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Rainier C172S SKYHAWK G1000 Manual

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C172S SKYHAWK G1000
STANDARDIZATION MANUAL
v4.0
Rainier Flight Service
Air Agency Certificate No. 1B8S346L

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  • Page 1 C172S SKYHAWK G1000 STANDARDIZATION MANUAL v4.0 Rainier Flight Service Air Agency Certificate No. 1B8S346L...

  • Page 2: Table Of Contents

    CHECKLIST POLICY ......................6 BRIEFINGS ........................7 Departure Briefing (TPC) ......................7 Passenger Briefing ........................7 Takeoff Briefing ........................8 Approach Briefing (TPC) ......................8 NORMAL PROCEDURES ....................9 BEFORE START ......................... 9 ENGINE START ........................11 AFTER START .......................... 13 BEFORE TAKEOFF ........................
  • Page 3 MANEUVER: Maneuvering In Slow Flight .................. 53 MANEUVER: Demonstration of Flight Characteristics at Various Configurations and Airspeeds (CFI Applicants Only) ........................55 MANEUVER: Power-Off Stalls – Full or Imminent ..............57 MANEUVER: Power-On Stalls - Full or Imminent ..............59 MANEUVER: Crossed-Control Stalls –...
  • Page 4 MANEUVER: Steep Turns ...................... 101 MANEUVER: Recovery from Unusual Flight Attitudes ............. 103 MANEUVER: Air Traffic Control Clearances, Procedures, and Compliance ......104 MANEUVER: VOR Navigation ....................105 MANEUVER: GPS Navigation ....................106 MANEUVER: DME Arcs ......................107 MANEUVER: Holding ......................108 MANEUVER: Non-Precision Approach ...................
  • Page 5 EMERGENCY PROCEDURE: Landing with a Flat Main Tire ............139 EMERGENCY PROCEDURE: Landing with a Flat Nose Tire ............140 EMERGENCY PROCEDURE: Over Voltage ................141 EMERGENCY PROCEDURE: Under Voltage ................143 EMERGENCY PROCEDURE: Low Voltage ................144 EMERGENCY PROCEDURE: Air Data System Failure .............. 146 EMERGENCY PROCEDURE: AHARS System Failure ...............

  • Page 6: Checklist Policy

    This emphasis will help ensure safe and efficient operations at Rainier Flight Service and prepare for a professional career.

  • Page 7: Briefings

    BRIEFINGS Departure Briefing (TPC) A portion of the preflight briefing should include a discussion about the intended flight. The briefing should be interactive, concise, and focused on the big picture. Pilots jointly identify relevant threats and mitigating strategies, followed by the student presenting the departure plan and any other considerations. T –...

  • Page 8: Takeoff Briefing

    Takeoff Briefing Prior to takeoff a Takeoff Briefing shall be conducted to confirm critical items are completed including: • Aircraft Configuration • Departure Route / GPS Programming • Takeoff Emergency Review Items specifically discussed during the Preflight / Departure TPC Briefing may be abbreviated ‘As Briefed’ provided conditions have not changed per original plan.

  • Page 9: Normal Procedures

    NORMAL PROCEDURES BEFORE START 12-16 Briefings & Seat/Belts 1. Departure Briefing – Perform • If not completed during Preflight Briefing, conduct now to cover all TPC elements. 2. Preflight Inspection – Perform • This can be completed using checklist or by memory. Either way, checklist must be referenced to ensure all items are checked.
  • Page 10 7. MIXTURE – Idle Cutoff • Verify Mixture control in cutoff position (full out). 8. THROTTLE – Open ¼ Inch • Push Throttle ¼ inch from full out. 9. Circuit Breakers – In • Verify all circuit breakers in. If a breaker is out and not collared, reference open discrepancies and inquire with maintenance as to equipment status.

  • Page 11: Engine Start

    ENGINE START 1. MASTER – ON • Turn On both BAT and ALT switches. 2. BEACON – On • This is an indication to people around the aircraft that engine start is imminent. 3. Prime – As Req’d • There are different techniques for starting the engine. Use appropriate techniques noted below for conditions to minimize wear and tear on equipment.
  • Page 12 • MIXTURE – Idle cutoff • Fuel PUMP – OFF Flooded Start – If the engine is over-primed, additional air must be introduced to regain the proper fuel/air ratio. It may take several propellers turns to equalize to combustible ratio and start. •...

  • Page 13: After Start

    AFTER START 1. AVIONICS – ON • Turn on Avionics Switch (Bus 1 and Bus 2) to supply power to avionics equipment. 2. LIGHTS – As Req’d • Turn On Nav lights, Strobe Lights and Taxi/Landing lights as appropriate for conditions. •...
  • Page 14 7. Transponder – Set / ALT • Most aircraft default to 1200 and ALT when power applied. Verify or set as appropriate.

  • Page 15: Before Takeoff

    BEFORE TAKEOFF 11-16 Flight Engine Runup Controls & Checks Note: Complete Before Takeoff checklist once you are fully stopped in the appropriate run-up area. Do not complete while aircraft is moving. 1. Flight Controls – Free & Correct • Ensure full range of movement of each primary flight control, not hitting pilot legs or equipment. 2.
  • Page 16 • Activate Heading mode and turn heading bug left/right to verify yoke rolls left/right and that it can be overpowered with manual pressure. • Depress A/P TRIM DISC button and verify servos disengaged and aural alert is heard. • Turn off the Flight Director 7.
  • Page 17 • Adjust throttle control friction lock as necessary, the grooved circle around throttle can be twisted to adjust resistance. 16. MIXTURE – Lean • Lean mixture to ‘rich of dead’ to prevent fouled plugs while taxiing to runway for takeoff. 17.

  • Page 18: Takeoff

    TAKEOFF 1. FLAPS - UP - 10° • Set flaps as appropriate for desired takeoff maneuver. 2. MIXTURE - Rich • Ensure mixture is set to Rich for takeoff under normal conditions 3. LIGHTS – As Req’d • Turn on lights as appropriate for conditions, recommend utilizing all lights to be most visible to other aircraft.

  • Page 19: After Takeoff

    AFTER TAKEOFF 1. FLAPS – UP • If flaps extended, retract once clear of obstacles and are in a stable climb with airspeed greater than 60 KIAS. 2. Engine Instruments – Check • Verify engine instruments indicate normal.

  • Page 20: Cruise

    CRUISE 1. Power - Set • Set RPM per planned performance. Ensure within green arc and no more than 75% power recommended. 2. MIXTURE – Set • Slowly lean mixture until engine RPMs drop slightly, enrichen mixture 3 turns. Confirm engine is running smoothly and note fuel flow per planned performance.

  • Page 21: Descent

    DESCENT Approach Brifing 1. ATIS / AWOS – Obtain • Ensure all local weather and airport information are obtained for arrival. 2. Altimeters – Set • Set PFD and standby altimeters to destination pressure. 3. Nav – Set • Program flight plan for desired procedure at destination. •...

  • Page 22: Before Landing

    BEFORE LANDING Seats/Belts 1. Seats / Belts - Secure • Verify seats are locked, seat backs in full upright positions and seat belts secure for all occupants. 2. FUEL SELECTOR – BOTH • Verify fuel selector is still in Both position. 3.

  • Page 23: After Landing

    AFTER LANDING NOTE: Complete After Landing checklist once clear of the runway and aircraft is fully stopped. Do not complete while on the runway or taxiing. 1. FLAPS – UP • Once clear of the runway, retract flaps for better ground visibility. 2.

  • Page 24: Parking & Securing

    PARKING & SECURING 1. AVIONICS – OFF • Turn BUS 1 and BUS 2 Off to protect equipment from electrical surges when shutting down engine. 2. MIXTURE – Idle Cutoff • Pull mixture full out to shutdown engine by cutting off fuel. 3.
  • Page 25 • If parked on a slope, position fuel selector to Left or Right to prevent fuel migration between tanks. • Complete post flight walk-around confirming all windows and doors are secure, fuel caps are on and other items noted above have been completed. •...

  • Page 26: Vfr Flight Maneuvers

    VFR FLIGHT MANEUVERS These maneuvers reference tasks outlined in Airmen Certifications Standards (ACS) for training and evaluation. Procedures are specific to the Cessna 172S G1000 for standardization at Rainier Flight. Each maneuver includes: • Objective – Purpose of maneuver •...

  • Page 27: Maneuver: Airport Traffic Pattern

    MANEUVER: Airport Traffic Pattern Objective To develop the pilot’s knowledge of the rules and procedures involved with airport traffic patterns. Description A traffic pattern has rules and procedures designed to assure that air traffic flows into and out of an airport in an orderly manner.
  • Page 28 Set-up • Enter the pattern following recommended arrival procedures for airport, if published. • Determine the Traffic Pattern Altitude (TPA). • Determine the wind direction, runway, traffic pattern direction, and any existing traffic using any or all of the following: o ATIS, AWOS, ASOS, windsock, etc.
  • Page 29 o Downwind - 90 KIAS o Downwind Past Aiming Point – 80-85 KIAS (below 110 KIAS, flaps 10°) o Base – 70-75 KIAS (Below 85 KIAS, flaps 20°) o Final - 65 KIAS (Below 85 KIAS, flaps full) NOTE: Changing conditions require adjustments of speed and flap settings, i.e. wind gust factors, ATC. NOTE: If landing with zero flaps, final approach speed should be increased to 70 KIAS.

  • Page 30: Maneuver: Normal/Crosswind Takeoff And Climb

    MANEUVER: Normal/Crosswind Takeoff and Climb Objective To develop the pilot’s proficiency on normal and crosswind takeoffs, and climbs. Description The takeoff and climb involve the movement of the airplane from its starting position on the runway to the point where a positive climb to a safe maneuvering altitude has been established. Teaching Considerations •...
  • Page 31 Set-up • Set the wing flap setting to 0°. • Adjust the mixture to full rich • Review takeoff performance capabilities and consider obstructions and conditions. • Verify the final approach and takeoff path are clear of other aircraft. • Align the airplane on the runway centerline.
  • Page 32 Execution • Advance the throttle smoothly to maximum power and ensure making max RPM. • Check engine instruments and annunciators. • Adjust aileron deflection into the wind during acceleration. • Confirm ‘airspeed is alive’ and increasing. • Smoothly rotate at Vr (55 KIAS), or as appropriate for environmental conditions. •...

  • Page 33: Maneuver: Normal/Crosswind Approach And Landing

    MANEUVER: Normal/Crosswind Approach and Landing Objective To develop the pilot’s proficiency on normal and crosswind approaches and landings. Description The landing involves the transition from the airport traffic pattern to the end of the landing roll. Teaching Considerations • Planning and orientation. •...
  • Page 34 Set-up • Establish the recommended approach and landing configuration and airspeed (see Airport Traffic Pattern). o Flaps Full: 65 KIAS o Flaps Up: 70 KIAS • Select a touchdown point using the following prioritized criteria. o Abeam visual glideslope indicator (PAPI, VASI). o Aiming point marking (1,000-foot marker).
  • Page 35 o F – Flight path correct (on centerline) o L – Landing configuration correct o A – Airspeed (+5/-0) o P – Power setting appropriate for aircraft configuration o S – Sink rate is not abnormal (on glidepath) • Heels on the floor to prevent accidental brake usage upon landing. NOTE: Changing conditions require adjustments of speed and flap settings, i.e.

  • Page 36: Maneuver: Soft-Field Takeoff And Climb

    MANEUVER: Soft-Field Takeoff and Climb Objective To develop the pilot’s ability to obtain maximum performance from the airplane while performing a soft field takeoff. Description Takeoffs and climbs from soft fields require operational techniques for getting the airplane airborne as quickly as possible to eliminate drag caused by tall grass, soft turf, mud, snow, etc.
  • Page 37 • Roll onto the runway with full aft elevator, and position the airplane on the takeoff path using minimal braking without coming to a complete stop. • Verify that the heading indicator is aligned with the runway heading. • Confirm that the runway heading corresponds with the intended runway of use. •...

  • Page 38: Maneuver: Soft-Field Approach And Landing

    MANEUVER: Soft-Field Approach and Landing Objective To develop the pilot’s ability to obtain maximum performance from the airplane while performing a soft field landing. Description Approach and landings to soft fields require the pilot to control the airplane in a manner that the wings support the weight of the airplane as long as practical.
  • Page 39 Set-up • Establish the recommended approach and landing configuration and airspeed (see Airport Traffic Pattern). • Select a touchdown point using the following prioritized criteria. o Abeam visual glideslope indicator (PAPI, VASI). o Aiming point marking (1,000-foot marker). o At least 200 feet beyond threshold, within first 1/3 of the runway. •...
  • Page 40 • Touchdown on main gear first softly with no drift and with the airplane’s longitudinal axis aligned with the runway/ landing path. • Maintain centerline using proper crosswind technique. • After touchdown continue holding sufficient back elevator pressure to keep the nose wheel off the surface by holding the cowling just below the end of the runway.

  • Page 41: Maneuver: Short-Field Takeoff And Climb

    MANEUVER: Short-Field Takeoff and Climb Objective To develop the pilot’s ability to obtain maximum performance from the airplane while performing a short field takeoff and clearing all obstacles in the departure path safely. Description Takeoffs and climbs from fields where the takeoff area is short or restricted by obstructions require that the airplane be flown at the limit of its takeoff performance capabilities.
  • Page 42 • Verify that the heading indicator is aligned with the runway heading. • Confirm that the runway heading corresponds with the intended runway of use. • Apply aileron deflection properly for crosswind conditions. Execution • Apply full brakes and advance the throttle smoothly to maximum power. •...

  • Page 43: Maneuver: Short-Field Approach And Landing

    MANEUVER: Short-Field Approach and Landing Objective To develop the pilot’s ability to obtain maximum performance from the airplane while performing a short field landing and clearing all obstacles in the approach path. Description Approaches and landings to fields where the landing area is short or restricted by obstructions require that the airplane be flown at the limit of its landing performance capabilities.
  • Page 44 Set-up • Establish the recommended approach and landing configuration and airspeed (see Airport Traffic Pattern). • Select a touchdown point using the following prioritized criteria.  Abeam visual glideslope indicator (PAPI, VASI).  Aiming point marking (1,000-foot marker).  At least 200 feet beyond threshold, within first 1/3 of the runway. •...
  • Page 45 • Establish POH recommended airspeed of 61KIAS with flaps full, or as appropriate for aircraft weight and environmental conditions, to minimize excess energy on landing rollout. • Simulate coming in over a 50ft obstacle ahead of the runway threshold. • Adjust power after clearing simulated obstacles to manage energy for desired touchdown point.

  • Page 46: Maneuver: 180° Power-Off Accuracy Approach And Landing

    MANEUVER: 180° Power-Off Accuracy Approach and Landing Objective To instill in the pilot the judgment in estimating distances and glide ratios, and the procedures necessary for accurately flying the airplane without power to a safe landing. Description The 180° power-off approach is executed by gliding with the power off from a given point on a downwind leg to a preselected landing spot.
  • Page 47 Set-up • The airplane must be on the downwind leg parallel to the landing runway, and no greater than 1,000 feet AGL. • The airplane should be flown onto a downwind leg at the same distance from the landing surface as in a normal traffic pattern (see Airport Traffic Pattern).
  • Page 48 • Begin the round out at approximately 10–20 feet above the ground, smoothly transitioning to a landing pitch attitude to touchdown on the specified point. • Maintain centerline using proper crosswind technique. NOTE: Adjust best glide speed for flap configuration. Note: Establish a landing pitch attitude such that the top of the engine cowl is even with the end of the runway.

  • Page 49: Maneuver: Forward Slip To A Landing

    MANEUVER: Forward Slip to a Landing Objective To develop the pilot’s proficiency at performing a forward slip to a landing. Description Forward slips are used to dissipate altitude without increasing airspeed. Teaching Considerations • Obstructions or hazards. • Importance of maintaining airspeed. •...
  • Page 50 • Apply the opposite rudder to prevent the airplane from turning in the direction of the lowered wing. • Allow the nose of the airplane to be pointed away from the runway. • Maintain a ground track aligned with the runway centerline by changing aileron and rudder input as necessary.

  • Page 51: Maneuver: Go-Around/Rejected Landing

    MANEUVER: Go-Around/Rejected Landing Objective To develop the pilot’s ability to safely execute a go around from an unsafe landing. Description Whenever landing conditions are not satisfactory, a go-around is warranted. The go-around is not strictly an emergency procedure. It is a normal maneuver that may be used in an emergency. Although the need to discontinue a landing may arise at any point in the landing process, the most critical go-around will be one started when close to the ground.
  • Page 52 Execution • Smoothly apply maximum power, level the wings, and transition to a climb pitch attitude that will slow or stop the descent. • Retract the flaps to 20°, if fully extended. • Establish a positive rate of climb, while accelerating above 60 KIAS. •...

  • Page 53: Maneuver: Maneuvering In Slow Flight

    MANEUVER: Maneuvering In Slow Flight Objective The objective of maneuvering in slow flight is to develop the pilot’s ability to fly at low speeds and high AOAs. Description This maneuver demonstrates the flight characteristics and degree of controllability of the airplane in slow flight. During slow flight, any further increase in angle of attack, increase in load factor, or reduction in power, will result in a stall warning (e.g., aircraft buffet, stall horn, etc.) Teaching Considerations...
  • Page 54 • Establish and maintain an airspeed at which any further increase in angle of attack, increase in load factor, or reduction in power, will result in a stall warning (e.g., aircraft buffet, stall horn, etc.). • Use combination of pitch and power adjustments to maneuver as directed while maintaining appropriate airspeed.

  • Page 55: Maneuver: Demonstration Of Flight Characteristics At Various Configurations And Airspeeds (Cfi Applicants Only)

    MANEUVER: Demonstration of Flight Characteristics at Various Configurations and Airspeeds (CFI Applicants Only) Objective The objective of the maneuver is to build the pilots understanding of the flight characteristics and power required at different airspeeds, configurations, and AOAs. Description This maneuver demonstrates the flight characteristics and degree of controllability of the airplane across different airspeed regimes and configurations.
  • Page 56 Execution • Clean Configuration Demonstration: o Establish and maintain Va while describing pitch, power, and trim inputs to maintain altitude and airspeed. o Reduce throttle to a descent power setting to slow the airplane to best glide speed (68 KIAS, or as specified by the instructor), noting the power setting required to maintain airspeed and altitude.

  • Page 57: Maneuver: Power-Off Stalls - Full Or Imminent

    MANEUVER: Power-Off Stalls – Full or Imminent Objective To familiarize the pilot with the conditions that produce power-off stalls, to assist in recognizing an approaching stall, and to develop the habit of taking prompt preventive or corrective action to minimize altitude loss. Description Power-off stalls are performed in normal landing configuration to simulate an accidental stall occurring during the approach to landing.
  • Page 58 Set-up • Select an entry altitude that allows the recovery to be completed no lower than the Minimum Recovery Altitude.  MRA (Dual) 1,500 feet AGL  MRA (Solo) 2,000 feet AGL • Clear area with two 90° turns. • Establish visual reference for maneuver.

  • Page 59: Maneuver: Power-On Stalls - Full Or Imminent

    MANEUVER: Power-On Stalls - Full or Imminent Objective To familiarize the pilot with the conditions that produce power-on stalls, to assist in recognizing an approaching stall, and to develop the habit of taking prompt preventive or corrective action to minimize altitude loss. Description Power-on stalls are performed in normal takeoff configuration to simulate an accidental stall occurring during takeoffs.
  • Page 60 Set-up • Select an entry altitude that allows the recovery to be completed no lower than the Minimum Recovery Altitude.  MRA (Dual) 1,500 feet AGL  MRA (Solo) 2,000 feet AGL • Clear area with two 90° turns. • Establish visual reference for maneuver.

  • Page 61: Maneuver: Crossed-Control Stalls - Full/Imminent (Cfi Applicants Only)

    MANEUVER: Crossed-Control Stalls – Full/Imminent (CFI Applicants Only) Objective The objective of the cross-control stall demonstration is to show the effects of uncoordinated flight on stall behavior and to emphasize the importance of maintaining coordinated flight while making turns Description This type of stall occurs with the controls “crossed”: aileron pressure applied in one direction and rudder pressure applied in the opposite direction.
  • Page 62 • Reduce power to idle, maintain altitude, re-trim as airspeed approaches normal glide speed. • When the glide is established, roll into a medium banked turn to simulate overshooting the centerline of a runway. • During the turn, excessive rudder pressure should be applied in the direction of the turn, but the bank held constant by applying opposite aileron pressure.

  • Page 63: Maneuver: Elevator Trim Stalls - Imminent (Cfi Applicants Only)

    MANEUVER: Elevator Trim Stalls – Imminent (CFI Applicants Only) Objective To teach the pilot the importance of making smooth power applications, overcoming strong trim forces, maintaining positive control of the airplane to hold safe flight attitudes, and using proper and timely trim techniques. Description This type of stall normally occurs during a go-around procedure from a normal landing approach or a simulated forced landing approach, or immediately after a takeoff and positive control of the airplane is not maintained.
  • Page 64 Set-up • Select an entry altitude that allows the recovery to be completed no lower than the Minimum Recovery Altitude of 3,000 feet AGL • Clear area with two 90° turns. • Establish visual reference point for the maneuver. Execution •...

  • Page 65: Maneuver: Secondary Stalls - Imminent (Cfi Applicants Only)

    MANEUVER: Secondary Stalls – Imminent (CFI Applicants Only) Objective To develop the pilot's awareness of the effect of improper stall recovery techniques and recognition of the approach to a secondary stall. Description This type of stall is caused by attempting to hasten the completion of a stall recovery before the airplane has regained sufficient flying speed.
  • Page 66 Set-up • Select an entry altitude that allows the recovery to be completed no lower than the Minimum Recovery Altitude of 3,000 feet AGL • Clear area with two 90° turns. • Establish visual reference for maneuver. Execution • Reduce the throttle to idle. •...

  • Page 67: Maneuver: Accelerated Stalls - Imminent

    MANEUVER: Accelerated Stalls – Imminent Objective The objective of demonstrating accelerated stalls is to learn how they may occur, to develop the ability to recognize such stalls immediately, and to take prompt and effective recovery actions. Description Bank the aircraft to a minimum of 45°. After turn and bank are established, back-elevator pressure should be firmly increased until a definite stall occurs.
  • Page 68 • Reduce power to idle. • After the turn and bank are established, smoothly, firmly, and progressively increase the angle of attack until a stall occurs. Recovery • Recognize imminent stall indications and recover immediately with a minimum loss of altitude while maintaining coordinated flight: ...

  • Page 69: Maneuver: Spins (Dual Flights Only)

    MANEUVER: Spins (Dual Flights Only) NOTE: Instructors must be spin standardized prior to performance of this maneuver. Objective To familiarize the pilot with the conditions that produce spins, to assist in recognizing a spin, and to develop the habit of taking prompt preventive or corrective action to minimize altitude loss. Description A spin may be defined as an aggravated stall that results in what is termed “autorotation”...
  • Page 70 Set-up • Select an entry altitude that allows the recovery to be completed no lower than the Minimum Recovery Altitude of 4,000 feet AGL. • Clear area with two 90° turns. Execution • Select suitable ground reference points and altitude to allow a specified predetermined number of turns. •...
  • Page 71 • Hold these control inputs until rotation stops. • As rotation stops, neutralize rudder, and make a smooth recovery from the resulting dive.

  • Page 72: Maneuver: Steep Turns

    MANEUVER: Steep Turns Objective To develop the pilot’s smoothness, coordination, orientation, division of attention, and control techniques while executing maximum performance turns. Description The steep turn maneuver consists of a turn in either direction, using a bank angle steep enough to cause an “over banking”...
  • Page 73 Set-up • Select an entry altitude that allows the recovery to be completed no lower than the Minimum Recovery Altitude.  MRA (Dual) 1,500 feet AGL  MRA (Solo) 2,000 feet AGL • Clear area with two 90° turns. • Adjust power setting to attain an airspeed of 90 KIAS •...

  • Page 74: Maneuver: Steep Spirals

    MANEUVER: Steep Spirals Objective To improve pilot techniques for airspeed control, wind drift control, planning, orientation, and division of attention. Description A steep spiral is a constant gliding turn, during which a constant radius around a point on the ground is maintained like the maneuver, turns-around-a-point.
  • Page 75 Set-up • Select an entry altitude that allows three 360° turns with the recovery to be completed no lower than the Minimum Recovery Altitude.  MRA 1,500 feet AGL, unless performing a simulated emergency landing to an approved airport as listed in the FOM.

  • Page 76: Maneuver: Chandelles

    MANEUVER: Chandelles Objective To develop the pilot’s coordination, orientation, planning, and accuracy of control during maximum performance flight. Description A chandelle is a maximum performance climbing turn beginning from straight-and-level flight and ending at the completion of a precise 180° of turn in a wings-level nose-high attitude at the minimum controllable airspeed. Teaching Considerations •...
  • Page 77 • Select an entry altitude that allows the recovery to be completed no lower than the Minimum Recovery Altitude of 1,500 feet AGL. • Clear area with two 90° turns. • Adjust power setting to attain Va. • Select visual reference at your 90° point. Execution •...

  • Page 78: Maneuver: Lazy Eights

    MANEUVER: Lazy Eights Objective To develop perfect coordination of controls through a wide range of airspeeds and altitudes so that certain accuracy points are reached with planned attitude and airspeed. The maneuver helps develop subconscious feel, planning, orientation, coordination, and speed sense. Description Consists of two 180°...
  • Page 79 • Select an entry altitude that allows the recovery to be completed no lower than the Minimum Recovery Altitude or 1,500 feet AGL • Clear area with two 90° turns. • Adjust power setting to attain Va, throughout the maneuver the power remains fixed. •...

  • Page 80: Maneuver: Rectangular Course

    MANEUVER: Rectangular Course Objective To develop division of attention between the flight path and ground references while controlling the airplane and watching for other aircraft in the vicinity. Another objective is to develop recognition of drift toward or away from a line parallel to the intended ground track.
  • Page 81 Set-up • Select a suitable altitude for the maneuver (1,000 feet AGL). • Clear area with two 90° turns. • Adjust power setting to attain an airspeed of 90 KIAS Execution • Select a square or rectangular field, whose sides are about a mile long. •...

  • Page 82: Maneuver: S-Turns Across A Road

    MANEUVER: S-Turns Across a Road Objective To develop the ability to compensate for drift during turns, orient the flight path with ground references, follow an assigned ground track, arrive at specified points on assigned headings, and divide the pilot’s attention. Description The maneuver consists of crossing the road at a 90°...
  • Page 83 Set-up • Select a suitable altitude for the maneuver (1,000 feet AGL). • Clear area with two 90° turns. • Adjust power setting to attain an airspeed of 90 KIAS. Execution • Select a suitable ground reference line that lies perpendicular to the wind. •...

  • Page 84: Maneuver: Turns-Around-A-Point

    MANEUVER: Turns-Around-a-Point Objective To develop division of attention between the flight path and ground references and recognition of drift towards or away from a prominent ground reference point while maintaining a constant altitude. Description This maneuver involves flying the airplane in two or more complete circles of uniform radii or distance from a prominent ground reference point, using a maximum bank of approximately 45°...
  • Page 85 Set-up • Select a suitable altitude for the maneuver (1,000 feet AGL). • Clear area with two 90° turns. • Adjust power setting to attain an airspeed of 90 KIAS. Execution • Select a suitable ground reference point. • Enter the maneuver left or right of the point at a distance equal to the desired radius of the turn on a downwind heading.

  • Page 86: Maneuver: Eights On Pylons

    MANEUVER: Eights on Pylons Objective To develop the ability to maneuver the airplane accurately while dividing attention between the flight path and selected pylons on the ground. Description Involves flying the airplane in circular paths, alternately left and right, in the form of a figure “8” around two selected pylons on the ground.
  • Page 87 Set-up • Select a suitable altitude for the maneuver. • Clear area with two 90° turns. • Adjust power setting to attain an airspeed of 90 KIAS. NOTE: Pivotal Altitude should be calculated during preflight, (GS KIAS) ² / 11.3 + Field Elevation = PA NOTE: If strong winds are present it is possible that GS on upwind may result in a Pivotal Altitude below 500’...
  • Page 88 correction angle to correct for wind drift, so that the airplane will arrive at a point downwind from the second pylon the same distance it was from the first pylon. • Start a turn in the opposite direction by lowering the upwind wing to again place the pilot’s line of sight reference on the second pylon.

  • Page 89: Maneuver: Pilotage And Dead Reckoning

    MANEUVER: Pilotage and Dead Reckoning Objective To develop the pilot’s ability to navigate on cross-country flights by reference to landmarks and computations. Description Picking suitable landmarks and making computations based on airspeed, course, and heading to determine the position of the airplane. Teaching Considerations •...

  • Page 90: Maneuver: Radio Navigation And Radar Services

    MANEUVER: Radio Navigation and Radar Services Objective To develop the pilot’s ability to use radio navigation and radar services. Teaching Considerations • VHF Omnidirectional Range (VOR). • Area Navigation (GPS/RNAV). • Transponder (Mode C/Mode S). • Avionics manuals. Execution • Demonstrate the ability to use an airborne electronic navigation system.

  • Page 91: Maneuver: Diversion

    MANEUVER: Diversion Objective To determine a suitable airport when needing to divert from planned route including services, NOTAMs, course, time and fuel for successful unplanned landing. Teaching Considerations • Timely and appropriate selection of diversion destination. • How to obtain airport information including NOTAMs, weather and services if not preplanned. •...

  • Page 92: Maneuver: Lost Procedure

    MANEUVER: Lost Procedure Objective To develop the pilot’s ability to make sound decisions based on pilotage, dead reckoning, and radio navigation to assist in locating the aircraft’s position. Teaching Considerations • Situational and positional awareness. • The 5 C’s: o Confess to yourself that you are lost. o Climb to a more suitable altitude.

  • Page 93: Ifr Flight Maneuvers

    IFR FLIGHT MANEUVERS Objective These maneuvers reference tasks outlined in Airmen Certifications Standards (ACS) for training and evaluation. Procedures are specific to the Cessna 172S G1000 for standardization at Rainier Flight. Each maneuver includes: • Objective – Purpose of maneuver •...

  • Page 94: Maneuver: Instrument Cockpit Check

    MANEUVER: Instrument Cockpit Check Objective During preflight, before and during taxi, and before takeoff, flight instruments, avionics, and navigation equipment are checked for currency and proper operation by following the established flow patterns/ checklists. Teaching Considerations • VOR check procedures •...

  • Page 95: Maneuver: Straight-And-Level

    MANEUVER: Straight-and-Level Objective To develop the basic skill and knowledge of attitude instrument flying as it relates to straight-and-level flight. Description A standardized system by which the pitch, bank, and power control instruments are integrated to maintain desired altitude, heading, and airspeed. Teaching Considerations •...

  • Page 96: Maneuver: Change Of Airspeed

    MANEUVER: Change of Airspeed Objective To achieve the skill and knowledge of the elements relating to basic attitude instrument flying during changes of airspeed in straight-and-level flight and in turns. Description When power is changed to vary airspeed, the airplane tends to change attitude around all axes of movement. Therefore, control pressures will change in proportion to the change in power.

  • Page 97: Maneuver: Constant Airspeed Climbs And Descents

    MANEUVER: Constant Airspeed Climbs and Descents Objective To achieve the skill and knowledge of the elements related to basic instrument flying during constant airspeed climbs and descents. Description A standardized system by which the pitch, bank, and power control instruments are integrated to maintain a constant airspeed climb or descent.

  • Page 98: Maneuver: Constant Rate Climbs And Descents

    MANEUVER: Constant Rate Climbs and Descents Objective To achieve the skill and knowledge of the elements related to basic attitude instrument flying while performing constant rate climbs and descents. Description A standardized system by which the pitch, bank, and power control instruments are integrated to maintain a constant rate climb or descent.

  • Page 99: Maneuver: Turns To Headings

    MANEUVER: Turns to Headings Objective To achieve the skill and knowledge of the elements related to basic attitude instrument flying to establish a standard rate turn and rollout on predetermined headings. Description A standardized system by which pitch, bank, and power control instruments are integrated to turn to a specific heading.

  • Page 100: Maneuver: Timed Turns To Magnetic Compass Headings

    MANEUVER: Timed Turns to Magnetic Compass Headings Objective To achieve the skill and knowledge necessary to turn to a desired compass heading in the event of an HSI/DG failure. Description A turn in which the clock and the turn indicator (or bank angle indicator) are used to change heading a definite number of degrees in a given time.

  • Page 101: Maneuver: Steep Turns

    MANEUVER: Steep Turns Objective To achieve the skill and knowledge necessary to control the airplane with bank attitudes more than those normally used during instrument flight. To enable the pilot to react smoothly, quickly, and confidently to unexpected abnormal flight attitudes under instrument flying conditions. Description The steep turn maneuver consists of a turn in either direction, using a bank that results in a greater than standard rate turn.
  • Page 102 • An increased rate of cross-check and slight adjustments of pitch, power and bank will be necessary to maintain airspeed and altitude. • If desired, elevator trim may be used to help maintain the desired pitch attitude. Recovery • Rollout on the entry heading by releasing control wheel back pressure, reducing power, and maintaining coordination.

  • Page 103: Maneuver: Recovery From Unusual Flight Attitudes

    MANEUVER: Recovery from Unusual Flight Attitudes Objective To achieve the skill and knowledge to recover from both nose-high and nose-low unusual flight attitudes. Description An unusual attitude is any attitude not normally desired for instrument flight. Teaching Considerations • Cross-check, instrument interpretation, and aircraft control. •...

  • Page 104: Maneuver: Air Traffic Control Clearances, Procedures, And Compliance

    MANEUVER: Air Traffic Control Clearances, Procedures, and Compliance Objective To achieve the necessary skills and knowledge to copy, correctly interpret, and comply with several types of ATC clearances. Teaching Considerations • Elements of an IFR clearance. • Obtaining and canceling clearances. •...

  • Page 105: Maneuver: Vor Navigation

    MANEUVER: VOR Navigation Objective To achieve the necessary skill and knowledge to intercept and track VOR radials. Description The airplane is maneuvered onto a specific radial and maintains that radial by adjusting for wind. Teaching Considerations • VOR navaid facility operations and limitations. •...

  • Page 106: Maneuver: Gps Navigation

    MANEUVER: GPS Navigation Objective To achieve the necessary skill and knowledge to intercept and track GPS courses. Description GPS navigation includes initialization and maneuvering onto a specific bearing and maintaining that bearing by adjusting for wind. Teaching Considerations • GPS operations and limitations. •...

  • Page 107: Maneuver: Dme Arcs

    MANEUVER: DME Arcs Objective To achieve the skill and knowledge required to intercept and track DME Arcs. Description Using distance information, the airplane is flown at a constant distance from a navigation facility or waypoint. Teaching Considerations • GPS substitution •...

  • Page 108: Maneuver: Holding

    MANEUVER: Holding Objective To achieve the skill and knowledge required to enter and remain within a published or non-published holding pattern. Description Holding is a predetermined maneuver which keeps the aircraft within a specified airspace while awaiting further clearance from ATC. Teaching Considerations •...

  • Page 109: Maneuver: Non-Precision Approach

    MANEUVER: Non-Precision Approach Objective To achieve the skill and knowledge necessary to transition from the enroute phase to the instrument approach and then to the landing with only horizontal guidance. Description A standard instrument approach procedure in which only horizontal guidance is provided. Teaching Considerations •...
  • Page 110 Set-up • Select, tune, identify, and confirm the operational status of the navigation equipment to be used. • Set the proper course(s) with the OBS or for an ASR approach fly the assigned headings/altitudes. • If utilizing Autopilot (AP), use the Flight Director to activate the appropriate vertical and lateral modes for desired flight path and then utilize the AP softkey to engage the autopilot.
  • Page 111 o To estimate VDP if none is charted, use Height Above Touchdown Zone / 300 (for a 3˚ glidepath). • Complete the landing under visual conditions if requirements per 91.175(c) are met: o The runway environment is visible. o Visibility requirements are met. o The aircraft is in a position to make a normal descent and landing.

  • Page 112: Maneuver: Precision Approach

    MANEUVER: Precision Approach Objective To achieve the skill and knowledge necessary to transition from the enroute phase to the instrument approach, and then to the landing with horizontal and vertical guidance. Description A standard instrument approach procedure in which both vertical and horizontal guidance is provided. Teaching Considerations •...
  • Page 113 Set-up • Select, tune, identify and confirm the operational status of the navigation equipment to be used. • Set the proper course(s) with the OBS; in the case of a PAR fly the assigned headings/altitudes. • If utilizing Autopilot (AP), use the Flight Director to activate the appropriate vertical and lateral modes for desired flight path and then utilize the AP softkey to engage the autopilot.
  • Page 114 • Execute the missed approach procedures at the decision altitude (DA) if visual contact with the runway environment is not established or any other requirement is not met. NOTE: Per 91.175 (c)(3)(i) - If utilizing the approach lighting system to satisfy 91.175(c) requirements, the red terminating bars or the red side row bars must be distinctly visible and identifiable by 100 feet above TDZE, or a missed approach MUST be executed.

  • Page 115: Maneuver: Missed Approach Procedure

    MANEUVER: Missed Approach Procedure Objective To achieve the skill and knowledge necessary to recognize situations that require execution of a missed approach and accomplish the appropriate missed approach procedure. Description A maneuver conducted by a pilot when an instrument approach cannot be completed to a landing. Teaching Considerations •...
  • Page 116 Execution • Determine that the missed approach procedure is necessary. • Apply climb power and establish a Vy pitch attitude of approximately 10 degrees nose up. o If utilizing the AP, click the Go Around (GA) button to disengage AP and activate missed approach procedure.

  • Page 117: Maneuver: Landing From A Straight-In Approach

    MANEUVER: Landing From a Straight-in Approach Objective To achieve the skill and knowledge necessary to transition from the DA, MDA, or VDP to a runway aligned with the final approach course. Description Upon achieving visual contact with the runway, the airplane is maneuvered under visual flight conditions from the DA, MDA or VDP to touchdown.

  • Page 118: Maneuver: Circling Approach Procedure

    MANEUVER: Circling Approach Procedure Objective To achieve the skill and knowledge necessary to maneuver the airplane from the MDA and land on a runway not aligned with the instrument final approach course. Description A maneuver initiated by the pilot to align the aircraft with a runway for landing when a straight-in landing from an instrument approach is not possible or is not desirable.
  • Page 119 Set-up • Determine the circling airspeed considering airplane configuration and weather conditions. • Determine the runway of intended landing and select the appropriate circling altitude for the approach category, and maneuvering capabilities of the airplane. • Complete descent checklist prior to the IAF or intercepting the final approach course, if being radar vectored.

  • Page 120: Maneuver: Approach With Loss Of Primary Flight Instrument Indicators

    MANEUVER: Approach with Loss of Primary Flight Instrument Indicators Objective To achieve the skill and knowledge necessary to perform a non-precision approach with the loss of primary flight instruments. Description Completing an approach with the loss of primary flight instruments or displays. Teaching Considerations •...

  • Page 121: Considerations For Instrument Flight

    CONSIDERATIONS FOR INSTRUMENT FLIGHT Takeoff, cruise, descent, and instrument arrivals During all phases of flight, the pilot must always be aware of the aircraft’s position and attitude with regards to navigation and Controlled Flight into Terrain (CFIT). The pilot must monitor ATC and comply with all clearance limits and requests.
  • Page 122 phases of a circling approach, the runway may not be visible to one of the crew. It is imperative to continuously communicate. Missed Approach The main objective for the Pilot is to execute the initial missed approach procedure, clean up the airplane and start to climb on course.

  • Page 123: Abnormal / Emergency Procedures

    ABNORMAL / EMERGENCY PROCEDURES Objective To develop the pilot’s knowledge of the elements related to emergencies, abnormal procedures, system, and equipment malfunctions appropriate to the Cessna 172. The pilot should be able to analyze various situations and take appropriate action for simulated emergencies and malfunctions which they may encounter. Description This chapter outlines and explains in detail the various emergencies, abnormal procedures, system, and equipment malfunctions appropriate to the Cessna 172.

  • Page 124: Emergency Procedure: Emergency Approach And Landing

    EMERGENCY PROCEDURE: Emergency Approach and Landing Objective The objective of a simulated emergency landing is to develop the pilot’s accuracy, judgment, planning, procedures, and confidence when little or no power is available. Description The airplane is flown from the point of simulated engine failure to where a safe landing could be made utilizing proper emergency cockpit procedures.

  • Page 125: Emergency Procedure: Engine Failure - During Takeoff Roll

    EMERGENCY PROCEDURE: Engine Failure - During Takeoff Roll Indications/Recognition A loss of power, annunciator illumination, or any abnormality before rotation constitutes a reason for a rejected Takeoff. Teaching Considerations • If simulating this emergency, it must be performed within the first 1/3 of the runway. Execution •...

  • Page 126: Emergency Procedure: Engine Failure - Immediately After Takeoff

    EMERGENCY PROCEDURE: Engine Failure - Immediately After Takeoff Indications/Recognition A loss of power, annunciator illumination, or any abnormality after rotation constitutes an engine failure immediately after takeoff. Teaching Considerations • Stall/spin awareness. • Selecting a safe landing site. • The use and completion of appropriate Emergency Checklists. Execution •...

  • Page 127: Emergency Procedure: Engine Failure - In Flight

    EMERGENCY PROCEDURE: Engine Failure – In Flight Indications/Recognition A loss of power, engine roughness, and/or abnormal engine instrument readings could lead to an engine failure in cruise flight. Teaching Considerations • If the engine failure was caused by water in the fuel, it will take a brief period of time to be used up. Fuel flow pressure indications will be normal.

  • Page 128: Emergency Procedure: Emergency Landing Without Engine Power

    EMERGENCY PROCEDURE: Emergency Landing Without Engine Power Objective This procedure is appropriate if power is not restored after an engine failure in-flight. Teaching Considerations • Undershooting and overshooting the selected emergency landing area. • Plan the approach to arrive at the downwind position abeam the selected landing area at 1,000 feet AGL. •...

  • Page 129: Emergency Procedure: Precautionary Landing With Engine Power

    EMERGENCY PROCEDURE: Precautionary Landing with Engine Power Objective This procedure is appropriate when landing off airport, with the engine still producing power. Teaching Considerations • Understanding when a precautionary landing may be necessary. • Stall and spin awareness. • Selecting a suitable landing area. •...

  • Page 130: Emergency Procedure: Ditching

    EMERGENCY PROCEDURE: Ditching Objective This procedure is appropriate if an emergency water landing is necessary. Teaching Considerations • Use of personal flotation devices and life rafts. • Emergency egress procedures in case the aircraft capsizes inverted. • The necessity of touching down at the established rate of descent and not in a landing flare. Execution •...

  • Page 131: Emergency Procedure: Engine Fire - During Start On Ground

    EMERGENCY PROCEDURE: Engine Fire – During Start on Ground Indications/Recognition • Flames and smoke coming from the engine cowl. • Heat and the smell of smoke in the cockpit. Teaching Considerations • Proper priming technique. • Proper starting technique. • Determining electrical vs.

  • Page 132: Emergency Procedure: Engine Fire - In Flight

    EMERGENCY PROCEDURE: Engine Fire – In Flight Indications/Recognition • Flames and smoke coming from the engine cowl. • Heat and the smell of smoke in the cockpit. Teaching Considerations • Procedures for extinguishing a fire during flight. • Location of nearest suitable airport/emergency landing location. •...

  • Page 133: Emergency Procedure: Electrical Fire - In Flight

    EMERGENCY PROCEDURE: Electrical Fire - In Flight Indications/Recognition Flames or smoke from inside the cabin with smell of burning wire insulation. Teaching Considerations • Determining electrical vs. engine fire. • Use of fire extinguisher inflight (Halon). Execution • STBY BATT Switch - OFF •...

  • Page 134: Emergency Procedure: Cabin Fire

    EMERGENCY PROCEDURE: Cabin Fire Indications/Recognition Flames and/or smoke coming from inside the cabin. Teaching Considerations • Procedures for extinguishing a fire during flight. • Use of fire extinguisher inflight (Halon). Execution • STBY BATT Switch - OFF • MASTER Switch (ALT and BAT) - OFF •...

  • Page 135: Emergency Procedure: Wing Fire

    EMERGENCY PROCEDURE: Wing Fire Indications/Recognition Flames and/or smoke coming from the wing. Teaching Considerations • Procedures for extinguishing a fire during flight. • Location of the nearest suitable airport/emergency landing location. Execution • LAND and TAXI Light Switches - OFF •...

  • Page 136: Emergency Procedure: Inadvertent Icing Encounter During Flight

    EMERGENCY PROCEDURE: Inadvertent Icing Encounter During Flight Indications/Recognition Visible ice around windshield, leading edges or wing struts. Teaching Considerations • Importance of recognizing and taking immediate action to exit icing conditions. • Effects of icing on aircraft aerodynamics and engine performance. Execution •...

  • Page 137: Emergency Procedure: Static Source Blockage

    EMERGENCY PROCEDURE: Static Source Blockage Indications/Recognition Erroneous instrument readings may or may not be accompanied by equipment failure indications on display. Teaching Considerations • Effects of static system blockage on instruments and autopilot. Execution • ALT STATIC AIR Valve - ON (pull full out) •...

  • Page 138: Emergency Procedure: Excessive Fuel Vapor

    EMERGENCY PROCEDURE: Excessive Fuel Vapor Indications/Recognition Flow indications of 1 GPH or more, or power surges occur. Teaching Considerations • Systems description and possible causes. Execution • FUEL PUMP Switch - ON • Mixture Control - ADJUST (as necessary for smooth engine operation) •...

  • Page 139: Emergency Procedure: Landing With A Flat Main Tire

    EMERGENCY PROCEDURE: Landing with a Flat Main Tire Indications/Recognition Main tire appears deflated or shredded. Teaching Considerations • Importance of maintaining directional control. Execution • Approach - NORMAL • Wing Flaps - FULL • Touchdown - GOOD MAIN TIRE FIRST (hold airplane off flat tire as long as possible with aileron control) •...

  • Page 140: Emergency Procedure: Landing With A Flat Nose Tire

    EMERGENCY PROCEDURE: Landing with a Flat Nose Tire Indications/Recognition Nose tire appears deflated or shredded. Teaching Considerations • Importance of protecting propeller from ground contact. Execution • Approach - NORMAL • Wing Flaps - AS REQUIRED o 85 to 110 KIAS - Flaps UP - 10° o Below 85 KIAS - Flaps 10°...

  • Page 141: Emergency Procedure: Over Voltage

    EMERGENCY PROCEDURE: Over Voltage Indications/Recognition High volts annunciator comes on or M BATT Amps more than 40 Teaching Considerations • Importance of a proper instrument scan, including engine gauges. • Possible outcomes of uncorrected over voltage situations. Execution • MASTER Switch (ALT Only) - OFF •...
  • Page 142 • Land as soon as practical. NOTE: Make sure a successful landing is possible before extending flaps. The flap motor is a large electrical load during operation and may deplete battery.

  • Page 143: Emergency Procedure: Under Voltage

    EMERGENCY PROCEDURE: Under Voltage Indications/Recognition Low Volts annunciator comes on below 1000 RPM Teaching Considerations • Importance of a proper instrument scan, including engine gauges. Execution • Throttle Control - 1000 RPM • LOW VOLTS Annunciator - CHECK OFF LOW VOLTS ANNUNCIATOR REMAINS ON AT 1000 RPM: •...

  • Page 144: Emergency Procedure: Low Voltage

    EMERGENCY PROCEDURE: Low Voltage Indications/Recognition Low Volts annunciator comes on or does not go out at higher RPM. Teaching Considerations • Importance of a proper instrument scan, including engine gauges. • Possible outcomes of uncorrected low voltage situations. Execution • MASTER Switch (ALT Only) - OFF •...
  • Page 145 NOTE: When AVIONICS BUS 2 is set to OFF, the following items will not operate: Autopilot Audio Panel COMM 2 NAV 2 Transponder MFD o AVIONICS Switch (BUS 2) - OFF (KEEP ON if in clouds) • Land as soon as practical. NOTE: Make sure a successful landing is possible before extending flaps.

  • Page 146: Emergency Procedure: Air Data System Failure

    EMERGENCY PROCEDURE: Air Data System Failure Indications/Recognition RED X on airspeed and/or altitude indicators. Teaching Considerations • Proper systems knowledge to troubleshoot extent of problem. • Importance of maintaining partial panel proficiency. Execution RED X - PFD AIRSPEED INDICATOR • ADC/AHRS Circuit Breakers - CHECK IN (ESS BUS and AVN BUS 1).

  • Page 147: Emergency Procedure: Ahars System Failure

    EMERGENCY PROCEDURE: AHARS System Failure Indications/Recognition RED X on attitude and/or horizontal situation indicator (HSI). Teaching Considerations • Proper systems knowledge to troubleshoot extent of problem. • Importance of maintaining partial panel proficiency. Execution RED X - PFD ATTITUDE INDICATOR •...

  • Page 148: Emergency Procedure: Autopilot Or Electric Trim Failure

    EMERGENCY PROCEDURE: Autopilot or Electric Trim Failure Indications/Recognition • AP or PTRM annunciator(s) come on. • Uncommanded or unresponsive to control inputs. Teaching Considerations • Proper systems knowledge to troubleshoot extent of problem. • Various ways of disconnecting autopilot/trim system. Execution •...

  • Page 149: Emergency Procedure: Display Cooling Advisory

    EMERGENCY PROCEDURE: Display Cooling Advisory Indications/Recognition PFD1 COOLING or MFD1 COOLING annunciator(s) come on. Teaching Considerations • Proper systems knowledge to troubleshoot extent of problem. Execution • CABIN HT Control Knob - REDUCE (push in) (minimum preferred) • Forward Avionics Fan - CHECK (feel for airflow from screen on glareshield) IF FORWARD AVIONICS FAN HAS FAILED •...

  • Page 150: Emergency Procedure: Vacuum System Failure

    EMERGENCY PROCEDURE: Vacuum System Failure Indications/Recognition LOW VACUUM annunciator comes on. Teaching Considerations • Proper systems knowledge to troubleshoot extent of problem. Execution • Vacuum Indicator (VAC) - CHECK EIS ENGINE PAGE (make sure vacuum pointer is in green band limits) CAUTION: IF VACUUM POINTER IS OUT OF THE GREEN BAND DURING FLIGHT OR THE GYRO FLAG IS SHOWN ON THE STANDBY ATTITUDE INDICATOR, THE STANDBY ATTITUDE INDICATOR MUST NOT BE USED FOR ATTITUDE INFORMATION.

  • Page 151: Emergency Procedure: High Carbon Monoxide Level Advisory

    EMERGENCY PROCEDURE: High Carbon Monoxide Level Advisory Indications/Recognition • CO LVL HIGH annunciator comes on. Teaching Considerations • Proper systems knowledge to troubleshoot extent of problem. Execution • CABIN HT Control Knob - OFF (push full in) • CABIN AIR Control Knob - ON (pull full out) •...

  • Page 152: Emergency Procedure: Emergency Descent

    EMERGENCY PROCEDURE: Emergency Descent Indications/Recognition This procedure may be directed by another checklist or initiated by the pilot to rapidly lose altitude in an emergency situation. Teaching Considerations • Aircraft limitations. • Appropriate recovery altitude for simulated emergency descents. Execution •...

  • Page 153: Emergency Procedure: Spin Recovery

    EMERGENCY PROCEDURE: Spin Recovery Indications/Recognition • Stalled condition. • One wing often drops, then the nose yaws in the direction of the low wing. • Rolling about longitudinal axis. Teaching Considerations • Different phases of a spin. • CG location. •...

  • Page 154: Abnormal Procedures

    ABNORMAL PROCEDURES ABNORMAL PROCEDURE: Low Oil Pressure Indications/Recognition • Low reading of oil pressure. • Oil pressure annunciator may be illuminated. • High oil temperature reading. Teaching Considerations • Reasons for partial or complete loss of oil pressure. • Troubleshooting actual failure versus faulty gauge. •...

  • Page 155: Abnormal Procedure: High Oil Temperature

    ABNORMAL PROCEDURE: High Oil Temperature Indications/Recognition • High temperature reading of the oil temperature. • Low reading on the oil pressure. Teaching Considerations • Cooling techniques. • Troubleshooting actual failure versus faulty gauge. • Selecting the closest suitable airport or landing site. •...

  • Page 156: Abnormal Procedure: Engine Roughness

    ABNORMAL PROCEDURE: Engine Roughness Indications/Recognition A loss in engine RPM. Teaching Considerations • Selecting the closest suitable airport or landing site. • The effect of atmospheric conditions on engine performance. Execution • Mixture – Adjust for Maximum Smoothness • FUEL PUMP Switch - ON •...

  • Page 157: Abnormal Procedure: Open Door

    ABNORMAL PROCEDURE: Open Door Indications/Recognition In-flight, a noise or breeze coming from the sides of the cockpit and visually determining the door latch is not engaged. This usually happens shortly after takeoff. Teaching Considerations • Normally, open doors occur right after takeoff. •...

  • Page 158: Abnormal Procedure: Loss Of Communications

    ABNORMAL PROCEDURE: Loss of Communications Indications/Recognition Failure to communicate through the radio with outside sources. Teaching Considerations • Lost communications during VFR/IFR conditions. • Alternate courses of action. • Attempting to use different frequencies. • Faulty push-to-talk switch: Trying the button on the other control wheel. •...

  • Page 159: Emergency Equipment And Survival Gear

    Emergency Equipment and Survival Gear Objective To develop the pilot’s knowledge of the elements related to emergency equipment and survival gear appropriate to the aircraft and environment encountered during the flight. Description This section outlines the available emergency equipment and survival gear located in the Emergency Kit. Teaching Considerations •...

  • Page 160: Glossary Of Abbreviations And Terms

    GLOSSARY OF ABBREVIATIONS AND TERMS Abeam: An aircraft is “abeam” a fix, point, or object when that fix, point, or object is approximately 90 degrees to the right or left of the aircraft track. Abeam indicates a general position rather than a precise point. A/FD - Airport/Facilities Directory: An FAA Publication containing information on all airports, communications, and NAVAIDs.
  • Page 161 Flight Controls: • Ailerons • Elevator/Stabilator • Rudders • Trim • Flaps Fuel Pump: An engine driven or electrically powered pump used to supply positive fuel pressure. The electric fuel pump should be turned on before switching tanks, and should be left on for a short period thereafter. Go-Around Point: The point at which if the aircraft has not touched down under control, a go-around should be executed.
  • Page 162 KIAS - Knots Indicated Airspeed Land as soon as possible: Land at the nearest available landing site. If no airport is within gliding distance, an off- airport landing should be made. Land as Soon as Practical: Divert to the nearest suitable airport. MAP - Missed Approach Point: A point prescribed in each instrument approach at which a missed approach procedure shall be executed if the required visual reference has not been established.
  • Page 163 Sink Rate: The rate at which the aircraft is descending. Slips: An intentional maneuver to decrease airspeed or increase the rate of descent, and to compensate for a crosswind on landing. Forward Slip: This slip moves sideways, the nose points into the wind, and is used to quickly decrease altitude without increasing airspeed.
  • Page 164 Wake Turbulence: Wingtip vortices that are created when an airplane generates lift. When an airplane generates lift, air spills over the wingtips from the high pressure areas below the wings to the low pressure areas above them. This flow causes rapidly rotating whirlpools of air called wingtip vortices or wake turbulence. Wind Shear: A sudden drastic shift in wind speed, direction, or both that may occur in the horizontal or vertical plane.

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