Traning Manual 1 (April 2019)

CHAPTER 6 – TRAINING GUIDE – FLIGHT
TRAINING MANUAL MANEUVERS

INTEGRATED PPL, CPL/IR AND ATPL THEORETICAL Issue Revision Page
KNOWLEDGE COURSE (A) WITH MULTI-ENGINE No. Date No. Date No.
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CHAPTER 6 – TRAINING GUIDE-FLIGHT MANEUVERS
6.1 Pre Flight Actions

6.1.1 Pre Flight Briefing
6.1.2 Pre Flight Preparation
6.1.3 Pre Flight Inspection (360 degrees walk around inspection)
6.1.4 Required document on broad
6.1.5 Solo Flight release
6.1.6 Use of checklist
6.1.7 Before engine start
6.1.8 Take Off briefing
6.1.9 Before Start Checklist
6.1.10 Engine Start/After Engine Start
6.1.11 Before Taxi
6.1.12 Taxi Procedures
6.1.13 Before Take Off
6.1.13.1 Run up checklist
6.1.13.2 Before Take-Off Checklist
6.2. Take Off and Climb Procedures
6.2.1 Normal Take-Off and Climb
6.2.2 Short Field Take-Off and Climb
6.2.3 Soft Field Take-Off and Climb
6.2.4 Crosswind Take-Off and Climb
6.2.5 High Altitude Maneuvers
6.2.5.1 Vy Climbs
6.2.5.2 V Cruise Climb
6.3. Climbing Turns Procedures
6.4. Level Off-Turn a Climb.
6.5. Straight and Level
6.6. Level Turns
6.7. Airspeed and Slow Speed Flight
6.8. Power On Stalls
6.9. Power Off Stalls
6.10. Chandelles (CPL Maneuvers)
6.11. Lazy 8 (CPL Maneuvers)
6.12. Cruise Descents
6.13. Approach Descents
6.14. Glide Descents
6.15. Level Off from Descent Procedures
6.16. S Across a Road
6.17. S Along a Road
6.18. Turn Around a Point
6.19. 8 on Pylons
6.20. Normal Traffic Pattern-Approach and Landing
6.21. Flapless Landing
6.22. Short Field Landing
6.23. Precision Approach
6.24. Crosswind Approach and Landing
6.25. Go Around Procedures
6.26. Steep Spirals (CPL Maneuvers)
6.27. Descents
6.28. Level Off Turn Descents
6.29. Turn Around A Point
6.30. Approach Crew Briefing
FOR TRAINING PURPOSE ONLY

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6.31. Traffic Pattern Approach and Landing

6.32. After Landing

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6.1 PRE FLIGHT ACTIONS
6.1.1 Pre-Flight briefing
Every flight lessons will be preceded by a pre-flight briefing, during which the instructor will
brief the student regarding the following:
 description of the Lesson
 Lesson objectives
 Lesson contents
 Flying techniques and procedures
 Common Error
 Completion Standards
 Question and Answer
Use the Training Manual or Course training syllabus to verify the contents of each lesson.
6.1.2 Pre-Flight Preparation
• If flying dual, ensure that the flight plan is signed by the Flight Instructor a night before
the scheduled flight.
• The Flight Instructor conducts a long briefing regarding the next lesson, a day or night
before the planned flight schedule.
• Reporting time to the flight should always be observed on this manner:
 Students scheduled for the 1st and 2nd sortie should report to the flight line at or
before 0600H.
 3rd sortie should report at or before 0930H.
 4th should report at or before 1330H.
 5th (if sunset time permits) at or before 1530H.
• Ensure that the flight plan has been signed by PNP personnel and if possible file the
clearance to the FOBS before reporting to the Flight Operations.
• Once at the Flight Operations Office, sign in the check in time sheet.
• Obtain latest and current weather report from the DFI or Flight Operations Officer.
• If flight plan has not been filed, coordinate with the Flight Operations Officer for the filing
thru facsimile.
• After filing the flight plan, ensure that other necessary documents required for flight has
been accomplished like:
 Aircraft Weight and balance Computation (Verified by the FI, DFI, or CFI).
 Flight Authorization Sheet (signed by FI or DFI).
• Obtain Aircraft keys from the FOO.
• Pre- flight briefing (Short Briefing).
• Go to the ramp and perform pre- flight inspection.
6.1.3 Pre- flight Inspection (360 degrees walk around Inspection)
The pre- flight is normally performed by the students, under the supervision of the Flight
Instructor in the early stages of the students training. The Instructor will use the READ and
DO demonstration method to teach this procedure initially, until the student becomes
comfortable and capable of performing the procedure properly.
Always follow the pre-flight Inspection checklist.
6.1.4 Solo Flight Release
Part of the Pre-flight inspection is to ensure that the proper aircraft documents are on board
and valid/current. These documents are:

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 Original Certificate of Airworthiness

 Original Certificate of Registration
 Original Aircraft Radio License
 Pilots Operating Handbook and other supplement
 Weight and Balance Certificate and Computation
 Aircraft Insurance Certificate
6.1.5 Required Documents on –Board
A student must be cleared by the CFI, DFI or designated Flight Instructor prior to every solo
flight. FI’s are to check student’s logbook and license for proper endorsements.
6.1.6 Use Of Checklist
The manner of reciting and usage of checklist depends on the stage of training of the
students. If the students are on the VFR stage, they perform the flow then initiate the Read
and Do method based on the standards CHECKLIST. In the case the students are in the IFR
stage, they perform the flow and call out the standard CHECKLIST which will be performed
by the FI and the students using the CHALLENGE and RESPONSE method.
6.1.7 Before Engine Start
6.1.8 Take- off Briefing
The students will give the standard take off briefing as follows:
NORMAL PROCEDURE
This will be a flaps take-off on runway, cockpit silence shall be observed during the take-off
roll except for speed call out at 40 knots and rotate at 60 knots. Any engine malfunction
before rotate and with sufficient runway remaining, at your command “stop” I will close the
throttle and stop the aircraft and no further action shall be done until aircraft has come to a
full stop. Any engine malfunction upon airborne, I will maintain speed above stall, land
straight ahead and prepare for emergency landing. Any engine malfunction at or above 400
feet AGL, I will maintain 65 knots, attempt a re –start, if unsuccessful prepare for an
emergency landing. Any transfer of controls shall be done with a command of “My Controls”
and a response of “Your Controls”. Unless you have anything further to add, this take-off
briefing is complete.
Note: Give a brief description of expected of expected headings and altitudes to be

maintained after take-off.
6.1.9 BEFORE START CHECKLIST
The students will perform the “before start engine flow then initiate the standard “BEFORE
START CHECKLIST” callouts with its appropriate actions. If flying dual and the FI has not
arrived till then, the students will wait for his/her arrival for start.
6.1.10 ENGINE START
The students will call outs for clearing the area followed by the “ENGINE START
CHECKLIST”. The students will perform the actual engine start.
6.1.11 BEFORE TAXI

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The students will perform the “Before Taxi” Flow and then call for the “TAXI
CHECKLIST”. The brakes must be checked by both, the instructor and the students.
Taxiing will be done by the students and the instructor should always be ready to take
over the controls at any time, if necessary.
The student will turn “ON” the taxi lights after obtaining the taxi clearance.
During taxi the students and the instructor will perform constant area clearing,
announcing the appropriate callouts prior to making any turns on the ground.
Apply wind corrections; by control application, as necessary.
For slowing down, reduce the throttle before using brakes. If necessary to stop, return
throttle to 1000RPM before attending to other things.
For night operations, overhead lights should be turned off or kept to a minimum (as
applicable) to improve outside vision. With the aircraft stopped on the ground, map lights
may be turned on to assist with checklist reading, but must be preferably off while taxing.
6.1.12 TAXI PROCEDURE:
Objective: Safely maneuver the airplane on the ground.

Procedure:
 Release parking brakes
 Rest heel on the floor
 Apply sufficient power with throttle to start the airplane moving forward
 Reduce power and gently test again
 Apply sufficient power to begin taxi again
Common Errors:
 Application of power against the brake
 Over application of brakes
 Poor control of taxi speed
 Over or lack of application of rudder control inputs
 Confused when to use steering and brakes when turning
 Using the Control column to steer the airplane
Completion Standard:
 Students must display knowledge of elements related to normal speed and high speed
taxiing, small radius and big radius turns
 Students must be able to perform slow speed and high speed taxi and turning with
rudder and brake differential steering with little or without help from the FI
Instructor Notes:
 Students should keep the right hand on the throttle during taxi.
 Avoid using the control column to steer the airplane, use it only to correct for wind
 Always rest heels on the floor except when there is a need to apply brakes
 As speed increases, steering become more effective, therefore less input on the rudder
pedals is requires to steer the airplane compared to slow speed taxiing.
 Taxi power setting should be set between 1000- 1200 RPM except when slowing down.
 Avoid prolonged operation below 1000 RPM to avoid spark plug fouling.

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6.1.13 BEFORE TAKE-OFF
6.1.13.1 Run-up Checks
Before run-up checks, warm-up the engine at approximately 1000-1200 RPM until
engine temp. gauge 150 degrees Fahrenheit.
The students will perform the “BEFORE TAKE-OFF CHECKLIST”.
For Magneto checks; the RPM drop should not exceed 150 RPM each side, and
the difference between the two Magnetos should not be more than 50 RPM.
Avoid prolonged idling and do not exceed 2200 RPM for more than 3 minutes
during ground operations.
6.1.13.2 Flight Control Checks
Flight Control Checks (your eyes to allow the control stick movement):
 Move control column fully AFT, elevator fully up.
 Move control column fully FWD, elevator fully down.
 Move ailerons fully LEFT, left aileron down, right aileron up.
 Move ailerons fully RIGHT, right ailerons fully up, left aileron fully down.
 Move rudder pedal LEFT and RIGHT, confirm rudder moves in pedal
direction.
6.1.13.3 Before Take-off Checklist
The “BEFORE TAKE-OFF CHECKLIST” will be done at the “holding bay/area”

facing into the wind. The instructor will monitor and assist during this checklist, as
needed.
Refer to Before Take-off Checklist for detailed Procedure.
Students to make RT call requesting takeoff clearance.

Prior to entering the runway, the students will lookout to clear the approach area
and check the wind.
Strobes and Landing lights must be ON as the aircraft enters the runway (After
LINE UP/TAKE-OFF Clearance is obtained). Once aligned with the runway the DG
and magnetic compass must be crosschecked with the RWY direction.
Control column: Apply aileron correction for the cross-wind conditions during take-
off.
6.2 TAKE-OFF PROCEDURES
6.2.1 Normal Take-off and Climb
Objective: Students should be able to take-off and climb the airplane by applying the
necessary take-off procedure.
Procedure:
 Clear approach sector and check the wind
 Line up and align airplane with the centerline of the runway in use. Keep nose wheel
straight.

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 DG and Compass- Crosscheck with runway direction.

 Check before take-off items
 Line up completed and cleared for take- off, release brakes, heel on the floor, and toes
on the rudder pedals.
 Apply full power smoothly and positively.
 Take- off power applied- PF calls out “Take-off power set, engine instruments on the
green.
 IAS- PF calls out “forty”
 VR- 60 knots “Rotate” and applies back pressure on the control column to 5 degrees
pitch up.
 Positive rate of climb- Tap brakes
 Climb speed 80 knots
 At or above 1000 feet AGL- perform after take-off and Climb
Checklist Common Errors:

 Nose wheel not straight resulting aircraft to swerve upon full power application and
once brakes are released.
 Poor directional control on the take-off ground run
 Improper pitch altitude liftoff
 Drift during climb.
 Rushing to tap brakes resulting errors on establishing climb altitude.
Instructor Notes:
 Students should keep the hand on the throttle during take-off
 Make sure nose wheel straight once aligned with the runway centerline.
 Maintain cockpit silence except for call outs.
 Caution for runway incursions and traffic and always except “Abort” command.
 No abrupt control inputs at Vr to avoid departure stall.
 As speed increases, steering becomes more effective, therefore less input on the
rudder pedals is required to steer the airplane and to keep aligned with runway
centerline.
 After airborne do not immediately tap the brakes. Establish climb altitude first.
Completion Standards:
Students should:
 Be able to safely bring the airplane airborne and climb by applying the necessary
procedures.
 Be able to maintain runway centerline after airborne.
 Establish pitch altitude to maintain climb sped with allowable errors of +/- 5knots.
 Comply with noise abatement and departure procedures, if applicable.
 Complete appropriate checklist.
Prior to beginning the take-off, the crew must take into account various operational
and environmental factors which would affect the take-off, such as:
 Runway length
 Runway surface
 Wind direction and speed
 Obstruction
 Aircraft weight/configuration
 Temperature
 Noise abatement rules (if applicable)
 Go/no-go decision point
 Any other condition that may affect safety

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6.2.2 Short Field Take-Off and Climb
Objective: Take-off in the shortest possible distance, clear obstacles at the end of the
runway, and climb out to desired altitude.
Procedures:
 Clear approach sector and check the wind.
straight.
 Check before take-off items. Wing flaps 10 degrees.
 Line up completed and cleared for take-off, release brakes, heel on the floor, and toes
on the rudder pedals.
 Take full power applied- PF calls out “Take-off power set, engine instruments on the
green. Release toe brakes, heels on the floor.
 40 KIAS- PF calls out “ forty”, PNF replies “Check”
 Vr-55 knots, PNF calls out “Vr”, PF replies “Rotate” and apply back pressure on the
control column to 5 degrees pitch up.
 Positive rate of climb-Tap brakes.
 Initial climb speed 70 knots (to stimulate Vx climb)
 200 feet AGL, retract flaps to 0 degrees, climb speed 80 knots (to stimulate Vy climb).
 At or above 1000 ft AGL- Perform After take-off and Climb Checklist.
Common Errors:
 Poor directional control on the take-off ground run.
 Improper pitch altitude during lift off.
Instructor Notes:
 Be cautious on steep nose altitude on initial climb to prevent departure stall
 Make full use of the runway length.
 Emphasize on maximum performance limit of aircraft.
 Student should be well informed on the difference between Vx and Vy.
 Student should be properly briefed regarding departure stalls.
Student should:
procedures.
 Be able to maintain runway centerline alignment after airborne.
 Establish pitch altitude to maintain climb speed with allowable errors of +/- 5 knots.

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6.2.3 Soft Field Take- off and Climb
Objective: Get the airplane airborne as quickly as possible to eliminate drag caused by
tall grass, sand, mud snow, and climb out to desired altitude.
Procedure:
 Obtain take-off clearance
 Check before take- off items, Wing flaps- 10 degrees.
 When cleared for take-off, taxi without stopping and line up on the runway centerline.
 As the airplane aligns with the centerline, apply back pressure on the control column
to keep nose up and simultaneously apply full power smoothly and positively.
 Keep heels on the floor, and toes on the rudder pedals, not on brakes.
 Keep straight with rudder, keep wings level with aileron.
 40 KIAS- PF calls out “forty”, PNF replies “Check”.
 Relax back pressure on the control column as airspeed builds up for earliest possible
lift-off.
 Once airborne, stay within 10 feet of the ground and accelerate in ground effect to 60
knots.
 60 knots, Climb out of ground effect and climb 80 knots.
Common Errors:
 Poor directional control on the take-off ground run
 Improper pitch altitude during take-off ground run and lift off.
 Forgetting to fly within ground effect after airborne.
 Airplane settling back on the ground during ground effect.
 Improper use of brakes.
Student should be:
 To demonstrate sufficient knowledge of elements related to soft field take-off and
climb procedures, and rejected take-off procedures.
 Able to align airplane with the runway centerline, while simultaneously keeping the
nose up and applying full power.
 Able to maintain runway centerline alignment during the take-off ground run.
 Able to lift-off at the lowest possible airspeed and remain within ground effect while
attaining a safe speed.
 Be able to maintain runway centerline alignment after airborne.
6.2.4 Crosswind Take-off and Climb
Objective: Take off and climb with a crosswind component and without being drifted off
track during the take-off ground run and after airborne.
Procedure:
straight.
 Check before take-off items.
 Re-check wind direction.

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 Line up completed and cleared for take-off PF calls out “take-off”.

 Hold full aileron into the wind.
 Release brakes, heels on the floor, and toes on the rudder pedals.
 Take-off power applied- PF calls out “Take-off power set, engine instruments on the
green. PNF replies “Check”.
 Vr- 60 knots, PNF calls out “Vr”, PF “Rotate” and apply back pressure on the control
column to 5 degrees pitch up.
 Positive rate of climb- Tap brakes.
 Maintain crab angle with aileron, coordinate with rudder to maintain upwind track.
 Climb speed 80 knots.
 At or above 1000 ft AGL- Perform After take-off and climb Checklist (if in IFR stage
and PF calls out “After take- off and Climb Checklist” and both crew perform challenge
and response method.
Common Errors:
 Poor directional control on the take-off ground run.
 Improper pitch altitude during lift off.
 Improper use of aileron and rudder.
Instructor Notes:
 Students should keep the hand on the throttle during take-off.
 Make sure nose wheel straight once aligned with the runway centerline.
 Maintain cockpit silence except for call outs.
 Caution for runway incursions and traffic and always expect “Abort” command.
 No abrupt control inputs at Vr to avoid departure stall.
 As speed increases, steering becomes more effective, therefore less input on the
rudder pedals is required to steer the airplane and to keep aligned with runway
centerline.
 After airborne do not immediately tap the brakes. Establish climb altitude first.
 If a sufficient crosswind exists the main wheels should be held on the ground and
rotate at a slightly higher airspeed than the normal take-off speed so that a smooth
but very definite lift-off can be made.
Students should:
 Be able to demonstrate sufficient knowledge about the elements related to crosswind
take-off and climb procedures.
 Position the flight control for the existing wind condition.
procedures.
 Maintain directional control and apply proper wind drift correction throughout the take-
off and climb.

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6.2.5 HIGH ALTITUDE MANEUVERS
PRE- MANEUVERS CHECKS (P.O.C.S.)
P.O.C.S checks are to be executed before every maneuver. This evaluates the aircraft
position in space (lateral/vertical/relative to other traffic), the aircraft configuration and
status for the maneuvers and the readiness of the flight crew.
The P.O.C.S checks should be done as follow:
P- Preparing for maneuver (State the name of the maneuver).
O- Orientation (Call out and Pinpoint location of relevant training area boundaries to keep
crews aware of their present position and so as not to exceed training area boundaries).
C-Conditions of flight (To ensure that the aircraft is properly configured for the maneuver,
safe altitude is established, and crew is ready to perform the maneuver).
Flow from left to right:

 Cabin doors and windows - Closed and Latched
 Seatbelts and shoulders harness – fastened
 Engine gauges – on the green
 All switches – Set
 Minimum altitude - 2500 feet AGL
 Throttle – Standby for maneuver
 Mixture – Rich
 Flaps – Standby for maneuver
 Fuel shut- off valve – On
 Fuel selector – Both
S - Stabilized and trim (Ensure that the airplane is stabilized and properly trimmed before
commencing the maneuver.
6.2.6 Vʏ Climb
Vʏ climb procedures:
 P.O.C.S. completed
 Target Airspeed: Vʏ
 Power Setting: MAX PWR
 Trim as required
 Engine Instruments check.
 Mixture: as required
 Look Out perform

6.2.7 V Cruise Climb
V Cruise Climb Procedures:

 P.O.C.S .completed
 Target Airspeed V Cruise Climb
 Power Setting: MAX PWR
 Engine Instruments check.
 Mixture: as required
 Look Out perform

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6.3 CLIMBING TURNS PROCEDURES
Climbing Turn Procedures:

 Perform procedure for desired type of climb.
 Established on the climb, clear area for turns
 Perform a 90 degrees turn and establish a 15 degrees bank towards first direction of turn
keeping ball centered and climb speed degrees before desired heading, start rolling out from
turn and stop turn on the desired heading.
 Repeat steps towards next direction of turn.
Common Errors:
 Failure to cross-check outside and instrument references
 Abrupt control movement, instead of smooth control pressure
 Uncoordinated use of flight controls
 Faulty trim technique
Instructor Notes:
 Student should keep the hand on throttle in initial up to 500AGL
 Student should have a good look out
 Student should monitor engine instruments
Student should:
 Maintain a constant climb attitude with reference to instrument and outside references.
 Maintain constant heading during climb.
 Maintain constant bank angle, airspeed and coordinated flight during climbing turns.
6.4 LEVEL OFF FROM A CLIMB (Attitude-Power-Trim)
When leveling-off from a climb, the following steps should be followed in sequence:
Attitude:
Initiate level off with appropriate lead according to your ROC.
Select the pitch attitude for level flight at normal cruising power.
Power: Adjust to reference power setting when desired cruise target airspeed is reached.
Trim: Cruise Check, Perform

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6.5 STRAIGHT AND LEVEL
Objective: Maintain a constant heading and altitude.
Procedures:
 Reaching desired altitude, level off from climb and adjust power to cruise RPM.
 Trim airplane to maintain hands-off attitude.
 Select an outside reference to maintain a straight flight.
 Maintain airplane nose constant in relation to the horizon and wing tops equidistant above
horizon.
 If left wing is low, correct by using light right aileron plus right rudder pressure.
 If right wing is low, correct by using light left aileron plus left rudder pressure.
 After corrections, neutralize controls and trim airplane.
 Cross check heading indicator/Compress and outside reference for constant heading or
straight flight.
 Cross check altimeter, airplane nose and horizon for constant altitude. Make small corrections
with elevator. Make larger corrections immediately with coordinated pitch and throttle.
Common Errors during Straight and Level Flight:

 Abrupt control movement instead of smooth control pressure
 Un-coordinated use of flight controls
 Faulty trim technique Instructor Notes:
During Straight and Level Flight:

 Student should keep the hand on throttle initially up to 500AGL
 Student should have a good look out throughout the maneuver
 Student should monitor engine instruments
 Crosscheck the altimeter, airplane nose attitude, and horizon & heading indicator constantly.
Student should:
 Maintain a definite heading, +/- 10 degrees, with reference to instruments and outside
references.
 Maintain a definite altitude, +/- 100 feet, with reference to instruments and outside references.

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6.6 LEVEL TURNS
Objective: Change or return to a desired heading by entering, maintaining, and rolling out of a
shallow, medium or steep turn, using constant power and holding constant altitude.
6.6.1 Pre-Turn Checks

 Perform P.O.C.S.
 Lookout before turning
 Before turning LEFT: Check Right – then Centre – Left
 Before turning RIGHT: Check Left – then Centre – Right
6.6.2 Turns and Procedure

 Shallow turns
 Pre-Turn Checks (flow)
 Bank Angle: up to 20°
 LOOKOUT during turn
 Anticipate Roll-Out by ½ the Bank Angle
Note: Mainly used for Climbing Turns and during Slow Flight Medium turns
 Bank Angle: up to 30°
Note: Recommended bank angle is 30°. Used for normal maneuvering Steep turns
 Bank Angle: 45°
Note: Do not exceed 60° bank angle Common Errors during Turns:
 Fixating on instruments inside instead of utilizing a combination of inside & outside
references.
 Use of jerky control movements instead of smooth control pressures.
 Uncoordinated use of flight controls.
 Faulty altitude & bank controls.
Instructors notes:
 Make sure the student understands the importance of the factors involved in clearing turns
since turns are involved in every other maneuver.
 Often students roll into bank while their head is still turned in the direction of the turn. Watch
for this tendency and correct.
 Area clearing outside the turn is often ignored. This must be done after rollout.
 As bank angle increases additional back pressure is required to maintain altitude because of
increase in load factor.
 Maintain desired heading +/- 10 degree
 Maintain desired airspeed +/- 10 kts
 Maintain desired altitude +/- 100 feet
 Maintain desired bank angle.

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6.7 AIRSPEED AND SLOW SPEED FLIGHT
Objective:
 Maintain and control airspeed at different flaps and power settings.
 Establish slow flight, and then maneuver the airplane at airspeeds just above stall speed,
without stalling. Slow Flight
Procedures:
 P.O.C.S. – Completed
 Power Setting: Set to maintain 90 knots.
 Flaps 10 degrees, maintain altitude, heading and airspeed 80 knots.
 Fly Straight & Level and Turns
 Max. angle of bank is 20°
 Perform Transition between configurations
 Slow Flight Recovery:
 Attitude & Power: Resume for level flight at 90 knots
Note: It is possible that the engine may run rough after extended periods of slow flight at
low power settings. Reduce power as necessary to keep the engine running smooth.
Common Errors:
 Improper entry technique
 Failure to maintain MCA
 Excessive variation to altitude and heading
 Failure to retract the flaps incrementally during recovery
 Uncoordinated control techniques
 Improper corrections for left turning tendencies
 Unintentional stalls
Instructor Notes:
 Student should fully understand the area of reverse command
 Student should understand the left turning tendencies and how to correct.
 Student should keep the hand on throttle during the entire maneuver.
 Student must understand the control of speed with Power & altitude with Attitude.
 Knowledge of the elements of the exercise.
 Entry altitude, minimum 2500 AGL
 Establish and maintain airspeed and altitude
 Coordinated straight & level, turns, climbs & descents.
 Altitude + / - 100 feet
 Heading + / - 10 degrees
 Airspeed + / - 10
 of specified angle of bank

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6.8 POWER-ON STALLS
Objective: Stall the airplane with power, in the take-off configuration, and then recover with a
minimum loss of altitude.
Power-on Stall procedures:

 Perform two 90 degrees clearing turn and position the airplane to avoid facing the sun, and
away from obstacles.
 Power set to 1700 RPM, Pitch up and attain 2nd bar pitch up on the Attitude indicator.
 Maintain wings level and coordination.
 Recognize and announce symptoms of approaching stall.
 Sound of stall warning, release back pressure on the yoke and apply full power.
 Airspeed passing 60 knots, apply back pressure to hold altitude.
 Airspeed passing 80 knots reduce power to 1900 RPM.
 Check engine gauges: On the green, clear area towards next direction of turn.
 Bank 10 degrees and pitch up 2nd bar on the AI.
 Sound of stall warning, release back pressure on the yoke, step on the rudder opposite of the
turn, and apply full power.
 Repeat steps for turning stalls in the opposite direction of turn.
Common Errors:
 Failure to establish proper take-off configuration
 Improper pitch, heading & bank control
 Failure to recognize the initial indication of stall
 Failure to achieve the stall
 Improper corrections for left turning tendencies
 Secondary stall during recovery
Instructor Notes:
 Make sure student understand the concept of critical angle af attack
 Student should understand the left turning tendencies and how to apply correction
 Student should keep the hand on throttle during the entire maneuver
 Make sure the student understand the symptoms of approaching stall and correct recovery
technique.
 Knowledge of the elements
 Transition smoothly from take-off configuration to a stalling configuration
 Coordinate the flight
 If stalling while in a turn, the bank may not exceed 15° to + / - 10 degree.
 Maximum altitude loss before recovery is 200 feet.

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6.9 POWER-OFF STALLS
Objective: Stall the airplane, without power, in the landing configuration, then recover with a
minimum loss of altitude.
Power-off install procedure.

 P.O.C.S.
 Perform two 90 degrees clearing turn and position the airplane to avoid facing the sun, and
away from obstacles.
 Reduce power to 1300 RPM, hold altitude and heading until 70 knots.
 Airspeed 70 knots, lower nose to attain 500ft/min. rate of descent.
 At 500 fpm, pitch up +5 degrees on the AI.
 Maintain wings level and coordination.
 Recognize and announce symptoms of approaching stall.
 Airplane buffets, release back pressure on the yoke and apply full power.
 Airspeed passing 70 knots, reduce power to 2100 RPM.
 Reduce power to 1300 RPM, hold altitude and heading until 70 knots.
 Passing 75 knots, apply flaps 10 degrees then bank 15 degrees to the direction of first turn.
 At 15 degrees bank, pitch up +5 degrees up on the AI.
 Airplane buffets, release back pressure on the yoke, step on the rudder opposite of the turn,
and apply full power.
 Reduce power to 1300 RPM, apply flaps 20 degrees hold altitude and heading until 70 knots
then bank 15 degrees to the direction of second turn.
 At 15 degrees bank, pitch up +5 degrees up on the AI.
 Airplane buffets, release back pressure on the yoke, step on the rudder opposite of the turn,
and apply full power.
 Airspeed passing 60 knots, retract flaps to 10 degrees and pitch up +5 degrees up.
 Positive rate of climb, retract flaps to 0 deg. Climb 80 knots and climb back to desired
altitude.
Common Errors:
 Failure to establish proper approach to landing configuration
 Improper pitch, heading & bank control
 Failure to recognize the initial indications of stall
 Failure to achieve the stall
 Improper corrections for turning tendencies when power off or on.
 Secondary stall during recovery
 Failure to retract the flaps incrementally during the recovery.
Instructor Notes:
 Make sure student understand the concept of critical angle of attack.
 Student should understand the left turning tendencies and how to correct for them.
 Make sure the student understand the symptoms of approaching stall and correct recovery
techniques.
 Knowledge of the elements

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 Establish approach to land configurations
 If stalling while in a turn, bank may not exceed 20 degrees, in the turn.
 Maximum altitude loss before recovery is 200 feet.
6.10 CHANDELLES (COMMERCIAL PILOT MANEUVER)
Objective: Demonstrate a maximum performance climbing turn, with a heading change of 180
degrees, a maximum gain in altitude, and rolling wings level just above stall speed.
Chandelle Procedures:
 Minimum altitude 2000 feet AGL
 Select a 90 degree reference point.
 Set power to obtain maneuvering speed.
 Roll towards the 90 degree reference point and make a 30 degree bank angle.
 Passing 15 degrees bank, pitch up airplane into a climbing turn, nose passing horizon apply
full power and continue bank to 30 degrees.
 Once bank angle is established, neutralize ailerons and maintain coordination.
 Maintain 30 degrees bank angle while attaining a speed just above stall (55-60 knots).
 At 90 degree reference point,
 Pitch attitude should be just above stall (speed 55-60 knots) and maintain this attitude.
 Reduce bank gradually (20 degrees)
 Maintain coordination
 Complete roll out to wings level upon completion of 180 degree turn.
 Airspeed should be at 55-60 knots and hold it momentarily.
 Maintain coordination
 Resume straight-and-level flight with minimum loss of altitude.
 Airspeed passing 90 knots, reduce power to cruise setting.
Common Errors:
 Abrupt entry
 Inconsistent pitch attitude maintenance.
 Loss of orientation.
Instructor Notes:
 Student need understand and show knowledge of elements related to chandelles.
 Ensure the student does NOT apply excessive pitch up attitude which could lead to a stall.
 Make sure the student did NOT lose his orientation.
 Student must display knowledge of elements related to chandelles.
 Selects a suitable outside reference point.
 Establish the entry configuration at airspeed no greater than the maximum entry speed
recommended by the manufacturer.
 Establish approximately, but do not exceed, 30 degrees of bank.
 Simultaneously apply specified power and pitch to maintain a smooth, coordinated turn with
constant bank to the 90 degree point.
 Begin a coordinated constant rate of rollout from the 90 degree point ot the 180 degree point
maintaining specified power and a constant pitch attitude that will result in a roll out within +/-
10 degrees of desired heading and airspeed within +/- 5 knots of desired speed.

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 Divides attention between airplane control and outside reference, while maintaining
coordinated flight.
 Reduce pitch attitude to resume straight and level flight at the final attitude attained, +/50
feet.
6.11 LAZY EIGHTS (COMMERCIAL PILOT MANEUVER)
Objective: With constant change in control pressure due to changing combinations of climbing
and descending turns at varying airspeeds, experience the full performance of the airplane
while flying a lazy eight pattern.
Lazy Eight Procedures

 Minimum altitude 2000 feet AGL.
 Select a prominent 90 degree reference point.
 Establish the recommended entry power and airspeed.
 Reference point abeam the wingtip, raise the nose and begin a climb.
 Nose passing horizon slowly roll in bank, and enter a coordinated climbing turn.
 Pass the 45 degree reference point with maximum nose up for maneuver. → Increase bank
to 15 degrees
 Speed is decreasing
 Pitch attitude begins decreasing
 Bank angle continues to increase
 Arrive at maximum bank angle 30 degrees at 90 degree reference point. → Pitch attitude is
momentarily level.
 Airspeed 55-60 knots.
 Pitch decreasing.
 Bank decrease to 20-25 degrees
 Speed increases and attain maneuvering speed
 Pass the 135 degrees reference point with the lowest nose attitude for the maneuver.
 Reduce bank angle through 15 degrees
 Speed continues to increase to maneuvering speed
 Bank angle continues to decrease
 At 180 degree reference point, airplane is momentarily level
 Altitude is same as entry altitude
 Airspeed is same as entry airspeed
 Begin to raise the nose
 Nose passing horizon slowly roll in bank, and enter a coordinated climbing turn.
 Pass the 45 degree reference point with maximum nose up for maneuver.
 Increase bank to 15 degrees
 Speed is decreasing
 Pitch attitude begins decreasing
 Bank angle continues to increase
 Arrive at maximum bank angle 30 degrees at 90 degree reference point.
 Pitch attitude in momentarily level.
 Airspeed 55-60 knots.
 Pitch decreasing.
 Bank decrease to 20-25 degrees
 Speed increases and attain maneuvering speed
 Pass the 135 degrees reference point with the lowest nose attitude for the maneuver.
 Reduce bank angle through 15 degrees
 Speed continues to increase to maneuvering speed
 Bank angle continues to decrease
 At180 degree reference point, airplane is momentarily level

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 Altitude is same as entry altitude.

 Airspeed is same as entry airspeed
Common Errors:
 Abrupt entry
 Inconsistent pitch attitude maintenance.
 Loss of orientation.
 Confused/overwhelmed performing the maneuver.
Instructor Notes:
 Student need understand and show knowledge of elements related to lazy eights.
 Ensure the student does NOT apply excessive pitch up attitude which could lead to a stall.
 Ensure that the student does NOT lose his orientation.
 Pitch and bank attitude should have a constant rate of change throughout the maneuver.
 Student must display knowledge of elements related to lazy eights.
 Selects a prominent outside reference point.
 Divides attention between airplane control and outside reference, while maintaining
coordinated flight.
 Achieve the following throughout the procedure:
 Constant change of pitch, bank and rate of turn
 Altitude and airspeed consistent at the 90 degree reference points, +/- 100 feet and +/- 10
knots respectively.
 Through power setting, attain starting altitude and airspeed at the completion of maneuver,
+/- 100 feet and +/- 10 knots respectively.
 Maintain coordination throughout the maneuver.
 Plan to be and remain oriented while maneuvering the airplane with positive, accurate control,
and demonstrate mastery of the airplane.

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DESCENT
General
 For the purpose of training we will consider three different descending flights:
 Cruise Descent
 Approach Descent
 Glide Descent
Prior to descending the student will perform the Descent Checklist.
6.12 Cruise Descent
 Pitch down and attain 500 FPM rate of descent
 Reduce power to maintain cruise power setting
 Check engine instruments
 Mixture as required
 LOOKOUT
Note: If performing this maneuver in gusty wind conditions, limit speed within maneuvering
speed by adjusting power.
6.13 Approach Descent
 Reduce power to 1500 RPM; hold altitude and heading and attain 70 knots.
 At 70 knots, start descent, target rate is 300-400 FPM by adjusting power.
 LOOKOUT
 Apply flaps and perform turns anytime and as necessary.
6.14 Glide Descent
 Reduce power to 1300 RPM, hold altitude and heading and attain airspeed of 65 knots
 At 65 knots, start descent and maintain glide speed
 Engine Warm / Clear each 1000 Feet of altitude loss (500 Feet for cold weather ops)
 LOOKOUT
 Apply flaps and perform turns anytime and as necessary

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6.15 Level-off from Descent
When leveling-off from a descent the following steps should be followed in the given
sequence:
 Power: Adjust to cruise power setting.

 Attitude: Initiate level off simultaneously with power and to hold desired altitude
 Trim
 Cruise Check as required.
Common Errors:
Instructor Notes:
 Student should keep the hand on throttle when descending below 500 AGL
 Student should have a good look out & orientation.
 Student should monitor engine instruments.
 Maintain desired bank angle

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S-TURNS
For the purpose of training will consider two types of S-turns:

 S-along-a-road
 S-across-a-road
These S-turns are done depending on the wind the direction; if wind is parallel to the ground
reference S-along-the-road will be performed and if the wind is perpendicular to the road S-
across-a-road will be made.
6.16 S-ACROSS-A-ROAD
Objective: Fly a series of S turns across a line ground feature, with semicircles of equal
size, accounting for wind effects, and maintaining a constant altitude and airspeed.
S-Cross-A-Road Procedures:
 Minimum altitude is 500 feet AGL
 Select a reference line feature.
 Wind direction should be perpendicular to the reference line feature
 Approach the line feature downwind
 Cross the line feature wings level
 Initial turn is to the left
 Highest ground speed
 Steepest bank angle (30 degrees)
 Moderate bank angle (20 degrees) and decreasing as airplane begins to turn upwind.
 Maintain coordination
 Level wings crossing the line feature upwind
 Slowest ground speed
 Turn in opposite direction
 Shallowest bank angle (10 degrees)
 Moderate bank angle and increasing as airplane begins to turn downwind.
 Level the wings crossing the reference line feature downwind.
 Fastest ground speed
 Exit maneuver at the same altitude and airspeed at which maneuver was started.

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6.17 S-ALONG-A-ROAD
Objective: Fly a series of S turns along a line ground feature, with semicircles of equal size,
accounting for wind effects, and maintaining a constant altitude and airspeed.
S-Along-a-Road Procedures
 Select a reference line feature.
 Wind direction should be parallel to the road.
 Fly parallel the line feature downwind (Approximately ¼ mile distance).
 Initial turn is to the left
 Steepest bank angle (30 degrees)
 Moderate bank angle (20 degrees) and decreasing as airplane begins to turn upwind.
 Level wings over and parallel the line feature upwind
 Slowest ground speed
 Turn in opposite direction
 Shallowest bank angle (10 degrees)
 Moderate bank angle and increasing as airplane begins to turn downwind.
 Level the wings parallel the reference line feature downwind.
 Fastest ground speed
 Exit maneuver at the same altitude and airspeed at which maneuver was started.
Common Errors:
 Wrong/having difficulty preparing for the maneuver.
Instructor Notes:
 Student needs to understand and show knowledge of elements related to S turns.
 Student should be able to have a scan and divide attention between flight instruments and
outside references.
 Maintain desired speed +/- 10 kts (PPL), +/- 5 kts (CPL)
 Maintain desired altitude +/- 100 feet (PPL), +/-50 feet (CPL)
 Maintain desired bank angle +/- 5 degrees (PPL and CPL)
 Determine wind direction and speed.
 Apply adequate wind-drift correction to track a constant radius half circle on each side of
the selected reference line.
 Divide attention between airplane control and ground track; maintain coordinated flight.
 Reverse course, as directed, and exit at point of entry at the same altitude and airspeed at
which the maneuver was started.

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6.18 TURNS AROUND A POINT
Objective: Fly two or more complete circles of uniform radii or distance from a ground reference
point by varying the bank angle to account for wind effects, while maintaining constant altitude
and airspeed.
Turns around a point Procedure:

 Select a reference point (ideally baout ¼ mile distance from the plane).
 Approach reference point downwind.
 Initial turn is to the left
 Steepest bank angle
 Maintain distance from reference point.
 Gradually decrease bank angle as airplane begins to turn upwind.
 Maintain distance from reference point
 Shallowest bank angle
 Gradually increase bank angle as airplane begins to turn downwind.
 Fly at least two turns, and exit at point of entry at the same altitude and airspeed at which
the maneuver was started.
Common Errors:
 Having difficulty assessing correct distance from the reference point.
 Having difficulty planning for the maneuver.
Instructor Notes:
 Student need to understand and show knowledge of elements related to turn around a point.
outside references.
 Maintain desired airspeed +/- 10 kts (PPL), +/- 5 kts (CPL)
 Maintain desired altitude +/- 100 feet (PPL), +/- 50 feet (CPL)
 Apply adequate wind-drift correction to track a constant radius half circle on each side of the
selected reference line.
 Complete two turns, exit at point of entry at the same altitude and airspeed at which the
maneuver was started, and reverse course as directed.

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6.19 EIGHT ON PYLONS
Objective: Fly a figure 8 pattern while maintaining the wing tip in the line with the reference point
by varying altitude, bank angle, and airspeed.
Eight on pylon Procedures:

 Obtain wind speed and direction
 Calculate the pivotal altitude for entry downwind (90 knots). (G.S. in knots squared/11.3 =
P.A.)
 Select 2 pylons approximately ½ mile apart, perpendicular to the wind.
 Enter maneuver by approaching the midpoint of the pylons diagonally, with the wind from the
side and behind (so ground speed will be high)
 Just pass the right pylon, roll into a right turn (30-40 degrees bank at the steepest point) to
position the wing tip on the pylon.
 Prevent apparent up-down movement of the pylon using aileron.
 Prevent apparent fore-aft movement of the pylon using elevator.
 Crosswind, ground speed decreases
 If pylon moves forward of your line-of-sight along the wing tip, apply forward pressure to
descend.
 Maintain coordination; do not use rudder pressure to hold pylon.
 Upwind, slowest groundspeed
 Shallowest bank
 Lowest pivotal altitude
 Downwind, fastest ground speed
 Steepest bank
 Highest pivotal altitude
 Cross midpoint of pylons wings level
 Just pass the left pylon, roll into a left turn to position wing tip on the pylon
 Prevent apparent up-down movement of the pylon using aileron.
 Prevent apparent fore-aft movement of the pylon using elevator.
 Upwind, slowest ground speed
 Shallowest bank
 Furthest distance from the pylon
 Lowest pivotal altitude
 Downwind, fastest ground speed
 Steepest bank
 Closest distance to pylon
 Highest pivotal altitude
 Cross midpoint of pylons wings level
 Exit at point of entry at the same altitude and airspeed at which the maneuver was started.
Common Errors:
 Having difficulty planning for the maneuver
 Confused on what control input to apply to keep the wing tip aligned with the pylon.
Instructor Notes:
 Student need to understand and show knowledge of elements related to eights on pylons.

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outside references.
 Determine the approximate pivotal altitude.
 Select suitable pylons.
 Attain proper configuration and airspeed prior to entry.
 Apply necessary corrections so that the line of sight reference line remains on the pylon with
minimum longitudinal movement.
 Exhibit proper orientation, division of attention and planning.
 Apply the necessary wind effect correction track properly between pylons.
 Hold pylons using appropriate pivotal altitude, avoiding slips and skids.
6.20 NORMAL TRAFFIC PATTERN - APPROACH AND LANDING
Upwind to Crosswind Procedure:

 Maintain RWY direction.
 On turning altitude/ point, turn crosswind, bank 15 degrees, and maintain 80 knots.
Reaching desired altitude, level off, airspeed 90 knots, reference power: 2000-2100 RPM
 Established crosswind. LOOKOUT and turn downwind when runway is at approximately 4
o’clock.
Downwind Procedure:
 Established downwind check Hdg – Alt (QNH) – downwind reference – Spacing with a/c
front. Target speed: 90 knots,
 Approach Flow Checks – perform (as specified in previous Para) Downwind Call: as required
(mid-downwind)
 Abeam touchdown point: Start time: 40 seconds Flaps 10° set
 Airspeed 80 knots, Reference power: 1900 RPM
 Trim
 Maintain altitude, airspeed and track.
 At 10 seconds before turn, Flaps 20 degrees, airspeed 70 knots.
 40 seconds, initiate turn to base, bank 20 degrees, maintain altitude and airspeed.
Base Procedure:
• Establish base, Report position: Call “Base”
• On mid-base, reduce power to 1500 RPM, start descent, maintain airspeed 70 knots, trim the
airplane. Scan the runway and speed.
 Final approach: Check Clear before turning.
 Runway is approximately at 2 o’clock position, turn final approach. Scan runway and
airspeed while turning.
 Asses if approach high or low while turning and correct accordingly.
 Final Approach Procedure: Maintain centerline alignment Establish correct pitch
 Check airspeed 65-70 knots. Asses approach profile Flaps 30° as required
Common Errors:
 Improper application of landing performance data & limitations.
 Failure to establish the approach and landing configuration at the appropriate time or in the
proper sequence.
 Inappropriate removal of hand from throttle.
 Rounding out too late resulting in, if not corrected, a hard landing followed by a bounce and a
stall in another hard landing.
 Rounding out and “ballooning” down the runway, usually caused by misjudging the rate of

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descent and over controlling.

 Rounding out and “floating” down the runway, usually caused by excessive airspeed on
final approach and/or for holding off for too long for a smooth landing.
 Touchdown followed by a bounce as a result of an excessive rate of descent on final or
delayed/over reaction.
 Improper use of brakes.
Note to instructors:
 Ensure students sets the same seat adjustment (height) all the times.
 Standard ‘clock code’ references are used for all turns in the circuits. Ground references
are necessary supplements but not essentials.
 The student understands proper use of landing performance data & limitations.
 Make sure the student establishes a stabilized approach.
 Make sure the student understands the proper flare-out height to avoid the risks
associated with high and low flare height.
 Student should be knowledgeable about the elements related to normal circuit, approach and
landing procedures.
 Establish the recommended approach / landing configuration & airspeed. Adjust pitch attitude
and power as required.
 Maintain a stabilized approach and recommended airspeed, or in its absence, not more than
1.3 Vso, +/- 5 kts, with wind gust factor applied.
 Make smooth, timely, and correct control application during the round out and touchdown.
 Touches down smoothly at approximately stalling speed.
 Touches down at or within 200 feet for CPL/400 feet for PPL beyond a specified point,
with no drift, and with the airplane’s longitudinal axis aligned and over the runway center
/ landing path.
 Complete appropriate check list when airplane under control.

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6.21 FLAPLESS LANDING
Objective: Make a normal approach without flaps and transition the airplane from the air to the
ground, landing into a headwind.
Upwind to Crosswind:
 as per normal circuit procedures
Downwind Procedure:
 Established downwind check Hdg – Alt (QNH) – downwind reference - Spacing with a/c in
front.
 Target Speed: 90 knots,
 Approach Flow Checks – perform (as specified in previous Para)
 Downwind Call: as required (mid-downwind)
 Abeam touchdown point:
 Start time: 1 minute
 Airspeed 80 knots, Reference power: 1900 RPM
 Trim
 Maintain altitude, airspeed and track.
 At 10 seconds before turn reduce airspeed 70 knots.
 1 minute initiate turn to base, bank 20 degrees, maintain altitude and airspeed.
Base Procedure:
 Establish base, Report position: Call “Base”
 On midbase, reduce power to 1500 RPM, start descent, maintain airspeed 70 knots, trim the
airplane.
 Scan the runway and airspeed.
 Asses if approach high or low while turning and correct accordingly.
Final Approach Procedure:

 Maintain centerline alignment
 Establish correct pitch
 Check airspeed 65-70 knots.
 Asses approach profile
 The approach will appear to be ‘shallower’ than normal.
Note:
 After a Flapless Landing the roll-out, speed is close to Vr. If possible, slow down well below
that speed and continue as planned with normal procedure. If go-round necessary, flaps UP
take-off should be safely achieved.
 Be cautious, in an effort for a smooth touch down the airplane will float longer after flameout
compared to a normal landing.
 Due to the increased stalling speed; (without flaps), the available time to flare will be less, just
like the pitch attitude during touchdown.
 Due to the increased stalling speed, be more aware about gusty winds and wind shear.

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6.22 SHORT FIELD LANDING
Objective: Fly over an obstacle at the approach end of the runway, touchdown and stop in the
shortest possible distance, at the minimum speed.

Downwind Procedure:
Base Procedure:

 Maintain centerline alignment Establish correct pitch
 Apply Flaps 30 degrees Airspeed 60 knots
 Asses approach profile
 Touchdown on, or within 200 feet beyond, desired touchdown point.
After Touchdown:
 Flaps up, apply back pressure on the control column, apply maximum braking without locking
the brakes.
6.23 Soft Field Landing
Objective: Land as slowly as possible, and hold the nose wheel clear of the surface as long as
possible.
Downwind Procedure:
 as per normal circuit procedure
Base Procedure:
 as per normal circuit procedure
Final Procedure:
 as per Normal Circuit Procedure
Except:
 Leave ¼ inch above idle to arrest ROD before touchdown Hold nose wheel off for as long as
possible, avoid braking. Apply maximum aerodynamic braking.
Note: Keep far end of runway in sight (helps preventing tail strike)
 Beware that a too “nose high attitude” may lead to a tail strike.
 Tail strikes MUST be reported to the maintenance since it can compromise the safety of the
next flight.

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6.24 Precision Approach (180° accuracy approach)
Objective: Develop judgment in estimating distances and glide ratios, flying the airplane
without power from a higher altitude and through two 90 degree turns to execute a safe
approach.
180 Degree accuracy approach Procedure:

 Maintain RWY direction.
 On turning altitude/point, make a climbing right turn to downwind, bank 15 degrees, and
maintain 80 knots.
 Reaching desired altitude, level off, airspeed 90 knots, reference power: 2000-2100 RPM.
 Established downwind, LOOKOUT.
Downwind procedure:
 Established downwind check Hdg – Alt (QNH) – downwind reference – Spacing with a/c
in front.
 Target Speed: 90 knots,
 Approach Flow Checks – perform (as specified in previous Para)
Downwind Call:
 as required (mid-downwind)
Abeam touchdown point:

 Power to idle; hold altitude and present track attain 65-70 knots.
 Flaps 10 degrees
 Trim
 Airspeed 65-70 knots, start glide
 Asses height and distance from runway when to turn base
Base Procedure:
 Establish base, flaps 20 degrees, airspeed 65 knots.
 Continue glide and asses’ height and distance from runway when to turn final.
 Scan the runway and airspeed.

 Maintain centerline alignment
 Establish correct pitch
 Check airspeed 60-65 knots.
 Asses approach profile, if high apply flaps 30 degrees to correct, if low attain speed.
 60 knots and asses, at 200 feet AGL cannot make it to the runway, perform a go around.

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6.25 Crosswind Approach and Landing
A crosswind approach/landing involves techniques required when the wind is blowing across
rather than parallel to the runway.
Crosswind Approach and Landing Procedures:

 Utilize the same procedures used for a normal approach.
 On final, lower the wing ‘into wind’, as necessary, to control lateral drift over the extended
runway centerline.
 Use opposite rudder to align the longitudinal axis of the airplane with the extended runway
centerline.
 Maintain and apply the controls as necessary to track the extended centerline.
 As the airspeed drops during the round out and flare, control deflections must be adjusted as
necessary to obtain the desired effect.
 After touchdown, slowly increase aileron deflection into the crosswind to assist directional
control.
Common Errors:
 Beside the common errors for normal approach & landing, some other errors are:
 Touchdown with the aircraft drifting sideways as a result of not applying enough “wing low” into
the crosswind.
 Touchdown in a crab as a result of allowing a wing to rise on round out or in the flare.
 Poor directional control after touchdown because of, allowing a wing to rise after touchdown,
allowing touchdown while in a crab, over controlling with rudder.
 Make sure the student considers the wind condition, landing surface, obstructions, and select
a suitable touchdown point.
 Make sure the student maintain crosswind correction and directional control throughout the
approach and landing sequence.
 Beside the standards for normal approach & landing, the student should be able to:
 Consider the wind conditions, landing surface, obstructions, and select a suitable touchdown
point.
 Maintain crosswind correction and directional control throughout the approach and landing
sequence.

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6.26 Go-Around Procedures
Objective: Discontinue the landing approach in order to make another approach under more
favorable conditions.
Go-Around Procedures:
 Apply MAX POWER
 Hold airplane nose to maintain level flight.
 Maintain runway centerline alignment
 Check airspeed more than 60 knots:
 if at flaps 30 degrees setting, retract flaps to 20 degrees
 If at 20 degree setting pitch up +5 degree on the AI, positive climb, retract flaps to 10
degree.
 200 feet gain in altitude, retract flaps to 0 degrees.
 Climb to traffic pattern altitude before commencing turn for another approach and landing.
Common Errors:
 Failure to recognize a situation where a go-around / rejected landing is necessary.
 Failure to recognize hazards of delayed decision to go-around / rejected landing.
 Improper power application.
 Failure to control the pitch attitude.
 Failure to compensate for torque effect.
 Improper Trim procedure.
 Failure to maintain recommended airspeeds.
 Improper Flaps and/or Gear retraction; wear applicable.
 Failure to maintain proper track during climb out.
 Failure to remain well clear of obstructions and other traffic.
 Make sure student has the knowledge of elements related to a go-around/rejected landing
procedure.
 Student can recognize and make decision to go-around.
 Student can control pitch and climb positively.
 Student uses proper trim and retracts flaps in a timely manner.
 Student must display knowledge of elements related to a go-around / rejected landing
procedures.
 Make a timely decision to discontinue the approach to landing.
 Apply take-off power immediately and transitions to climb pitch attitude for Vʏ, and maintains
Vʏ +10/-5 kts.
 Retract flaps as appropriate.
 Maneuver to the side of runway / landing area to clear and avoid conflicting traffic.
 Maintain take-off power and Vʏ +/- 5 kts to a safe maneuvering altitude.
 Maintain directional control and proper wind-drift correction throughout the climb.
 Complete the appropriate checklist.

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6.27 STEEP SPIRALS (COMMERCIAL PILOT MANEUVER)
Objective: Demonstrate a constant gliding turn, executing a series of three 360 degrees
turns while maintaining a ground reference point by varying the bank angle to account for
wind effects, and maintaining a constant airspeed.
Steep Spiral Procedures

 P.O.C.S.
 Minimum altitude is 25000 feet AGL
 Reduce power to 1300 RPM, and attain 65 knots
 From straight and level flight in the wind, coordinate aileron and rudder to roll into a shallow
turn around the selected spot on the ground
 Gradually increase bank angle as airplane begins to turn downwind
 Maintain distance form reference point
 Maintain uniform radius around reference point
 Ground speed decreasing
 Bank angle should decrease
 Raise pitch altitude to maintain airspeed
 Maintain distance from reference point
 Shallowest bank angle
 Roll out toward a definite object and on a specific heading
 Maintain coordination for a constant airspeed as the straight glide is resumed
Note:
Warm/Clear engine every 1000’ (or 500’ for cold weather ops)
Recovery must be done on the downwind at or above 1000’ AGL by resuming slow cruise; or
continue for practice forced landing to 500 AGL. Perform at least 3x360 degrees turns with
constant radius.
Completion Standards
 Student must display knowledge of elements related to spiral dive
 Select an altitude sufficient to continue through a series of at least three 360 degrees turns
 Select a suitable ground reference point
 Divides attention between airplane control and ground track, while maintaining
coordinated flight
 Maintain specified airspeed +/- kts, roll out towards the reference or specified heading+/-
10 degrees

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6.28 Level-off from Descent
When leveling-off from a descent the following steps should be followed in the given sequence:
 Power: Adjust to cruise power setting.

 Attitude: Initiate level off simultaneously with power and to hold desired altitude
 Trim
 Cruise Check as required
Common Errors:
Instructor Notes:
 Student should keep the hand on throttle when descending below 500 AGL
 Student should have a good look out & orientation.
 Student should monitor engine instruments.
 Maintain desired bank angle

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6.29 TURNS AROUND A POINT
Objective: Fly two or more complete circles of uniform radii or distance from a ground reference
point by varying the bank angle to account for wind effects, while maintaining constant altitude
and airspeed.
Turns around a point Procedure:

 Select a reference point (ideally about ¼ mile distance from the plane).
 Approach reference point downwind.
 Initial turn is to the left
 Steepest bank angle
 Gradually decrease bank angle as airplane begins to turn upwind.
 Shallowest bank angle
 Gradually increase bank angle as airplane begins to turn downwind.
 Fly at least two turns, and exit at point of entry at the same altitude and airspeed at which
the maneuver was started.
Common Errors:
 Having difficulty assessing correct distance from the reference point.
 Having difficulty planning for the maneuver.
Instructor Notes:
 Student need to understand and show knowledge of elements related to turn around a
point.
outside references.
 Maintain desired airspeed +/- 10 kts (PPL), +/- 5 kts (CPL)
 Maintain desired altitude +/- 100 feet (PPL), +/- 50 feet (CPL)
 Apply adequate wind-drift correction to track a constant radius half circle on each side of
the selected reference line.
 Complete two turns, exit at point of entry at the same altitude and airspeed at which the
maneuver was started, and reverse course as directed.

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6.30 APPROACH CREW BRIEFING
Approach crew briefing will be done after obtaining airport/landing information and prior to descent
checklist.
APPROACH CREW BRIEFING
This will be a VFR/IFR approach on runway, wind is altimeter setting fuel remaining. Cockpit
silence shall be maintained during the approach except for speed call outs and approach high or
low. At 200 ft AGL if a safe landing is in question. I shall commence a go around/missed approach
rejoin the pattern and make another approach for landing. Unless you anything further to add this
approach briefing is complete.
6.31 TRAFFIC PATTERN- APPROACH AND LANDINGS
General
Turn onto Crosswind:

Not below 600’ MSL or end of runway, whichever is later.
 Downwind airspeed: 90 kts
 Cross-Check Track: With visual references.
 RT call : After establishing on downwind
 Adjust speed/heading as necessary for wind / turbulence conditions. Designate AIM point as
early as possible.
 All approaches should be established to allow a landing at the touch down zone, unless
specified otherwise by the instructor.
Important Definitions:
 Short Approach Glide approach from downwind to the runway.
 Extend downwind Continue downwind until advised by ATC to turn Base
 Extend Upwind Maintain runway track until advised by ATC to turn Crosswind
 Make an orbit Perform a level 360° turn away from the runway. May be requested
anywhere/any time in the pattern for traffic separation/spacing.
Approach Flow Checks (to be done on the downwind prior to the mid-field radio call)
 Fuel Selector BOTH/as required

 Brakes selector OFF, pedal pressure checked
 Magnetos BOTH
 EngINE Instruments Check
 Lookout Complete
 Landing Light As required
 Altimeter Height & QNH
 Alerts Check
 Flight Controls Clear
 Harnesses Secured

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6.32 AFTER LANDING
 Runway: vacate when aircraft under control

 Aircraft: stop ‘past’ the hold-short markings
 After Landing Checklist: complete
 Call ATC/ Ground for taxi to parking
SHUT DOWN
Before coming to a complete stop make sure the nose wheel is aligned.
The SHUT DOWN CHECKLIST will be done in the parking area by the student. Report any aircraft
discrepancy in the aircraft logbook.
Before leaving the aircraft re-check the following item:

 Chocks in position
 Pilot tube cover placed
 Cockpit (Checklists/documents/control lock/seat belts in place)
 Aircraft keys
 Doors locked
 Exterior inspection complete

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CHAPTER 6 – TRAINING GUIDE – FLIGHT

TRAINING MANUAL MANEUVERS

CHAPTER 6 – TRAINING GUIDE-FLIGHT MANEUVERS

6.1 Pre Flight Actions

FOR TRAINING PURPOSE ONLY

6.31. Traffic Pattern Approach and Landing

FOR TRAINING PURPOSE ONLY

6.1 PRE FLIGHT ACTIONS

6.1.1 Pre-Flight briefing

6.1.2 Pre-Flight Preparation

6.1.3 Pre- flight Inspection (360 degrees walk around Inspection)

6.1.4 Solo Flight Release

FOR TRAINING PURPOSE ONLY

 Original Certificate of Airworthiness

6.1.5 Required Documents on –Board

6.1.6 Use Of Checklist

6.1.7 Before Engine Start

6.1.8 Take- off Briefing

Note: Give a brief description of expected of expected headings and altitudes to be

6.1.9 BEFORE START CHECKLIST

6.1.10 ENGINE START

6.1.11 BEFORE TAXI

FOR TRAINING PURPOSE ONLY

Apply wind corrections; by control application, as necessary.

6.1.12 TAXI PROCEDURE:

Objective: Safely maneuver the airplane on the ground.

FOR TRAINING PURPOSE ONLY

6.1.13 BEFORE TAKE-OFF

6.1.13.1 Run-up Checks

The students will perform the “BEFORE TAKE-OFF CHECKLIST”.

6.1.13.2 Flight Control Checks

6.1.13.3 Before Take-off Checklist

The “BEFORE TAKE-OFF CHECKLIST” will be done at the “holding bay/area”

Refer to Before Take-off Checklist for detailed Procedure.

Students to make RT call requesting takeoff clearance.

6.2 TAKE-OFF PROCEDURES

6.2.1 Normal Take-off and Climb

FOR TRAINING PURPOSE ONLY

 DG and Compass- Crosscheck with runway direction.

Checklist Common Errors:

FOR TRAINING PURPOSE ONLY

6.2.2 Short Field Take-Off and Climb

FOR TRAINING PURPOSE ONLY

6.2.3 Soft Field Take- off and Climb

6.2.4 Crosswind Take-off and Climb

FOR TRAINING PURPOSE ONLY

 Line up completed and cleared for take-off PF calls out “take-off”.

FOR TRAINING PURPOSE ONLY

6.2.5 HIGH ALTITUDE MANEUVERS

PRE- MANEUVERS CHECKS (P.O.C.S.)

The P.O.C.S checks should be done as follow:

P- Preparing for maneuver (State the name of the maneuver).

Flow from left to right:

V Cruise Climb Procedures:

FOR TRAINING PURPOSE ONLY

6.3 CLIMBING TURNS PROCEDURES

Climbing Turn Procedures:

6.4 LEVEL OFF FROM A CLIMB (Attitude-Power-Trim)

Initiate level off with appropriate lead according to your ROC.