Flight Operations Manual Rev 6 Table of Contents

! Flight Operations Manual Rev 6

Table of Contents

1. C172r Quick reference Card. 2. Useful Acronyms. 3. Abnormal Takeoff Procedures and Takeoff Profiles.

a. Abnormals Takeoff Procedures (Memory Items). b. Takeoff Profiles.

4. Traffic Pattern and Approach Profiles. a. Cessna 172R Landing Criteria. b. Traffic Pattern Profile. c. Precision Approach Profile. d. Non Precision Approach Profile.

5. Landing Profiles. a. Standardized Normal Approach and Landing. b. Short Field Approach and Landing Profile. c. Soft Field Approach and Landing Profile. d. Circling Approach. e. Balked Landing (Go Around).

6. Flight Maneuver Criteria. a. Slow Flight. b. Power Off Stall. c. Power On Stall. d. Steep Turn. e. Rectangular course f. S-Turns over a road g. Turns around a point h. Chandelles. i. Lazy Eights. j. Eights on Pylons. k. Steep Spirals. l. Accelerated Stalls. m. Secondary Stall Power On. n. Secondary Stall Power Off. o. Elevator Trim Stall. p. Cross Control Stall.

7. Abnormal and Emergency Procedures a. Methodology b. Abnormal and Emergency Sequence of Procedures. c. Management of Abnormal or Emergency Operation Procedures.

8. Flight Training Supplements a. Checklist. b. LNK Practice Area c. Pawnee Lake Arrival. d. Cessna 172r Leaning Procedure. e. Cessna 172r Forward Slip Procedure. f. Inoperative Equipment Flow Chart. (91.213) g. Instrument Currency Flow Chart. (61.57(c)) h. Prog Check Planning.

! 1Performance Aircraft, Lincoln, NE 68524 (402) 475-8400


i. DME Arc Procedure. 9. CFI

a. Flight Review, Annual Checkout, Initial Checkout, 90 Day Currency Overview. b. Flight Review c. Annual and Initial Checkout d. 90 Day currency. e. Instrument Proficiency Check. f. Performance Aircraft Checkout Guide. g. Private Pilot Sim Scenario 1.

10. Revision Page. a. Revision 6. 3-12-2021



1. C-172R Quick Reference Card. SPEEDSVso 33 Vs 44 Vr 55 Vglide 65 Vref Full Flap 60-70 Flap UP 65-75 Short Field 62 Vx 60 Vy 79 Vcruise 84-89 Vfe 0-10 110 10-30 85 Va 2400lbs 99 2000lbs 92 1600lbs 82 Vno 129 Vne 163 Max Window 163 Max Dem Crosswind 15

POWERPLANT Lycoming IO-360-L2A 160HP Oil Pressure Norm 50-90 PSI Tach Norm 1900-2400 RPM Oil Temp Norm 100-245 F Engine Oil Max 8qts Min 5qts *Never lean using EGT above 80%

FUEL 56 Total 53 Usable 3 Unusable 28 Each Tank Total 26.5 Each Tank usable.

ELECTRICAL 28 Volt Electrical System 24 Volt Battery 60 Amp Belt Driven Alternator

WEIGHT Max Ramp Weight 2457 lbs Max Takeoff Weight 2450 lbs Max Landing Weight 2450 lbs Max Baggage #1 120 lbs Max Baggage #2 50 lbs

PATTERN Downwind 1900-2000 RPM Abeam. 1500 RPM 10 Flap Base. 20 Flap Final. 30 Flap

Steep Turn 1800-2000 RPM 95 KIAS Slow Flight 1500 RPM 33 KIAS = Vso Power Off Idle 65 KIAS Power On Full Power 65 KIAS TAP 1800-2000 RPM 90 KIAS S Turns 1800-2000 RPM 90 KIAS Chandelle 1800-2000 RPM 105 KIAS Lazy 8 1800-2000 RPM 105 KIAS 8’s On Pylon 1800-2000 RPM 90 KIAS Pivotal Alt 710 FT

INSTRUMENT PROFILES Precision Approach Vectors 1800-2000 RPM 90-100 KIAS 1 dot Below 1500 RPM Flap10 90 KIAS Visual above 500 AGL Flap30 60-70 KIAS Visual Below 500 AGL 65-75 KIAS

Non Precision Approach Vectors 1800-2000 RPM 90-100 KIAS FAF 1500 RPM Flap10 80 KIAS Descend from MDA Flap20 70 KIAS Final 65 KIAS



2. Useful Acronyms. Passenger Brief – SAFETY S - Seat Belts. Operation and Use. A - Air and Heat. F - Fire Extinguisher. Location and operation. E - Exits and ELT T - Talking. Sterile Cockpit. Y - Yoke. Positive exchange of flight controls.

Pre-Takeoff Brief – TAR T - Type of Takeoff. A - Abnormals. R - Runway Required and Available.

Pre-Landing Brief - TAR T - Type of Landing. A - Abnormals. R - Runway Required and Available.

Spin Recovery - PARE P - Power Idle A - Ailerons Neutral. R - Rudder Opposite. E - Elevators Forward to break stall.

Lost Procedure - CCCCCC C - Circle C - Climb C - Conserve C - Communicate C - Confess C - Comply

Approach Prep - ABBAA A - ATIS B - Build B - Brief A - Approach Checklist A - Activate Approach

Hold 5 T’s - TTTTT T - Time T - Turn T - Twist T - Throttle T - Talk



Required ATC Reports - MARVELOUS VFR C500 M - Missed Approach A - Airspeed change +/- 10 KIAS or 5% change in TAS R - Reaching a holding fix, time and altitude. V - VFR on top altitude change. E - ETA change of +/- 3 minutes (non radar). L - Leaving a holding fix. O - Outer marker inbound (non radar). U - Unforcasted weather. S - Safety of Flight. V - Vacating an altitude or flight level. F - Final approach fix inbound (non radar). C - Compulsory reporting point (non radar). 500 - 500 FPM rate of climb or descent not obtainable.



3a. Abnormal Takeoff Procedures (Memory Items).

Prior to takeoff the pilot should consider and brief abnormal situations and memory items associated with these scenarios. Verbalize the plan. Items in bold are MEMORY ITEMS. After memory items are complete finish appropriate checklist as time permits.

Engine failure on runway (Sufficient Runway Remaining)

• Throttle – Idle • Breaks – As required • Engine – Shutdown if necessary

o Mixture – Idle/Cutoff o Master switch – Off o Ignition – Off

• Flaps – Retract

Engine failure below 1000ft (Immediately after takeoff)

• Airspeed – Maintain safe airspeed • Place to land – Straight ahead (look for obstacles & clearings) “DO NOT TURN BACK” • Engine – Shutdown if necessary

o Mixture – Idle/cutoff o Fuel shutoff valve – Off (Out) o Master switch – Off o Ignition – Off

• Flaps – As required • Doors – Unlatch right before touchdown

Engine failure in flight

• Airspeed – Best glide (65) • Place to land – Pilots option • Mixture – Rich • Fuel shutoff valve – On (In) • Fuel selector valve – Both • Fuel pump – On • Ignition switch – Both (or start if prop stopped) • Fuel pump – Off (if start was successful)



3b. Takeoff Profiles

Normal Takeoff

1. Before takeoff checklist and takeoff brief complete. 2. Verify runway alignment with heading indicator/compass and runway is clear. 3. Add Crosswind Input. 4. Full Power. 5. Verbalize “Airspeed Alive”, and “Engine Instruments Green”. 6. Rotate at 55 KIAS. 7. Climb at Vx or Vy as necessary. 8. Add rudder and aileron inputs for coordination and wind correction. 9. Through 1000ft complete after takeoff checklist.

Short Field Takeoff

1. Before takeoff checklist and takeoff brief complete. 2. Use all available runway. 3. Verify runway alignment with heading indicator/compass and runway is clear. 4. Hold Brakes 5. Full Power 6. Release Brakes 7. Verbalize “Airspeed Alive”, and “Engine Instruments Green”. 8. Rotate at 55 KIAS. 9. Climb at Vx. 10. Add rudder and aileron inputs for coordination and wind correction. 11. Verbalize “Obstacle Clear” retract flaps and climb at Vy. 12. Through 1000ft complete after takeoff checklist.

Type Power Flap Vr Vx Vy

Normal Full 0-10 55 60 79

Short Field Full 10 55 60 79

Soft Field Full 10 Slowest Possible 60 79

Crosswind Full Min Necessary for Field Length

55 60 79



Soft Field Takeoff

1. Before takeoff checklist and takeoff brief complete. 2. Elevator control full Aft. To maintain nose wheel up. 3. Taxi on runway and verify runway alignment with heading indicator/compass and runway is clear. 4. Do Not Stop 5. Full Power 6. Reduce elevator pressure as necessary. However 7. Verbalize “Airspeed Alive”, and “Engine Instruments Green”. 8. Rotate when the aircraft can fly and at slowest possible airspeed. 9. Smoothly apply elevator pressure to maintain in ground effect to build airspeed. 10. Climb at Vx or Vy as necessary. 11. Add rudder and aileron inputs for coordination and wind correction. 12. Verbalize “Obstacle Clear” retract flaps and climb at Vy. 13. Through 1000ft complete after takeoff checklist.



4. Traffic Pattern and Approach Profiles

4a. Cessna 172R Landing Criteria

1. Plan and brief each landing carefully. 2. Enter the traffic pattern at Traffic Pattern Altitude (TPA) trimmed for 90 KIAS in level flight. (Landing profiles

depend on this.) 3. Maintain a constant angle glidepath. 4. Whenever possible, fly the traffic pattern at a distance from the airport that allows for a power off landing on a

safe landing surface in the event of an engine failure. 5. Maintain final approach speed until round out (flare) at approx. 10' to 20' above the runway. 6. Reduce throttle to touch down with the engine idling and the airplane at minimum controllable airspeed within

the first 1,000’ of the runway. 7. Touch down on the main gear, with the wheels straddling the centerline. 8. Manage the airplane’s energy so touchdown occurs at the designated touchdown point. 9. Maintain a pitch attitude after touchdown that prevents the nose wheel from slamming down by increasing aft

elevator as the airplane slows. 10. Maintain centerline until taxi speed is reached and increase crosswind control inputs as airplane slows. 11. Adjust crosswind control inputs as necessary during taxi after leaving the runway.

Good Planning = Good Landing

A good landing is a result of good planning. When planning an approach and landing, decide on the type of approach and landing (visual or instrument, short-field, soft-field, etc.). Decide on the flap setting, the final approach speed, the aiming point, and where the airplane will touch down on the runway surface.

Approach Briefing – Verbalize the Plan

During the Approach Checklist, conduct an approach briefing. This organizes the plan and ensures effective communication between pilots. The briefing should be specific to each approach and landing, but presented in a standard format that makes sense to other pilots and instructors.

Planning considerations:

1. Flap Setting 2. Type of Approach & Landing (visual, instrument, short-field, soft-field) 3. Landing Runway 4. Field Elevation 5. Traffic Pattern Altitude 6. Winds (left or right crosswind? tailwind on downwind or base?) 7. Final Approach Speed 8. Aiming Point 9. Touchdown Point



Stabilized Approach

Definition: A stabilized approach is one in which the pilot establishes and maintains a constant angle glidepath towards a predetermined point on the landing runway. It is based on the pilot’s judgment of certain visual cues, and depends on a constant final descent airspeed and configuration (FAA-H-8083- 3A, p.8-7).A stabilized approach is required during visual and instrument approaches in all Performance Aircraft airplanes. The airplane must be stabilized by:

1. 1,000’ AGL for an ILS Approach 2. Descending from MDA for a Non-Precision Approach 3. 500’ AGL for a Visual Approach 4. Constant angle glidepath: Proper descent angle and rate of descent must be established and maintained. All

available landing aids (ILS, VASI, PAPI, etc.) must be used. Non-precision approaches may require a slightly steeper angle until reaching MDA.

5. Aircraft in final landing configuration (gear down and final flaps set). 6. Airspeed must be stable and within range of target speed plus 10 KIAS. 7. The aircraft will touch down in the first 1,000' or first 1/3rd of the landing runway. If this is not assured, a go-

around must be executed.

Aiming Point

The Airplane Flying Handbook defines aiming point as "the point on the ground at which, if the airplane maintains a constant glidepath, and was not flared for landing, it would contact the ground."AIM 2-3-3 – The "Runway Aiming Point Markings" consist of a broad white stripe located on each side of the runway centerline, approximately 1,000' from the landing threshold.Performance Aircraft requires all landings to occur within the first 1,000' of the landing runway. When flying a visual approach and landing in a C172, the (visual) aiming point chosen by the pilot is often an earlier point on the runway than the AIM defined "aiming point markings" to account for the flare. This technique ensures that the airplane touches down no farther than 1,000' down the runway.

Managing Energy

Managing energy means the pilot controls the airplane’s glidepath, speed, and power setting so that altitude and airspeed are depleted simultaneously on the intended touchdown point.

Pitch

Maintain a constant angle glidepath to the aiming point by making pitch adjustments to keep the point stationary in the windshield. If the aiming point moves lower in the windshield, lower the pitch until the aiming point is back in the correct, stationary position. If the aiming point moves toward the top of the windshield, increase the pitch until the aiming point is back in the correct, stationary position.

Power

During a stabilized approach and landing, use power to control deviations from the desired approach speed while maintaining a constant angle glidepath to the aiming point. If the airspeed is fast, reduce power while maintaining the constant angle glidepath. If the airspeed is slow, add power while maintaining the constant angle glidepath.

Since a constant angle glidepath is a requirement for a stabilized approach, airspeed deviations should be corrected by adjusting power. Changing pitch to correct airspeed deviations during a stabilized approach will cause an excursion from the constant angle glidepath, resulting in an unstable approach.



Gust Factor

Slightly higher approach speeds should be used under turbulent or gusty wind conditions. Add 1⁄2 the gust factor to the normal approach speed. For example, it the wind is reported 8 gusting to 18 knots, the gust factor is 10 knots. Add 1⁄2 the gust factor, 5 knots in this example, to the normal approach speed.

Flap Setting

The C172 Operations Manual states: “Normal landing approaches can be made with power on or power off with any flap setting desired. Surface winds and air turbulence are usually the primary factors in determining the most comfortable approach speeds.”

Students must be able to determine the best flap configuration and approach speed given the landing conditions.

4b. Traffic Pattern ProfileLEG POWER SETTING AIRSPEED FLAP ALTITUDE

Prior to Pattern Approx 1800-2000 RPM

90 0 Traffic Pattern Altitude (1000 AGL)

Downwind Approx 1800-2000 RPM

90 0 Traffic Pattern Altitude (1000 AGL)

Abeam Point Approx 1500 RPM 90 10 Initiate Descent

Base Turn Approx 1500 RPM 80 20 Continue Descent

Final Turn Approx 1500 RPM 70 30 Approx 500 AGL

Over The Numbers Slow 65 30 Flare



4c. Precision Approach (ILS Approach / RNAV GPS LPV)

1. Complete the “Approach Checklist” and identify the localizer as early as possible 2. Slow to 100 KIAS on vectors or when final approach course inbound 3. Announce “Localizer Alive” when localizer begins moving toward center. 4. Announce “Glideslope Alive” when glideslope begins moving and complete Before Landing Checklist. 5. Verify no flags at glideslope intercept altitude and marker 6. 1 dot below glideslope intercept: Flaps 10* 90 KIAS 7. At Glideslope set power to approx 1500 RPM and descend at 80 KIAS. 8. Announce at 1,000' above DA: “1,000 to go” 9. Announce at 100' above DA: “100 to go” 10. “Minimums” 11. Runway in sight: descend and slow to 70 KIAS 12. On short final, slow to 60-70 KIAS until 10’ to 20’ above the runway

4d. Non-Precision Approach (GPS, VOR, LOC Approach)

1. Load the approach into the GPS, and select appropriate nav source, and frequency if required. 2. Set the desired course on the Nav 1 OBS. 3. Complete the "Approach Checklist." 4. Slow to 90 KIAS when on a published segment of the approach or if on vectors. 5. Prior to FAF complete the before landing checklist. 6. At FAF, set power to approx 1500 RPM, set Flaps 10°. Start time if required. 7. Descend at 400-500 FPM (unless steeper descent required) at 80 KIAS. 8. Announce at 100' above minimums: "100 to go." 9. Increase power 50’ prior to reaching MDA to maintain 80 KIAS at level off. 10. "Minimums." 11. Maintain MDA (plus 50', minus 0'). 12. Runway in sight: descend at predetermined VDP or maintain MDA to MAP. 13. Do not leave MDA until landing is assured. 14. When descending from MDA: Flaps 20° - 70 KIAS. 15. On short final, slow to 60-70 KIAS until 10’ to 20’ above the runway.



5. Landing Profile

5a. Standardized Normal Approach & Landing

1. Complete the “Approach Checklist” before entering the airport area; devote full attention to aircraft control and traffic avoidance

2. Slow to 90 KIAS prior to entering downwind or traffic pattern 3. Enter the traffic pattern at published TPA (typically 1,000' AGL) 4. Complete the “Before Landing Checklist” when established on downwind 5. When abeam touchdown point, on extended base, or on extended final (when ready to descend out of

pattern altitude): Reduce power to approx. 1500 RPM and select flaps 10 ̊ 6. Descend out of TPA at 80 KIAS 7. On base leg, select flaps 20° and slow to 70 KIAS 8. Maintain 70 KIAS until short final when landing is assured, then slow to 60-70 KIAS until 10’ to 20’ above the

runway

5b. Short-Field Approach & Landing Profile.

“Steps 1-7 are identical to a normal approach and landing procedure.”

8. Select flaps FULL and slow to 62 KIAS on final when landing is assured 9. Close throttle slowly during flare – touch down on intended touchdown

point with little or no floating 10. Prevent the nosewheel from slamming onto the runway 11. Retract the flaps after touchdown 12. Simulate and announce “Max Braking” for training and checkride purposes

5c. Soft-Field Approach & Landing Profile.

“Steps 1-7 are identical to a normal approach and landing procedure.”

8. On short final when landing is assured, select flaps 30° and slow to 60-70 KIAS 9. Fly the airplane onto the ground, slowly transferring the weight from the wings to the main landing gear 10. Touch down on intended touchdown point at minimum speed with a nose-high pitch attitude 11. Keep the nosewheel off the ground as airplane slows by increasing elevator pressure 12. Prevent nosewheel from rapidly falling by maintaining aft elevator pressure

Type Flap Vref

Normal Landing Flaps Full (Flaps Up) 60-70 (65-75)

Short Field Landing Flaps Full 62

Soft Field Landing Flaps Full 60-70

Crosswind Landing Min Necessary for Field Length 60-70 Flaps Full, or 65-75 Flaps Up



5d. Circling Approach.

When conducting a circling approach, fly the non-precision approach profile to the published circling minimums . Maintain circling minimums at 80 KIAS until in a position from which a normal landing can be made. When descending from MDA (circling minimums), select flaps 20 ̊ and slow to 70 KIAS. On short final, slow to 65 KIAS until 10' to 20' above the runway.

5e. Balked Landing (Go Around).

The decision to execute a go-around is both prudent and encouraged anytime the outcome of an approach or landing becomes uncertain. Performance Aircraft considers the use of a go-around under such conditions as an indication of good judgement and cockpit discipline on the part of the pilot.

1. Full Power. 2. Reduce to Flaps 20. 3. Positive climb rate reduce flaps to 10. 4. Verbalize “Obstacle Clear” retract flaps to 0 and climb at Vy.



6. Flight Maneuver Criteria.

Flight maneuvers are the foundation of airmanship and what each pilot is tested on for a practical test. It is important to discuss, demonstrate, practice, and perform these maneuvers in order to gain this foundation and be in control of the aircraft. These maneuvers are broken down into Performance based maneuvers and Ground Reference maneuvers.

• Performance Based Maneuvers done above 1500 AGL. • Ground Reference Based Maneuvers done from 600-1000 AGL.

In addition, there is a difference in testing standards based on the private and commercial applicant. Be familiar with the ACS and what standards apply.

Prior to any maneuver in the practice area and at cruise altitude, complete the following memory items.

1. Clearing Turns. 2. Proper Configuration Flow Complete. (See below) 3. Choose a visual reference point outside of the aircraft (road, grain elevator, downtown, lake, etc.). This

ensures the use of outside references to maintain a lateral course during the maneuver. This also allows for picking a place to land in the event of an emergency especially at low altitudes.

Clean Configuration Flow

1. Fuel selector – Both 2. Mixture – Rich 3. Flaps 0°

Landing Configuration Flow

1. Fuel selector – Both 2. Mixture – Rich 3. Carburetor heat – On (carbureted models) 4. Flaps Full



6a. Slow Flight

Slow Flight is a performance based maneuver and done above 1500 AGL.

Setup

• Perform two 90° clearing turns • Landing configuration flow • Visual Reference Point

Execution

• 1500 rpm’s (maintain altitude) • As the aircraft slows, add flaps as required • Slow to 5-10 knots above 1G stall speed (approximately 45-50 KIAS). Avoid stall warning activation. • Power as required to maintain a smooth transition and airspeed • Accomplish level flight, climbs, turns, and descents as required

Recovery

• Max power / maintain altitude / reduce flaps. • Above VX, retract flaps to 0° • “Cruise Checklist.”



6b. Power Off Stall

Power Off Stall is performance based maneuver and done above 1500 AGL.

Set up • Perform two 90* clearing turns • Landing configuration flow • Visual Reference Point

Execution • Reduce throttle to idle • Maintain altitude while slowing to 65 KIAS • Pitch down to establish a normal approach attitude • Set flaps to full • Set bank angle as desired (Wings level for normal stall) • Establish and hold a normal coordinated landing pitch attitude until: horn, buffet, or full stall as specified by

instructor

Recovery • Simultaneously reduce AOA, max power, and level wings • Retract flaps to 20° (immediately) • Retract flaps to 10° when airspeed is greater than 55 KIAS • Increase pitch to arrest descent • Establish VX or VY as appropriate • Retract flaps to 0° when accelerating through VX • “Cruise Checklist.”



6c. Power On Stall

Power On Stall is a performance based maneuver and done above 1500 AGL.

Setup

• Perform two 90° clearing turns • Clean configuration flow • Visual Reference Point

Execution • Reduce throttle to idle • Maintain altitude while slowing to 60 KIAS • At 60 KIAS, simultaneously increase pitch (slowly) and apply full power • Increase pitch attitude to induce stall (full or imminent stall as specified)

o Max 20° pitch up

Recovery • Simultaneously reduce AOA, max power, and level wings • Cruise Checklist”



6d. Steep Turns

Steep turns are a performance based maneuver and done above 1500 AGL

Setup

• Perform two 90° clearing turns • 90 KIAS (1900 RPM) maintain altitude • Cruise configuration flow • Visual Reference Point

Execution • Perform a 360 turn with 45° of bank (50° commercial) • Maintain altitude and airspeed (+ back pressure, + approx. 100-200 RPM) • Roll out 10° prior to entry heading • Clear traffic and perform a 360° turn with 45° of bank in the opposite direction • Roll out 10° prior to entry heading • “Cruise Checklist”



6e. Rectangular Course

Rectangular Course is a ground reference maneuver and done between 600-1000 ft AGL.

Setup • Pick an altitude between 600-1000ft AGL • Perform two 90* clearing turns • 90 KIAS (1900 RPM) maintain altitude • Cruise configuration • Visual Reference Point

Execution • Pick a square area that is one mile in length and width

o Use fields or roads • Set up so as that the aircraft is flown ¼ to ½ mile left or right of the selected area • Enter at a 45* to the downwind as you would entering a traffic pattern • Maintain wind correction so as to parallel the road or field • Adjust power as necessary to maintain 90 KIAS • When abeam the boundary line, start the turn as to not get blown past your distance away from the area

Recovery • Exit the maneuver on the downwind at a 45* angle • Advance power back towards cruse power • Cruse Checklist



6f. S-Turns across a road

S Turns across a road is a ground reference maneuver and done between 600-1000 ft AGL.


Execution • Pick a long straight road (that is clear of obstacles) perpendicular to the wind

o Enter with a tailwind (downwind) • Pick points ½ miles apart crossing the road and also points ½ mile on either side of the road • Complete a series of 180* turns across the road to these points • Recommended radius of the turns should be about a half mile • Adjust power as required to maintain 90 KIAS

Recovery • Exit the maneuver on the downwind • Advance power back towards cruse power • Cruse Checklist



6g. Turns around a point

Turns around a point is a ground reference maneuver and done between 600-1000 ft AGL.


Execution • Pick a square field or area that is 1 mile in length and width with an object in the center

o Field intersections work well • Pick 4 object that are ½ mile on either side of the object • Enter the orbit on the downwind side • Use wind correction to maintain an orbit around the object

o Reference the 4 points on either side of the object to maintain spacing and wind correction

Recovery • Exit the maneuver on the downwind • Advance power back towards cruse power • Cruse Checklist



6h. Chandelles (Commercial Maneuver)

Chandelles are to be accomplished at an entry altitude that will allow completion no lower than 1,500' AGL, and consist of one maximum performance climbing turn beginning from straight-and-level flight, and ending at the completion of a precise 180° turn in a wings-level, nose-high attitude at the minimum controllable airspeed.

Setup

• Perform two 90° clearing turns • 100 KIAS (2200 RPM) maintain altitude • Clean configuration flow • Visual Reference Point

Execution • Choose a reference point off wing • Establish / maintain 30° bank • Full Throttle - Increase pitch to attain approx. 10-12° pitch up at 90° point

1st 90° of turn, Bank = constant 30 ̊, Pitch = increasing to 10-12 ̊ pitch up • 90° point - maintain pitch - reduce bank angle to attain level flight at 180 ̊ point

2nd 90° of turn, Pitch = constant 10-12 ̊ pitch up, Bank = decreasing to level flight • 180° point - wings level - minimum controllable airspeed • Accelerate while maintaining level flight • “Cruise Checklist”



6i. Lazy Eights (Commercial Maneuver)

Lazy Eights are to be accomplished at an entry altitude that will allow the task to be completed no lower than 1,500' AGL. The applicant is required to maintain coordinated flight throughout the maneuver, with a constant change of pitch and roll rate.

Setup

• Perform two 90° clearing turns • 100 KIAS (2200 RPM) maintain altitude – Power remains constant for the whole maneuver • Clean configuration flow • Visual Reference Point

Execution • Choose a reference point off of the wing • Simultaneously increase pitch and bank (slowly) • 45° point – 15° pitch up and 15° bank • Reduce pitch / increase bank • 90° point – level pitch - 30° bank - min. speed (5-10 knots above stall) • Continue reducing pitch and reduce bank • 135° point – 15° pitch down - 15° bank • 180° point – level flight – entry airspeed and altitude • Repeat in opposite direction • “Cruise Checklist”



6j. Eights on Pylons (Commercial Maneuver)

Eights on Pylons are to be accomplished at the appropriate pivotal altitude (groundspeed2/11.3 + field elevation), governed by the aircraft's groundspeed. The applicant is required to maintain coordinated flight while flying a figure eight pattern which holds the selected pylons using the appropriate pivotal altitude. At the steepest point, the angle of bank should be approximately 30-40°.

Setup

• Enter pivotal altitude (approximately 900’ AGL at 100 KIAS - 2200 RPM) – Power remains fixed • Perform two 90° clearing turns • Clean configuration flow • Visual Reference Point

Execution • Select two pylons to allow for minimal time spent wings level between the two • Enter maneuver on a 45° midpoint downwind • Apply appropriate pitch corrections to compensate for changes in groundspeed and; • To maintain line of sight reference with the pylon (pitch forward if point moves toward nose and pitch back if

point moves toward tail) • Begin rollout to allow the airplane to proceed diagonally between the pylons at a 45° angle • Begin second turn in the opposite direction of the first • Exit maneuver on entry heading • “Cruise Checklist”



6k. Steep Spirals (Commercial Maneuver)

Setup

• Altitude – at least 3,000’ AGL • Perform two 90° clearing turns • Best glide speed (65 KIAS) • Clean configuration flow • Visual Reference Point

Execution • Choose visual reference point • Reduce throttle to idle • Track at least three constant radius circles around reference point • Airspeed – constant • Bank angle – adjust for winds – not to exceed 60° • Clear engine once every 360° turn • Recover – roll out on specified heading (visual reference) • Adjust DG/HSI to compass • “Cruise Checklist”



6l. Accelerated Stall (Commercial Maneuver)

Accelerated stalls are accomplished at an altitude that allows completion no lower than 3,000 feet AGL. A smooth transition should be made from cruise attitude to a bank angle of 45°, maintaining coordinated turning flight, while increasing elevator back pressure steadily to induce the stall.

Setup

• Perform two 90° clearing turns • Slow to approximately 80 KIAS (during clearing turns) • Clean configuration flow • Visual Reference Point

Execution • Establish a coordinated 45° bank turn • Slowly reduce power to idle • Maintain altitude to induce stall

Recovery • Recover at the onset (buffeting) stall condition • Simultaneously reduce AOA, max power, and level wings • “Cruise Checklist”



6m. Secondary Stall Power On (CFI Maneuver)

Secondary Stalls are to be accomplished above 3,000 AGL. The purpose is to demonstrate the effect of attempting to hasten the completion of a stall recovery before the airplane has regained sufficient flying speed. Demonstrate and simultaneously explain secondary stalls from an instructional standpoint.

Setup

• Perform two 90 clearing turns • 1500 RPM (maintain altitude) • Clean configuration flow • Visual Reference Point

Execution • At 60 KIAS, simultaneously increase pitch (slowly) and apply full power Increase pitch attitude to induce stall • At stall, recover – simultaneously reduce AOA, max power, and level wings • When stall horn silences, increase pitch to induce a secondary stall At stall, recover – simultaneously reduce

AOA, max power, and level wings • “Cruise Checklist”



6n. Secondary Stall Power Off (CFI Maneuver)

Secondary Stalls are to be accomplished above 3,000 AGL. The purpose is to demonstrate the effect of attempting to hasten the completion of a stall recovery before the airplane has regained sufficient flying speed. Demonstrate and simultaneously explain secondary stalls from an instructional standpoint.

Setup

• Perform two 90 clearing turns • 1500 RPM (maintain altitude) • Landing configuration flow • Visual Reference Point

Execution • Stabilized descent at 65 KIAS • Throttle idle (slowly) • Maintain altitude to induce stall • At stall, recover – simultaneously reduce AOA and level wings (do not

add power) • When stall horn silences, increase pitch to induce a secondary stall • At stall, recover – simultaneously reduce AOA, max power, and level

wings • Retract flaps to 20 ̊ (immediately) • Retract flaps to 10° when airspeed is greater than 55 KIAS • Increase pitch to arrest descent • Establish VX or VY as appropriate. • Retract flaps to 0 ̊ when accelerating through VY • “Cruise Checklist”



6o. Elevator Trim Stall (CFI Maneuver)

Elevator Trim Stalls are to be accomplished above 3,000 AGL. The purpose is to demonstrate what can happen when full power is applied for a go-around and positive control of the airplane is not maintained. Demonstrate and simultaneously explain elevator trim stalls from an instructional standpoint.

Setup

• Perform two 90 clearing turns • 1500 RPM (maintain altitude) • Landing configuration flow • Visual Reference Point

Execution • Trim for stabilized descent at 65 KIAS Apply full power (slowly) • Allow the nose to rise and turn left • When stall is approaching (high AOA) recover – simultaneously reduce AOA, max power, and level wings • Adjust trim while accelerating to VYRetract flaps to 0 ̊ at 65 KIAS • “Cruise Checklist”



6p. Cross Control Stall (CFI Maneuver)

Cross-Control Stalls are to be accomplished above 3,000 AGL. The purpose is to demonstrate the effect of improper control technique and to emphasize the importance of using coordinated control pressures whenever making turns. This demonstration shows what can happen during poorly executed base-to-final turn where too much rudder is applied in the direction of the turn. Demonstrate and simultaneously explain cross-control stalls from an instructional standpoint.

Setup

• Perform two 90 clearing turns • 1500 RPM (maintain altitude) • Clean configuration flow • Visual Reference Point

Execution • Stabilized descent at 65 KIAS • Establish a 30 ̊ banked turn • Smoothly apply excessive rudder pressure in the direction of the turn • As rudder pressure increases, opposite aileron will be necessary to maintain constant bank angle • Increase aft elevator pressure • At first indication of stall, recover – simultaneously reduce AOA, max power, and level wings • “Cruise Checklist”



7. Abnormal and Emergency Procedures.

7a. Methodology

As much as we prepare for normal operations as pilots we should also discipline ourselves to practice abnormal and emergency operations as well. The following is a foundation to consider when training for such events or having been dealt an abnormal or emergency situation. Take the time to build the muscle memory and understand your aircraft.

For the most part in the flight training environment we operate as one single crewmember and build on our experience each lesson to strengthen our Single Pilot Resource Management (SRM). When a CFI and student are onboard and faced with an abnormal operation we must utilize Crew Resource Management (CRM). Examples and a sequence of procedures are listed below for both SRM and CRM.

Single Pilot Resource Management (SRM). SRM is the art of managing all onboard and outside resources available to a pilot. The definition is vague, however during normal operations we do just that. We manage all onboard and outside resources before, during, and after the flight for a successful outcome. This essentially is following the process to stay one step ahead of the airplane in terms of checklists, weather, navigation, power setting, communications, etc. During training and building on our SRM the PIC is responsible for all aeronautical decision making. The PIC is also responsible to make safe and conservative decisions during abnormal and emergency ops.

Crew Resource Management (CRM). CRM is also the art of managing all onboard and outside resources available to the pilot before, during, and after a flight for a successful outcome. However, one major difference is now we are part of a team effort and must utilize each other to complete the flight safety. We are interdependent on each other to complete the mission. In training your Aeronautical decision making will be challenged as if you were the Pilot in Command (PIC) therefore SRM. If you advance your aviation career and operate in a multi crew flight deck you will start to integrate CRM. Crew resource management differs from Single pilot resource management in the following ways.

1. Aeronautical decision making is a 2-way street and both pilots will consider the options and make a safe decision.

2. CRM will utilize split job duties (procedure below). Generally, one crewmember flying and the other working on the issue at hand.



7b. Abnormal and Emergency Sequence of Procedures.

Whenever a situation is not part of our normal procedures in an aircraft consider the following. 1. Aviate 2. Navigate 3. Communicate

Aviate As pilots our one job is to take a moving object airborne and then bring it back safely to the ground. It is human nature and many studies have shown that if our attention is directed off course, such as an emergency we omit our primary objective of flying the aircraft. The following term has been used in aviation for many years at all levels. Fly the airplane first! Maintain aircraft control of altitude, configuration, and safe flying before attempting to solve the problem.

Navigate Ensure the aircraft is navigating where it needs to be. Whether that is a heading issued from ATC, or radio and gps navigation.

Communicate Communicate your situation to local air traffic control, or on the CTAF. The two things to consider are declaring an emergency or an advisory. Do not hesitate to declare an emergency if the situation requires it. You are telling ATC that you need priority and assistance is requested. An advisory communicates to controllers or other aircraft that you have a scenario that is not favorable but the safety of the flight is not affected.

After these three things have been considered continue to isolate the problem.

Dealing with the Abnormal or Emergency. When dealing with abnormal ops follow the procedure in order listed below.

1. Memory Items 2. Abnormal or Emergency Checklists

Memory Items Memory items are quick acting actions in an aircraft during an emergency. They are listed with some emergency checklists as the first several items and generally are BOLD in our aircraft POH. These are memory items and should be committed to memory so that they can be completed during an emergency in a timely manner.

Checklists Once memory items are complete and there is sufficient time, find and complete the appropriate checklist in the aircraft checklist or aircraft POH.



7c. Management of Abnormal or Emergency Operation Procedures.

SRM As PIC of an aircraft in solo operations you are responsible for all items and must use Aeronautical Decision Making to choose the safest course of action. When following this sequence of procedures listed below the key is not to fast and not to slow. However a smooth, steady, quick response should be expected to put yourself in the best position.

1. Aviate 2. Navigate 3. Communicate (consider)

a. Memory Items or Checklists may need to be completed prior to communicating to ATC or over the CTAF.

4. Memory Items. 5. POH Checklists.

CRM When flying with an instructor and faced with an abnormal situation (not training) you will act as a crew and utilize crew resource management to share tasks and safely complete the flight.

CFI The CFI will take control of the aircraft and complete the following tasks.

1. Aviate. 2. Navigate. 3. Communicate. 4. Direct student to memory items and checklists. 5. Consider all options from both crew members.

Student The student will give aircraft control to the CFI.

1. Assist with memory items and abnormal checklists. 2. Consider all options from both crew members.



8. Flight Training Supplements

8a. Checklist


C-172r ChecklistPREFLIGHT - CABIN

Pitot Tube Cover REMOVE POH AVAILABLE Weight & Balance CHECKED Parking Brake SET Control Wheel Lock REMOVE Ignition Switch OFF Avionics Master OFF Master Switch ON Fuel Quantity CHECK Low Fuel Annunciators EXT Avionics Master ON Avionics Cooling Fan ON Avionics Master Switch OFF Static Pressure Alt Source OFF Annunciator Panel HOLD & TEST Fuel Selector Valve BOTH Fuel Shutoff Valve ON(IN) Flaps EXTEND Pitot Heat ON/CHECK/OFF Master Switch OFF

EMPENNAGE Rudder Gust Lock REMOVE Tail Tie Down DISCONNECT Control Surfaces CHECK Trim Tab CHECK Antennas CHECK

RIGHT WING Aileron CHECK Flap CHECK Wing Tie Down DISCONNECT Main Wheel CHECK Fuel Sump DRAIN Fuel Quantity CHECK Fuel Filler Cap SECURE

NOSE Fuel Sump CHECK Engine Oil CHECK (5-8 qts) Engine Cooling Inlet CLEAR Prop & Spinner CHECK Air Filter CHECK Nose Wheel Strut & Tire CHECK Left Static Source Opening CHECK

LEFT WING Fuel Sump DRAIN Fuel Quantity CHECK Fuel Filler SECURE Main Wheel CHECK Fuel Tank Vent Opening CHECK Stall Warning Opening CHECK Wing Tie Down DISCONNECT Landing & Taxi Lts. CHECK Aileron CHECK Flap CHECK

BEFORE START Preflight Inspection COMPLETE Passenger Brief COMPLETE Seats and Seat Backs ADJUST/LOCK Brakes TEST & SET Circuit Breakers CHECK IN Electric Equipment OFF Avionics Master OFF Fuel Selector Valve BOTH Fuel Shutoff Valve ON (IN)

STARTING ENGINE Throttle OPEN 1/4 INCH Mixture IDLE CUTOFF Prop Area CLEAR Master Switch ON Beacon ON Aux Fuel Pump ON Mixture SET TO RICH Fuel Flow Stable (3-5 SEC) CHECK Mixture IDLE CUTOFF Aux Fuel Pump OFF Ignition Switch START Mixture ADVANCE Oil Pressure CHECK Nav Lights ON Avionics Master Switch ON Radios ON Flaps RETRACT

BEFORE TAKEOFF Parking Brake SET Passenger Seat Back UPRIGHT Seats & Seat Belts SECURE Cabin Doors CLOSED & LOCKED Flight Controls FREE & CORRECT Flight Instruments CHECK & SET Fuel Quantity CHECK Mixture RICH Fuel Selector Valve BOTH Throttle 1800 RPM Magnetos CHECK (150/50) Vacuum Gauge CHECK Engine Inst & Ammeter CHECK Annunciator Panel CHECK Throttle CHECK IDLE Throttle SET AT 1000 RPM Throttle Friction SET Strobe Lights ON Radios and Avionics SET Elevator Trim SET Wing Flaps SET FOR TAKEOFF Brakes RELEASE

NORMAL TAKEOFF Wing Flaps SET (0-10) Throttle FULL Mixture RICH Rotate 55 KIAS Climb Speed 70-80 KIAS (VY 79) Wing Flaps RETRACT SHORT FIELD TAKEOFF

Wing Flaps 10 DEGREES Brakes APPLY Throttle FULL Mixture RICH Brakes RELEASE Rotate 55 KIAS Climb Speed 60 KIAS Wing Flaps RETRACT

SOFT FIELD TAKEOFF Wing Flaps 10 DEGREES Elevator FULL AFT Throttle FULL Mixture RICH Rotate SLOWEST SPEED Climb Speed VX or VY (60 / 79 KIAS) Wing Flaps RETRACT

CLIMB Airspeed 70-85 KIAS Throttle FULL Mixture RICH

CRUISE Power 2000-2400 RPM Elevator Trim ADJUST Mixture LEAN

DESCENT Power AS REQUIRED Mixture ADJUST Altimeter SET Fuel Selector Valve BOTH Wing Flaps AS DESIRED

BEFORE LANDING Seat Backs UPRIGHT Seats & Seat Belts SECURED Fuel Selector Valve BOTH Mixture RICH Landing & Taxi Lts ON

NORMAL LANDING Wing Flaps AS DESIRED Airspeed 65 - 75 FLAPS UP 60 -70 FLAPS DN Touchdown MAIN WHEELS FIRST Landing Roll LOWER NOSE Braking MINIMUM REQ SHORT FIELD LANDING

Wing Flaps FULL Airspeed 62 KIAS Power IDLE AFTER OBSTACLE Touchdown MAIN WHEELS FIRST Brakes APPLY HEAVY Wing Flaps RETRACT

SOFT FIELD LANDING Wing Flaps FULL Airspeed 60 - 70 KIAS Touchdown MAIN WHEELS FIRST Nosewheel OFF GROUND

GO AROUND Throttle FULL Wing Flaps RETRACT TO 20 Climb Speed 55 KIAS Wing Flaps 10 (obstacle) THEN 0

Performance Aircraft C172r Checklist Revision #1



AFTER LANDING Wing Flaps UP

SECURING AIRPLANE Parking Brake SET Electrical Equip. OFF Avionics Master OFF Mixture IDLE CUTOFF Ignition Switch OFF Master Switch OFF Control Lock INSTALL Fuel Selector Valve LEFT OR RIGHT

ENGINE FAIL DURING TAKEOFF ROLL

Throttle IDLE Brakes APPLY Flaps RETRACT Mixture IDLE CUTOFF Ignition Switch OFF Master Switch OFF ENGINE FAILURE AFTER

TAKEOFF Airspeed FLAPS UP 65 KIAS FLAPS DN 60 KIAS Mixture IDLE CUTOFF Fuel Shutoff Valve OFF Ignition Switch OFF Flaps AS REQUIRED Master Switch OFF Cabin Door UNLATCH Land STRAIGHT AHEAD ENGINE FAIL IN FLIGHT (RESTART PROCEDURE)

Airspeed 65 KIAS Fuel Shutoff Valve ON Fuel Selector Valve BOTH Aux Fuel Pump ON Mixture RICH Ignition Switch BOTH OR START Aux Fuel Pump OFF If Fuel Flow Drops to 0 return Aux Fuel Pump to On position.

FORCED LANDING Passenger Seat Backs UPRIGHT Seats and Seat Belts SECURE Airspeed FLAPS UP 65 KIAS FLAPS DN 60 KIAS Mixture IDLE CUTOFF Fuel Shutoff Valve OFF (out) Ignition Switch OFF Wing Flaps AS REQUIRED Master Switch OFF Doors UNLATCH Touchdown SLIGHTLY TAIL LOW Brakes APPLY HEAVY

FIRE DURING START Ignition Switch CRANK Engine Starts. Power 1700 RPM FEW MINUTES Engine SHUTDOWN Engine Fails to Start. Throttle FULL OPEN Mixture IDLE CUTOFF Cranking CONTINUE Fuel Shutoff Valve OFF (out) Aux Fuel Pump OFF Fire Extinguisher OBTAIN Engine SECURE Master Switch OFF Ignition Switch OFF Parking Brake RELEASE Airplane EVACUATE Fire EXTINGUISH Fire Damage INSPECT ENGINE FIRE IN FLIGHT Mixture IDLE CUTOFF Fuel Shutoff Valve OFF (out) Aux Fuel Pump OFF Master OFF Cabin Heat and Air OFF Airspeed 100 KIAS If fire is not ext increase glide speed to find an airspeed which will provide an incombustible mixture. Forced Landing Checklist EXECUTE

ELECTRICAL FIRE IN FLIGHT

Master Switch OFF Vents, Cabin Air, Heat CLOSED Fire Extinguisher ACTIVATE Avionics Master OFF All Switches (not ignition) OFF Fire out, ventilate the Cabin. Vents, Cabin Air, Heat OPEN Fire out and electrical equipment needed for flight. Master Switch ON Circuit Breakers CHECK Radio Switches OFF Avionics Master Switch ON Radio/Electrical Switch ON One at a time to find short circuit.

CABIN FIRE Master Switch OFF Vents/Cabin Air/Heat CLOSED Fire Extinguisher ACTIVATE Fire out ventilate the cabin. Vents/Cabin Air/Heat OPEN Land As Soon As Possible

WING FIRE Landing/Taxi Lights OFF Nav Lights OFF Strobe Lights OFF Pitot Heat Switch OFF Perform slideslip and land as soon as possible. STATIC SOURCE BLOCK

Alternate Static Source PULL ON Airspeed CONSULT POH LAND FLAT MAIN TIRE

Approach NORMAL Wing Flaps 30 DEGREES Touchdown GOOD TIRE FIRST Use aileron to remain off flat as long as possible. Directional Control MAINTAIN

LAND FLAT NOSE TIRE Approach NORMAL Flaps AS REQUIRED Touchdown ON MAINS When Nosewheel touches down maintain full elevator to slow to a stop.

AMMETER EXCESSIVE RATE OF CHARGE

Alternator OFF Nonessential Equipment OFF Flight TERMINATE Land as soon as practical.

AMMETER INDICATES DISCHARGE

Avionics Master OFF Alternator Circuit Breaker CHECK IN Master Switch OFF Master Switch ON Low Volt Annunciator CHECK OFF Avionics Master ON If Annunciator comes back on. Alternator OFF Nonessential Equipment OFF Flight TERMINATE Land as soon as practical.

VACUUM FAILURE Vacuum Gauge CHECK

SPEEDS Vso 33 KIAS Vs 44 KIAS Vr 55 KIAS Best Glide 65 KIAS Vref Flaps Dn 60 -70 KIAS Flaps Up 65 - 75 KIAS Vx 60 KIAS Vy 79 KIAS Vfe Flaps 0-10 110 KIAS Flaps 10-30 85 KIAS Va 2400 lbs 99 KIAS 2000 lbs 92 KIAS 1600 lbs 82 KIAS Vno 129 KIAS Vne 163 KIAS Max Window 163 KIAS Max Dem Crosswind 15 Knots

*This checklist was developed by Performance Aircraft for use in the Cessna 172r model. In any emergency situation refer to the Pilot Operating Handbook.

Performance Aircraft C172r Checklist Revision #1


8b. LNK Practice Area

The Lincoln airport has 4 practice areas used by both the LNK Tower and OMA Departure. You will request a certain practice area for your local training flight. These can be found in the Performance Aircraft SOP and the image is below.

NW Boundaries. North of I80 and West of Pawnee Lake.SW Boundaries. South of I80 and West of Pawnee Lake.NE Boundaries. North of 34 (O Street) and East of 84th Street.SE Boundaries. South of 34 (O Street) and East of 84th Street.



8c. Pawnee Lake Arrival

From time to time the LNK tower will direct the aircraft to fly the Pawnee Lake arrival. This request is to fly over Pawnee Lake (west of the field) and over midfield at 3500ft MSL then contact tower midfield. From here the aircraft is given discretion on altitude and enter a downwind for 35/17.

8d. Cessna 172r Leaning Procedure

The following are the Performance Aircraft guidelines from the Cessna 172R POH on mixture control during each phase of flight and how we should teach our customers.

After Start/Taxi • Set Throttle to 1200 RPM. • Lean The mixture for maximum RPM. • Set throttle back to 1000 RPM for ground ops.

Before Takeoff • Above 3000 feet elevation the mixture should be leaned to give max RPM in a full throttle, static run up prior to

takeoff. • Below 3000 feet elevation the mixture should be set to full Rich.

Climb • Through 3000 feet lean mixture for smoother operation and max RPM.

Cruise • Below 75%-80% power use the EGT Gauge to lean the mixture to 50 degrees rich of peak.

Descent • Adjust for smooth operation. Enrichen mixture slightly during the descent anticipating full rich for landing.

Landing • Full Rich

The following is from the Lycoming IO 360 engine manual. On engines with manual mixture control, maintain mixture control in “Full Rich” position for rated takeoff, climb, and maximum cruise powers (above approximately 75%). However, during take-off from high elevation airport or during climb, roughness or loss of power may result from over-richness. In such a case adjust mixture control only enough to obtain smooth operation – not for economy. Observe instruments for temperature rise. Rough operation due to over-rich fuel/air mixture is most likely to be encountered in carbureted engines at altitude above 5,000 feet. Always return the mixture to full rich before increasing power settings.



Notes

*Full Rich on takeoff below 3000 feet because the need for more fuel for combustion and cooling on an engine operating over 75%-80% power is greater than the small amount of additional performance.

Leaning the mixture can be accomplished at any altitude as long as engine percentage of power is below 75%-80%. The engine designers and engineers have concluded that takeoffs below 3000 feet are at a higher percentage of power and the bigger benefit falls with a full rich mixture.

Do however teach customers high altitude airport/aircraft operations and the need to lean the mixture at airports above 3000 feet to get max RPM.

8e. Cessna 172r Forward Slip Procedure with Flaps Extended.

The Performance Aircraft Cessna 172r aircraft have a placard below the flap handle that states “AVOID SLIPS WITH FLAPS EXTENDED”. This placard leads us pilots to believe that forward slips cannot be conducted when flaps are extended.

However, in the Cessna 172r pilot operating handbook the placard is not listed within the limitations section. The only place it is referenced within the POH is in the normal procedures section under normal landings. It states “steep slips should be avoided with flap settings greater than 20 degrees due to a slight tendency for the elevator to oscillate under certain combinations of airspeed, sideslip angle, and center of gravity loadings”.

It does not define what a steep slip is however it does specifically say no steep slips with flap settings greater than 20 degrees. The preferred method for conducting and or demonstrating a forward slip should be with flap settings 0, 10, or 20 degrees and never when configured with full flaps (30 degrees).



8f. Inoperative Equipment Flow Chart.


Inoperative Instruments and Equipment Flow Chart 91.213

Does the aircraft have an approved

MEL?

Follow the MEL Procedure.

Is The Inoperative Instruments or Equipment required by the VFR

Day Type Certificate?

YES

NO

NOT AIRWORTHY Maintenance or Special Flight Permit required.

Is the Inoperative Instrument or Equipment required by 91.205 or

any additional Part 91 Rule?

YES

YES

NO

Is the Inoperative Instrument or Equipment required by an

Airworthines Directive?

Is the Inoperative Instrument or Equipment required by the Aircraft equipment list or kind of operations

equipment list (KOEL)?

YES

YES

NO

NO

91.213 requires either REMOVE and placard the item OR DEACTIVATE

and placard the item.

NO

Equipment must be turned off, circuit breaker pulled and collared.

Placard the equipment INOP and record the maintenance as per 43.9.

DEACTIVATE Works must be completed, signed, and labeled INOP by a certified Mechanic and

weight and balance list adjusted.

REMOVED

FLY!!


8g. Instrument Currency Flow Chart


Instrument Currency 61.57(c)

In the preceding 6 calander

months have you

accomplished the following?

YOUR CURRENT

Establish a Currency Date of when your currency ran out. Are you still within the 6

month grace period after your currency date?

AND AND

YES

To regain currency fly with a Safety Pilot

91.109 (c), Approved Flight

Simulator/FTD/ATD 61.57 (c)/AC 61-136B, or

accomplish an IPC 61.57(d).

Fly an IPC with a CFII

and recieve a logbook

endorsement.

YOUR CURRENT

Logged 6 Inst Approaches

Holding procedures and

tasks.

Intercepting and tracking courses

through the use of navigational electrical

system.

Log enough

approaches to show 6 in the preceding 6

months.

Holding Procedures and

tasks.

Intercepting and tracking courses

through the use of navigational electrical

system.

YES

NO

YES NO

AND

AND


8h. Prog Check Planning. Use the following guidance below to best prepare for your private or instrument 141 progress check with the check instructor. 1. Study the King Schools syllabus to understand what

will be covered during the check flight and the standards that you must meet in order to move to the next phase of training. This will cover both the ground and flight activities.

2. Have your online ground content completed through the phase you are currently working on.

3. Come prepared with the flight planning, landing and taking performance, and weight and balance for the progress check flight you are completing.

Private Pilot

Phase 2 Flight Scenario 4 2 Hours Approx. Standard weather brief Takeoff and landing performance. Weight and balance.

Phase 5 Flight Scenario 1 2-2.5 Hours Approx. Standard weather brief. Takeoff and landing Performance. Weight and balance.

Phase 7 Flight Scenario 3. 3.5 Hours Approx. Flight Plan and Navlog for KLNK to KGRI. Standard weather brief. Takeoff and landing performance. Weight and balance.

Phase 10 Flight Scenario 2. Final Prog. 4 Hours Approx. Flight plan and Navlog for KLNK to KBUB. Standard weather brief. Takeoff and landing performance. Weight and balance.

Instrument Rating

Phase 2 Flight Scenario 8. 2 Hours Approx. Standard Weather Brief. Takeoff and landing performance. Weight and balance.

Phase 4 Flight Scenario 3. 2 Hours Approx. Standard Weather Brief. Takeoff and landing performance. Weight and balance.

Phase 6 Flight Scenario Flight Scenario 4. 3 Hours Approx. Standard Weather Brief. Takeoff and landing performance. Weight and balance.

Phase 8 Flight Scenario 2. Final Prog. 4 Hours Approx. Flight plan and navlog for KLNK to KONL. Standard Weather Brief. Takeoff and landing performance. Weight and balance.



8i DME Arc Procedure.

The following is the Performance Aircraft procedure to setup and fly a DME Arc. This portion of the approach is a requirement for the Instrument rating 141 final progress check and on the instrument rating checkride.

1. Load the approach in the Garmin and get clearance to IAF. 2. Leave Nav 1 in GPS and set the final approach course. 3. Use the default Nav page (cdi page) for DME. 4. Set up Radio Frequency in Nav 2. 5. Brief the approach. 6. Ask “Where am I going and what am I going to do when I get there?”. 7. Typically to join the arc it will be a 90 degree turn from the outbound radial. 8. Bug that heading. 9. Set Nav 2 OBS to a radial that is typically 10 degrees from the outbound radial. 10.When the distance from the arc/fix is within 10% of your ground speed start turning to the heading. 80 knots

groundspeed = 8 so turn start turn at .8. Also GPS should indicate a turn to that approximate direction. 11.When Nav 2 (radio nav) CDI centers up. 12.Turn 10 degrees toward the VOR and 13.Twist the OBS needle an additional 10 degrees. 14.Follow this until you are within 5-10 degrees from the final approach fix and turn in bound. 15.Now Use GPS Nav 1 and the GPS default nav page (cdi page) for DME for your primary nav source. 16.Set the final approach course in Nav 2 (radio nav) as a backup. 17.Fly the final approach course.



9. CFI

9a. Flight Review, Annual Checkout, Initial Checkout, 90 Day currency Overview

There are 5 major “check” flights that we provide for Performance Aircraft customers. The flight review and IPC are required by the FAA and further guidance can be found in Advisory Circular 61-98d. The Initial aircraft checkout, annual aircraft checkout, and 90 day currency are Performance AIrcraft requirements. Again, the 5 “check” flights are:

• Flight Review • Initial Aircraft Checkout • Annual Aircraft Checkout • 90 Day Currency • IPC

Performance Aircraft Checkout Guide This guide on the following pages will cover everything that must be accomplished for ALL flight checks. In addition, this guide will have ground discussions that flow from the personal minimums checklist or PAVE, and suggested flight activities come from the areas of operation from the ACS/PTS.

All BOLD faced items are mandatory topics to be covered for each flight check, with the exception of the 90 day currency check (only 3 takeoffs and landings).

9b. Flight Review The flight review per 61.56 consists of a minimum of 1 hour of flight training and 1 hour of ground training. It also consists of a review of Part 91 flight rules and a review of maneuvers that are necessary for the CFI to determine the safe exercise of the privileges of his/her pilot certificate.

Again the flight review is a minimum of 1 hour of flight training and a minimum of 1 hour ground training. There will be reviews that a customer/student will not fly to PTS/ACS standards. In this case it is not a failure of a flight review. It can be logged as a normal flight and an invitation to return for an additional flight to clean up defficancy’s or weak areas. For some customers who have not flown in many years there should be multiple flights before the final flight review endorsement is given.

Good practice for a flight review is understand the pilots past flying history and what knowledge and experience they have. In addition, ask them what they would like to accomplish on the review. This should help ease the customer and help them try and reach out of their comfort zone.

The Performance Aircraft Checkout Guide will assist the CFI in building a plan of action to complete the flight review both for ground and through suggested flight activities. Not all items must be completed to finish a flight review.

CFI Flight Review Flow • Oral discussion over the Performance Aircraft Checkout Worksheet and make sure it’s complete. • Oral discussion of ground Bold faced items and test the customer on selected other topics. • Integrate the customers requests in the Plan of Action for flight. • Fly at a minimum the Bold faced flight activities and add more as necessary.



9c. Initial/Annual Aircraft Checkout The CFI can use the checkout guide as guidance for both the initial and annual aircraft checkout. This is a Performance Aircraft requirement not a FAA requirement.

CFI Initial/Annual Aircraft Checkout Flow • Oral discussion over the Performance Aircraft Checkout Worksheet and make sure it’s complete. • Oral discussion of ground Bold Faced items. • Fly at a minimum the Bold faced items from the guide.

9d. 90 Day Currency Once a customer has passed 90 days without flying they will complete a 90 day currency checkout. This will ensure their landing currency and give them more exposure/experience in the aircraft.

90 Day Currency Flow • Oral discussion over the Performance Aircraft Checkout Worksheet and make sure it’s complete. • Oral discussion of ground Bold faced items. • 3 Takeoff and Landings at KLNK.

9e. Instrument Proficiency Check The IPC will need to be accomplished once the customer has lapsed on their instrument currency or anytime at their request. The guide can also direct the CFI what activities are required to complete the IPC. There are specific Bold faced IPC requirements listed at the bottom of the form in the suggested flight activities.

CFI IPC Flow • Oral discussion over the Performance Aircraft Checkout Worksheet and make sure it’s complete. • Oral Discussion of ground Bold faced items. Although not required additional ground may be covered. • Complete the IPC Bold flight activities.




Performance AIrcraft Checkout GuidePilot Name Date A/C Type C172R SR20Type of Check FlightFlight Review Initial Check Annual Check 90 Day Currency IPC

NOTES - All bold faced items are required topics for each check flight. Not all flight activities are required.The flight review must be a minimum of 1 hour of flight and 1 hour of ground.

In addition to what the pilot would like to specifically train select from the suggested ground and flight items listed below to test their knowledge, experience, and airmanship to complete the Flight Review.

Hold the pilot to the pts/acs standards of their certificate. Add Commercial Pilot Maneuvers as necessary. No logbook entry for an unsatisfactory performance on a fight review is required.

Annual/Initial Check Flight do at least the minimum bold faced ground items and flight items. If they will be flying IFR also complete the IPC requirements.

90 day recurrency do at least the minimum bold faced ground items and complete the check flight with at least 3 takeoffs and landings in the KLNK pattern.

Only Required activities for IPC listed below. Review AC 61-98d for recommended ground review.

Ground Oral Discussion, Operation and Performance Requirements. Suggested Flight Activities: Area of Operations from PTS/ACS.Weight and Balance Preflight Preparation

Mission Brief-Airspace, WX, Notams, Fltplan, etc. Weather Brief

Performance Aircraft Worksheet Flight Planning

Performance AIrcraft FOM Performance and Limitations

Emergency Memory Items Operations of Systems

PILOT: Preflight Procedures

Recent Flight Experience (61.57) Preflight Inspections

Logbook Requirements (61.51) Cockpit Management

Preflight Action (91.103) Before Takeoff Brief

Safety Belts (91.107) Airport Operations

Careless or Reckless Operation (91.13) Radio Comms

Dropping Objects (91.15) Airport, Runway, Taxiway Signs, Markings & Lts

Supplemental Oxygen (91.211) Takeoff, Landings, Go Arounds

AIRCRAFT: Normal & Crosswind Takeoff/Climb

Basic Airworthiness (91.7) Normal & Crosswind Approach/Land

Flight Manual, Markings, Placards (91.9) Soft Field Takeoff/Climb & Approach/Land

Certification Required (91.203) Short Field Takeoff/Climb & Approach/Land

Instrument and Equipment Requirements (91.205) Go Around

Transponder Requirements (91.215) Pattern Procedures

Inoperative Instruments and Equipment (91.213) Performance Maneuver

Maintenance Required (91.405) Steep Turn

Maintenance Records (91.417) Navigation

Operations after Maintenance (91.407) Pilotage and Dead Reckoning

Inspections Nav Systems and Radar Services

Annual, AD's, 100 Hour (91.409) Diversion

Altimeter and Pitot Static System (91.411) Lost Procedures

VOR Check (91.171) Slow FLight and Stalls

Transponder (91.413) Maneuvering During Slow Flight

ELT (91.207) Power Off Stalls

ENVIRONMENT: Power On Stalls

Airports Spin Awareness

Markings (AIM) Basic Instrument Maneuvers

Traffic Patterns (91.126) Straight and Level

Airspace Turns to Headings

Altimeter Settings (91.121) Recovery from Unusual Attitudes

Minimum Safe Altitudes (91.119, 91.177) Radio Comms/ Nav Systems

Cruising Altitudes (91.159, 91.179) Emergency Operations

Speed Limits (91.117) Emergency Approach and Land

Right of Way (91.113) Systems and Equipment Malfunctions

Types of Airspace (AIM Chapter 3) Automation Failure (Auto Pilot or Avionics)

Controlled Airspace Postflight Procedures

Class G Airspace After Landing, Parking Securing

Special Use AIrspace IPC

Emergency Air Traffic Rules (91.139) Holding Procedures

ATC Procedures Recovery from Unusual Flight Attitudes

Clearances (AIM Chapter 4) Intercept, Track Nav Systems and Arcs

Procedures (AIM Chapter 5) Non Precision Approach

Weather Precision Approach

Meteorology (AIM Chapter 7) Missed Approach

Wake Turbulence (AIM Chapter 7) Circling Approach

EXTERNAL PRESSURE: Landing from an Instrument Approach

Personal Minimums Approach with Loss of Primary Flight Instruments

PTS/ACS Checking Instruments and Equipment


9g. Private Pilot Sim Scenario 1.


Private Pilot Simulator Scenario 1Pre Solo StageKLNK - KOLU

Briefing Items.VFR Weather.CFI acts as ATC.Weight and Balance.Current takeoff, cruise, and landing performance numbers.Navigate GPS/VOR to KOLU.Normal Procedures/Checklist.Takeoff Brief Memory Items.

Preflight● Cockpit Setup - VOR 311 Radial LNK VOR, GPS to KOLU.● Checklist

Before Takeoff● Checklist● VACUUM GAUGE - 0. Brief and Reset.● AMMETER - 0. Brief and Reset.● Normal Takeoff - Brief speeds, vfr departure procedures for LNK.● Takeoff Brief and discuss.

Takeoff● Checklist● Brief speeds and sight picture.● ABORT TAKEOFF. Low Oil Pressure or ATC. Memory Items.

○ Reset Aircraft for Takeoff.● ENGINE FAIL after 500 feet. Memory Items.

○ Reset Aircraft for Takeoff.● Short Field takeoff.

Climb● Checklist

Cruise● Lean the mixture per POH. Note EGT & RPM● Navigate to KOLU via VOR & GPS.● FLIGHT INTO IMC. Four fundamentals.

○ Clear and continue to KOLU● AMMETER DISCHARGE Brief and Checklist.

○ Do this close to KOLU so that it makes sense to continue to Columbus.Descent

● Checklist.Before Landing

● Brief landing straight in 32.● Traffic pattern, Vfe, Vref, etc.● GO AROUND. Checklist.

Climb/Cruise● Climb back up 5500ft and navigate back towards KNLK.

○ Reset Electrical problem.● ENGINE FAIL AT CRUISE. Memory Items.● FORCED LANDING. Memory Items.


10. Revision Page

10a. Revision 6 - 3-12-2021

• Section 2. Updated Useful Acronyms. • ABAAA • 5 T’s • MARVELOUS VFR C500.

• Section 8. Changed name of Flight Supplements to Flight Training Supplements. • 8f. Updated Inoperative instruments and equipment chart 91.213. • 8g. Added Instrument Currency flow chart 61.57(c). • 8h. Added Prog Check Planning guidance. • 8i. Added DME Arc Procedure.

• Section 9. CFI • 9g. Added Private Pilot Sim Scenario 1.

• Section 10. Added Revision Page.


Documents

Flight Operations Manual Rev 6 Table of Contents