speed, adjust power for level flight.
 Trim the airplane to maintain airspeed (Tecnam: 50 up to 55 kts IAS and Cessna: 55
up to 60 kts IAS) at which any further increase in angle of attack, increase in load
factor or reduction in power, would result approaching stall.
 Accomplish coordinated straight and level flight, turns, climbs or descends as specified
by the instructor.
 Divide attention between airplane control, outside and inside references
 Maintain altitude within ± 50 feet.
 Maintain airspeed within + 5/-0 kts
 Maintain heading within: ±10°
Recovery Procedure:
 Apply full power; maintain altitude and heading as airspeed increases
 Accelerate above 60 kts then Retract flaps
 At Vy or close to Vy with positive rate of climb, select flaps up
 After reaching cruise airspeed (80 kts.), reduce to cruise power setting
13.13 Power on stall

Objective: To develop the pilot’s ability to recognize the indications leading to stalls and to
make prompt and effective recoveries with a minimum loss of altitude.

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 Stabilize the airplane maintaining selected heading, altitude and airspeed (80 kts.)
 Reduce power and maintain altitude as airspeed decreases, select take off flaps
 Upon reaching rotation speed, smoothly add full power
 Transition to a pitch attitude that will induce the stall in straight
 Keep the airplane coordinated at all times
 Initiate the recovery procedure after the first aerodynamic indication of the imminent stall
(i.e. warning horn and/or buffeting)
Recovery Procedure:
 Simultaneously release back pressure, level the wings, increase power

 Accelerate above 60 kts and check positive rate of climb then Retract flaps
 After reaching cruise airspeed (approximately 80 kts.), reduce to cruise power setting.
13.14 Power off stall
Objective: To develop the pilot’s ability to recognize the indications leading to stalls and to
make prompt and effective recoveries with a minimum loss of altitude.

 Reduce power and maintain altitude as airspeed decreases and select one step flaps
 Stabilize a descent maintaining normal approach speed
 Continue descent for approximately 3 to 5 seconds
 Set Idle Power and transition to a pitch attitude that will induce the stall in straight
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Recovery Procedure:
 Reduce the angle of attack just enough to allow the wing to regain lift (lowered
slightly below the horizon and allow recovery with the minimum lost in altitude)
 After reaching cruise airspeed (approximately 80 kts.), reduce to cruise power
setting.
13.15 Power off Turning Stall

Objective: To develop the pilot’s ability to recognize the indications leading to stalls from base
to final and to make prompt and effective recoveries with a minimum loss of altitude.

 Reduce power and maintain altitude as airspeed decreases and select one step flaps
 Initiate descanting turn to the left or right (up to 30° angle of bank)
 Set Idle Power and apply back pressure on the control stick to raise the airplane´s
nose to an attitude which will induce stall.
 Initiate the recovery procedure after the first aerodynamic indication of the imminent
stall (i.e. warning horn and/or buffeting)
Recovery Procedure:
 Simultaneously release back pressure, level the wings, add full power.
 Adjust the rudder to maintain coordinated flight.
 After reaching cruise airspeed (approximately 80 kts.), reduce to cruise power
setting.
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13.16 Accelerated Stall (Demo Only)

Objective: To show the effect of excessive maneuvering loads and develops the ability to
recognize, and take prompt, effective recovery action.
 Reduce speed as to maintain 10 kts below Va (manoeuvring speed)
 Visually verify the area in the direction of the turn is still clear
 As the airplane is trimmed for straight and level flight, smoothly roll into a coordinated turn,
maintaining a bank of 45°
 Established in the turn, smoothly apply back-elevator pressure until a definite stall occurs
 Once the airplane is stabilized return to straight and level flight with the minimum loss in
altitude
 Maintain the airplane coordinated at all times
 After reaching cruise speed (approximately 80 kts) reduce throttle to cruise power setting
13.17 Secondary Stall (Demo Only)

Objective: To show the importance of applying precise and accurate stall recovery techniques
so as to allow the airplane to regain a safe flying speed before attempting to return to straight
and level flight.
 Execute a normal power on or power of stall
 Maintain the airplane coordinated at all times
 During recovery from the stall, quickly increase the pitch attitude again while maintaining
directional control with aileron and rudder pressure. Allow the airplane to enter the
secondary stall.
 Recover promptly at the first indication of a secondary stall
 After reaching cruise airspeed (approximately 80 kts.), reduce to cruise power setting.
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13.18 Steep turn

Objective: To develop the pilot's ability to execute high performance turns with smoothness,
coordination, division of attention and proper control techniques.
 Complete "Pre-maneuver Checklist"
 Select a reference point
 Reduce speed as to maintain 10 kts. below Va
 Visually verify the area in the direction of the turn is still clear
 As the airplane is trimmed for straight and level flight, smoothly roll into a coordinated
360° turn, maintaining a bank of: 45°
 After passing thru a 30° bank, smoothly apply backpressure to maintain altitude and
increase power as necessary to maintain airspeed
 Trim as necessary to relieve control pressure
 Maintain coordinated flight
 Confirm your attitude by referring to both, outside and inside references
 Anticipate the roll out on the entry heading by approximately 20° (1/2 the bank angle),
by smoothly reducing back pressure to maintain altitude and power to maintain airspeed
 Perform the task in the opposite direction when specified
13.19 Recovery from unusual attitude

Objective: To develop the pilot’s ability to recognize and properly recover from unusual
attitudes by reference to flight instruments or outside.
 The student is instructed to take his hands and feet off the controls and close the eyes
 The instructor will put the airplane into a critical flight attitude, and then the instructor
will clearly say: “Open your eyes and recover”
 The student will look at the flight instruments or outside depending on the conditions of
training (VFR or IFR) to determine what kind of critical attitude the airplane is in, and the
most appropriate recovery procedure
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Nose High:
Indications: Airspeed low, trend decreasing Recovery:
 Apply full power
 Lower the nose to level pitch attitude
 Level wings
 Return to straight and level flight
Nose Low:
Indications: Airspeed high, trend increasing Recovery:
 Decrease power to idle
 Level the wings with coordinated ailerons and rudder
 Smoothly raise the nose to level flight attitude
 Return to straight and level flight with power
13.20 Ground Reference Maneuvers
13.20.1 S Turns
Objective: To develop the pilot’s ability to maneuver the airplane over a predetermined
ground path, compensate for wind drift during turns and divide attention outside and inside
the airplane.
 Select and altitude between 800’ to 1000’ AGL
 Complete “Pre-maneuver Checklist”
 Ensure that there is an adequate emergency landing area within glide range
 Determine the wind direction
 Select a ground reference like a road or other straight reference line running
approximately perpendicular to the wind
 Enter the maneuver downwind and perpendicular to the reference line
 As you cross the reference line initiate a constant radius left turn. Modify the bank and
crab angle as necessary to compensate for wind drift
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 At the completion of the turn the aircraft will be over and perpendicular to the
reference line with wings level immediately after completion of the first turn, an
identical turn is begun on the upwind side of the reference line in the opposite
direction
 Bank angle (not exceeding 45°) should be adjusted as necessary throughout the
maneuver to achieve two complete semicircles of equal radius
 Exit the maneuver on the entry heading, Climb to a safe altitude as necessary
13.20.2 Turns Around A Point

Objective: To develop the pilot’s ability to maneuver the airplane over a predetermined
ground path, compensate for wind drift during turns and divide attention outside and inside
the airplane.
 Select and altitude between 800’ to 1000’ AGL
 Complete “Pre-maneuver Checklist”
 Ensure that there is an adequate emergency landing area within gliding distance
 Determine the wind direction
 Select a small and prominent reference point
 Stabilize the airplane by maintaining the selected heading, altitude and airspeed (80kts.)
 Enter the turn downwind
 Start a roll to the left when the aircraft is ½ mile abeam the reference point
 Adjust the bank and crab angle as necessary to correct for the effect of wind so as to
maintain a constant radius from the selected reference point
 Complete at least two turns
 Exit at the entry point on downwind
 Climb to a safe altitude as necessary
13.21 Normal And Crosswind Landing

Objective: To develop the pilot’s ability to safely accomplish an approach, landing and rollout
in normal and crosswind conditions.
 Complete the appropriate traffic pattern
 Established on Base, set the flaps as required
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 Turn to final and adjust heading to achieve the proper crab angle if necessary until 300ft
AGL
 Coordinate pitch and power to obtain proper final approach speed and the appropriate
descent angle
 Trim to maintain speed and relieve control pressure
 Approach must be stabilized no lower than 300’ AGL
 Aim for a point to allow touchdown on the first third of the runway
 At the appropriate height (usually 10’ above the runway), simultaneously reduce the
power and begin to round out by gently increasing backpressure on the yoke (Stick)
 In case of crosswind conditions use ailerons into the wind to correct for drift and
opposite rudder to keep the airplane’s longitudinal axis aligned with the runway
centerline
 Smoothly apply backpressure to dissipate airspeed without increasing altitude, allowing
the airplane to touchdown at the minimum possible airspeed (close to stall)
 Use of proper crosswind technique will allow to touchdown on the upwind main gear
first, followed by the downwind main gear and finally the nose gear
 As the airplane decelerates increase aileron into the wind and maintain directional
control with the rudder as necessary to remain on the centerline
 Slow the airplane to normal taxi speed before taxiing clear of the runway
 Complete the after landing checklist when completely clear of the runway
13.22 Short Field Landing

Objective: To develop the pilot’s ability to safely accomplish a maximum performance
approach and landing
 While on Downwind, select a touchdown point
 Established on base, set one step flaps
 After turning final, adjust heading to achieve the proper crab angle until 300ft, then set
full flaps
 Coordinate pitch and power to obtain 60 kts for Tecnam and 65 kts for Cessna
 Trim to maintain speed and relieve control pressures
 Aim for a point approximately 200’ before your previously selected touch down point
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 Approach must be stabilized not lower than 300’ AGL

 At the appropriate height (NOT MORE THAN 10 ft AGL), simultaneously reduce
power and begin to round out by gently increasing backpressure on the yoke (Stick)
 In case of a crosswind conditions use aileron into the wind to correct for the drift and
centerline. Proper correction should be established until 300ft.
 Smoothly apply backpressure to dissipate airspeed without increasing altitude, allowing
the airplane to touchdown at the minimum possible airspeed
 Touchdown at or within 100’ beyond your selected point
 Once all three wheels have touchdown, retract the flaps and smoothly apply brakes
 Use backpressure on the yoke to aid in aerodynamic braking
 As the airplane decelerates increase aileron into the wind and maintain directional
control with the rudder as necessary to remain on the centerline
 Slow the airplane to normal taxi speed before exiting the runway
 Complete the After landing checklist upon exiting the runway
13.23 Soft Field Landing

Objective: To develop the pilot’s ability to safely accomplish an approach, landing rollout to a
smooth surface runway.
 Established on base, set one step flaps
 After turning final, adjust heading to achieve the proper crab angle until 300ft, then set
full flaps
 Coordinate pitch and power to obtain 60 kts for Tecnam and 65 kts for Cessna and the
appropriate descend angle
 Trim to maintain speed and relieve control pressures
 Aim for a point in the beginning of the runway allowing the touchdown to be
accomplished within the first third of RWY
 At the appropriate height above the runway (10 ft AGL) begin your flare by increasing
backpressure enough to hold the airplane just off the runway while adding some power
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 In case of a crosswind conditions use aileron into the wind to correct for the drift and
centerline. Proper correction should be established until 300ft.
 Touch down on the main gear at minimum controllable airspeed in a slightly nose high
attitude with the engine carrying a small amount of power
 Maintain the nose wheel off the runway by increasing backpressure as the airplane
decelerates. Use rudder input to maintain directional control and avoid using the brakes
13.24 Forward Slip To a Landing

Objective: To develop the pilot’s ability to increase the airplane rate of descent during the final
approach segment, without increasing airspeed
 Established on final, reduce power to idle
 One wing is lowered using aileron (preferably the upwind)
 Simultaneously yaw the airplane in the opposite direction with rudder as necessary to
maintain the airplane ground track along the extended runway centerline
 Adjust the pitch to maintain a minimum of 60 kts for Tecnam and 65 kts for Cessna (be
aware the airspeed indicator is not accurate during the maneuver)
 After descending to a normal glide path altitude realign the airplane longitudinal axis with
the runway extended centerline and apply crosswind correction (crab) if needed
 Resume normal approach and set flaps as required
Note 1: This Maneuver Is PROHIBITED For Solo Flights
Note 2: This Maneuver Is PROHIBITED With More Than One Step Flap.
13.25 Power Off Downwind Approach

Objective: To develop the pilot’s judgment in estimating distances and glide ratios.
 Position the airplane on downwind leg, parallel to landing runway, and not more than
1000´ AGL
 Maintain normal traffic pattern procedures
45
SOP
 Select an appropriate touchdown point considering obstacles in final approach

 Abeam the touchdown point, close the throttle and establish the appropriate glide speed
(check POH)
 Trim the airplane as necessary to maintain airspeed
 Planning the airplane glide path should include taking into consideration wind speed and
direction
 The base to final turn should be planned and accomplished so that upon rolling out of the
turn the airplane will be aligned with the runway centerline
 At the point where landing is assured, the flaps should be progressively lowered as
necessary and the pitch attitude adjusted so the airplane will touchdown at or within 200’
beyond the specified touchdown point
13.26 Emergency Approach And Landing

Objective: To develop the pilot’s accuracy, judgment and planning procedures in how to
increase the chances of a safe landing in the event of engine failure.
 The examiner or instructor will simulate an engine failure by retarding the throttle to idle
 Maintain aircraft control
 Select flaps up
 Adjust pitch to achieve best glide speed
 Trim to relieve control pressures
 Select a suitable field for landing within gliding distance considering wind, terrain and
obstacles
 Turn towards intended landing area
 Maintain a glide path that allows a simulated landing on the selected area
 Above 1500 AGL perform the memory items for the “Engine Failure in Flight” Checklist,
then initiate “Power off Landing” Checklist
 Below 1500 AGL perform the memory items for the “Engine Failure in Flight” Checklist
 Below 1000 AGL simulate securing the engine (without the “Power off Landing”
checklist)
 Concentrate on landing the airplane
46
SOP
 Prepare for landing (if over an airport) or go-around as specified by the Instructor
13.27 Go Around
Objective: To develop the pilot’s ability to safely perform a go-around/rejected landing
procedure
 Complete traffic Pattern Operations
 Upon deciding to execute a go around procedure, immediately but smoothly apply
maximum takeoff power Establish a pitch attitude to maintain Vx
 Retract flaps to 15° and maintain Vx
 When a positive rate of climb is established retract the flaps
 Announce intentions on tower (eg: Homa 201 is going around runway 30)
 Maintain runway centerline alignment, unless conflicting traffic exists. If another aircraft
is on the runway or taking off, alter course to the non-pattern side (or as directed by
ATC if at an airport with a control tower), and keep the departing aircraft in sight,
maneuvering to remain clear
 Once all obstacles are cleared, accelerate to Vy
 Maintain Vy until 1000’ AGL then transition to cruise climb airspeed if desired
 Turn crosswind no earlier than the departure end of the runway
 Re-establish a normal traffic pattern or as directed by ATC
13.28 Balked Landing

In case of balked landing (rejected landing) or airplane bouncing:
 Maintain pitch attitude and hold climb attitude and simultaneously apply full power,
maintain right rudder to counteract left turning tendency and pitch attitude enough to
arrest rate of descent and allow the airspeed increase to normal take off speed, and
then continue for normal climb.
 Note: Any go around executed below 50 Ft is a balked landing.
47
SOP
14. Cross-Country Operations

14.1 General
This section contains policy and procedures that all Homa Flight School’s students must adhere
to prior, during, and after cross country flights.
14.2 Restrictions
Homa Flight School’s aircraft are not authorized to be flown outside the boundaries of the Iran
FIR.
14.3 Cross-Country Flight Planning

All student pilot cross–country flights must have a complete review of the navigation log by that
pilot’s FI. The dispatcher will not issue flight authorization without this endorsement. The flight
instructor must review for the following:
 The cross-country flight meets the syllabus objectives.

 The student understands the requirements of the flight and all required route and
communication procedures.
 The pilot has in his/her possession appropriate and current charts.
 The navigation log is complete and accurate.
 The navigation log has a sketch of all airports intended for use.
 The pilot must have in his/her possession all required pilot certificates, logbooks and
endorsements.
14.4 Fuel Requirements for Cross-Country Flights

 Each aircraft must be able to make it to its point of intended landing and 45 minutes at
normal cruise beyond.
 If an alternate is required for IFR, then the reserves must get you to your destination, to
the alternate, and 45 minutes at cruise beyond.
*Do not rely on the fuel gauges of your aircraft. Gauges may be inaccurate at times.
14.5 Dispatching Cross Country Flights

Prior to an aircraft being dispatched for cross-country, it is the pilot’s responsibility to
ensure that at no time will any inspection be over-flown during the flight.
48
SOP
14.6 Cross-country Departure and Enroute Operations

Pilots must be aware of their location at all times and are responsible to obtain ATC
clearance prior to entering controlled airspace.
14.7 Fueling Enroute

If a pilot requires fuel and/or oil at locations outside of Payam, he/she must purchase the
services and submit the receipts to Homa Flight School for reimbursement. Keep all fuel receipts.
At the completion of the cross-country, pilots will give the original fuel receipts to Homa Flight
School Administration.
14.8 Local Fueling Procedures / Special Fueling Requests

Any pilot, who requires fuel to be at any level other than topped off, must make a request to
Homa Flight School front desk as early as possible before scheduled departure. Every effort will be
made to accommodate these requests. Due to scheduling conflicts and other factors, these requests
may not be able to be performed.
14.9 Charges Reimbursed

Homa Flight School will reimburse the pilot for fuel and oil (as indicated in the previous
section). Should repairs be required to the aircraft while at another airport, the pilot must have
received prior permission from the Homa Flight School Manager to complete the repairs in order to
be reimbursed.
The following is a non-inclusive list of the types of charges that are non-reimbursable by Homa
Flight School:
 Hangar / Tie-down charges.

 Rental car / taxi expense
 Hotel expense
 Landing fees
14.10 Arrivals
Upon arrival at the destination airport, the PIC will ensure that the flight plan has been
closed. Pilots will recheck their fuel calculations for accuracy and completeness. All student pilots
must notify their flight instructors of their arrival at their final destination.
49
SOP
15 . Maintenance
15.1 Aircraft Care

Homa Aviation Training Organization takes pride in the appearance and quality of its fleet.
As such, we expect our pilots to help keep the interiors clean and free of trash. At the completion
of each flight, please remove all paper and trash and dispose of it in a trash receptacle. Please
refrain from bringing open-top beverages in the aircraft (e.g., coffee cups without lids, etc.) as they
may spill.
After each flight, the pilot should also secure the aircraft, buckle the seat belts, close the
windows and vents and lock the doors. Any cleanliness issues should be reported to dispatch as
soon as possible.
Pilots may not clean aircraft PFD display (if applicable) with anything other than a soft cloth
and the provided window cleaner located in the aircraft.
15.2 Aircraft Discrepancies

Any and all defects noted before, during or after a flight must be reported immediately.
Additionally, the status of any current discrepancy will be noted. An aircraft must not be flown
with an open discrepancy. Non-airworthiness items may be deferred but only with the signature of
the manager or maintenance technician.
15.3 Operations with Inoperative Instruments or Equipment

Aircraft may be flown with inoperative instruments or equipment under certain circumstances
providing that they meet the requirements of Iran CAO Regulation.
15.4 Inspections and Scheduled Maintenance

All Homa Flight School aircraft are maintained under strict ICAO guidelines. Every effort
will be made to ensure that schedule conflicts due to scheduled maintenance are held to a minimum.
50

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STANDARD

6.6 Radio Communications 14

7. Pre / Post Flight Operations 15

9. Flight Grading and FRB 18

10. Homa Operation Policy 19

12. Restrictions and Limitations 23

12.8 Multi-engine Aircraft Restrictions 25

13. FLIGHT OPERATION 28

14. Cross-Country Operations 48

1.2. Purpose of Manual

1.3. Responsibilities and Revisions

2.1.1 Accountable Manager

2.1.2 Assistant Manager / Head of Training

2.2 Flight Department

2.2.1 Chief Flight Instructor

2.2.2 Flight Instructors

3.3 Reporting Accidents and Incidents

3.4 Reporting Hazardous Events or Observed Behaviors

4.1 No Show Policy

4.2 Policy for FI Lateness

5.2 Starting Procedures

5.3 Seatbelt Use

5.4 Passenger Briefing

5.5 Taxiing Guidelines

5.6 Standards Hands Signals

5.8 Ground Operation Restrictions

6.2 Weather Minimums

6.3 Traffic Patterns

6.4 Practice Areas

6.5 Touch and Go Landings

6.6 Radio Communications

6.7 Check In / Out Procedures

7. Pre / Post Flight Operations

7.2 Pilots “I’M SAFE” Checklist

7.4 Aircraft Preflight

7.5 Pre / Post Flight Briefings

8.2 Night Solo Operations

9. Flight Grading and FRB

9.1 Flight Grading

 Above Average (AA) = 90% and more

9.2 Flight review board (FRB)

 Greater than15 hours to solo.

10. Homa Operation Policy

10.1 Acceptable Behavior

 Violations of the Homa’s student conduct policy:

10.2 Company Morale

11. Emergency Operations

 Maintain control of the aircraft.

11.2 Deteriorating Weather

11.2.2 VFR Flights

11.2.3 IFR Flights

11.3 Medical Emergencies

 Open air vents.

11.5 Accident or Incident Notification Procedure

Homa Dispatch: 026 3326 6167

When contact is made, ensure the following information is relayed:

 Date and time of mishap.