CESSNA C-172. Flight Operations Manual (2011)

How to use this Book

This book should be used as a supplement for the planning and

execution of all flights in a NOVA C-172s aircraft. Although an ex-

cellent resource, this information will not guarantee a safe flight.

Minimizing flight risk requires sound judgment and sensible operat-

ing practices. Safety of flight ultimately depends upon the deci-

sions made by you, the pilot.

Safe flights should be conducted in accordance with regulations,

ATC clearances, personal capabilities, and the aircraft operating

limitations described in the FAA Approved Airplane Flight Manual

and Pilots Operating Handbook (POH). Procedures in this publica-

tion are derived from procedures in the FAA Approved Airplane

Flight Manual (AFM). NOVA has attempted to ensure that the data

contained here agrees with the data in the AFM. If there is any dis-

agreement, the Airplane Fight Manual is the final authority. For

operations outside the United States, refer to the appropriate regu-

lations for that country. This publication should be in the pilot’s

possession during all flight operations.

-2-

Table of Contents

Before Takeoff - 35

Procedure (Do-List)

Section 1 - Introduction…………………………………………..8

Take-Off - 38

General - 8

Sample Take-Off Briefing

Single Pilot Resource Management - 8

Procedure (Flow Pattern)

Checklist Philosophy - 9

En Route Climb - 40

Classification of Checklists - 10

Procedure (Flow Pattern)

Reference Materials - 11

Cruise - 41

Terms and Abbreviations - 11

Procedure (Flow Pattern)

Contact Information - 12

Descent - 42

Section 2 - Limitations………………………………………….14

Procedure (Flow Pattern)

General - 14

Before Landing / Traffic Pattern - 44

V Speeds - 15

Procedure (Flow Pattern)

Performance Specifications - 16

Approach - 46

Stabilized Approach Criteria - 47

Section 3 - Standard Operating Procedures…………

VFR Criteria

General - 18

IFR Criteria

Checklist Completion for Normal Procedures - 19

Preflight - 20

Procedures - 49

Approach Briefing

Documentation

Equipment

Precision Approach

Non-Precision

Procedure (Flow Pattern)

Before Engine Start - 28

GPS Approach

Missed Approach

Passenger Briefing

Procedure (Do-List)

Go-Around - 54

Procedure (Memory)

Engine Start - 29

Procedure (Do-List)

Landing - 55

Normal Landing

Before Taxi - 33

Avionics Configuration

Short Field Landing

Soft Field Landing

Taxi-Out - 34

Procedure (Flow Pattern)

Cross Wind Landing

-3-

-4-

After Landing - 57

Section 7 - Supplementary Information……………………..74

Procedure (Flow Pattern)

General - 74

Arrival / Shut Down - 57

Pilot Qualification and Training - 74

Procedure (Flow Pattern)

Training

Section 4 - Maneuvers…………………………………………...60

Medical Certificates

General - 60

Pilot Duty Considerations - 75

Steep Turns - 60

Duty Time and Rest

Execution

Physiological

Maneuvering During Slow Flight - 60

Aircraft Maintenance - 76

Execution

Grounding of Aircraft

Recovery

Flight Planning - 76

Power-Off Stalls - 61

Weather - 77

Execution

Overview

Recovery

Hazards to Flight

Power-On Stalls - 62

Current Observations

Execution

Forecast Weather

Recovery

NOTAMS

Autopilot Stall Recognition - 63

Thunderstorm Flying

AP Stall Recognition (Power Off)

Temperature Minimums

AP Stall Recognition (Power On)

Operations in Icing Conditions

Section 5 - Emergency and Abnormal Procedures………….66

In-Flight Considerations - 81

General - 66

Turns after Takeoff

Checklist Completion for Abnormal Procedures

Weather Status

Checklist Completion for Emergency Procedures

Aircraft System Status

Pilot Status

Section 6 - Performance………………………………………….68

Situational Awareness

General - 68

Supplemental Oxygen

Time & Distance Chart - 69

Flight Safety - 83

Example of Computed Performance Data - 70

Sterile Cabin

Time, Fuel & Distance to Climb - 71

Smoking

Range Profile - 72

Incident and Accident Procedures - 84

Endurance Profile - 73

Emergency Landing

-6-

-5-

1. Maintain Aircraft Control

Section 1 - Introduction

The number one priority of the pilot is to maintain aircraft

General

control. Pilots should maintain a high level of

vigilance dur-

ing periods of high and low workload to ensure aircraft con-

Procedures in this publication are derived from procedures in the FAA

trol is always maintained.

Approved Airplane Flight Manual (AFM). NOVA Aviation has at-

tempted to ensure that the data contained agrees with the data in the

2. Navigation

AFM. If there is any disagreement, the Airplane Flight Manual is

Once aircraft control is assured, pilots should set and ver-

the final authority.

ify the avionics are correctly configured for navigation.

This task includes programming GPS units and the PFD.

Single Pilot Resource Management

Use of the autopilot may assist with accomplishing these

Single pilot resource management (SRM) is the art and science of

tasks. Pilots should closely monitor flight parameters

while programming various avionics equipment.

managing all the resources available to a single-pilot to ensure that

the successful outcome of the flight is never in doubt.

3. Communication

Communication is an important task in the aircraft but fol-

The majority of Cessna aircraft operations are conducted single-pilot.

lows aircraft control and navigation as a priority. Communi-

The work load associated with flying the aircraft, configuring and

cate intentions and relay instructions clearly to ATC/CTAF

monitoring avionics, communicating with air traffic control, and deci-

while maintaining aircraft control.

sion making can be overwhelming at times. The following SRM pro-

cedures have been adapted from cockpit procedures common to

∙Note∙

dual pilot transport category aircraft.

Using Standard Operating Procedures will aid the pilot in timely com-

pletion of required tasks and allow the pilot to maintain high levels of

General aviation pilots have a great deal of latitude on how to man-

situational awareness.

age and operate aircraft. To ensure the highest levels of safety it is

strongly recommended that these single-pilot operating procedures

Checklist Philosophy

be incorporated into the operation of the aircraft.

When used properly, checklists enhance safety of flight by confirming

Priority of Tasks

the aircraft is appropriately configured for the flight condition. At the

same time, checklists expedite the completion of procedures that are

The following is a list of priorities that apply to any situation encoun-

necessary to transition to subsequent phases of flight.

tered in flight. Pilots must adhere to these priorities during every

flight.

The electronic checklist in the MFD should be used anytime the MFD

is running. Use of electronic checklists will help keep the cockpit or-

ganized and functional. Use a paper checklist whenever the MFD

electronic checklists are not available.

-8-

-9-

Classification of Checklists

All checklist procedures can be assigned one of three classifications:

Normal:

Procedures used during normal operations. Normal

checklists can be found in the Normal Procedures

section of the POH.

Abnormal:

Procedures used in response to system malfunctions

that, while not immediately threatening, may affect

safety of flight if not addressed. Abnormal checklists

can be found in the Abnormal Procedures section of

the POH.

Emergency:

Procedures used in response to system failures and

malfunctions that are an immediate threat to safety of

flight. Emergencies require immediate action by the

flight crew to ensure a safe outcome. Emergency

checklists can be found in the Emergency Proce-

dures section of the POH.

-10-

Reference Materials

The following references supplement the content of this publication:

• Federal Aviation Regulations (FARs) or governing regulations,

as applicable

• Aeronautical Information Manual (AIM)

• FAA Approved Airplane Flight Manual and Pilot’s

Operating Handbook

• Advisory Circulars

• Avionics Pilot Guides and Manuals

Terms and Abbreviations

The following terms and abbreviations will be referenced in this manual.

Autopilot

ATC

Air Traffic Control

Decision Altitude

ETA

Estimated Time of Arrival

ETE

Estimated Time En-route

FAA

Federal Aviation Administration

FAF

Final Approach Fix

FITS

FAA Industry Training Standards

GNS

Global Navigation System

GPS

Global Positioning System

Glide Slope

IAF

Initial Approach Fix

IAP

Instrument Approach Procedures

LNAV

Lateral Navigation

LPV

Localizer Performance with Vertical Guidance

MAP

Missed Approach Point

MDA

Minimum Descent Altitude

MFD

Multi Function Display

NAS

National Airspace System

PFD

Primary Flight Display

PIC

Pilot-In-Command

SRM

Single-Pilot Resource Management

VNAV

Vertical Navigation

VTF

Vectors-To-Final

WAAS

Wide Area Augmentation System

-11-

Section 3 - Standard Operating Procedures

General

The Standard Operating Procedures section describes the recommended

procedures when operating a NOVA Cessna 172s NAV III during visual an

instrument conditions. This information should serve as a framework for air-

craft and avionics management. The procedures outlined are considered

the best operating practices while flying a NOVA Cessna 172s NAV III; how-

ever, these procedures may not be inclusive to all variables encountered in

the national airspace system. NOVA pilots are encouraged to follow the

procedures outlined in the manual and use their best judgment when han-

dling non standard situations.

Utilizing these standard operating procedures will enhance the situational

awareness of the pilot in both single pilot and crew situations and allow for

timely completion of tasks in the aircraft. Adhering to these procedures will

help the pilot take full advantage of the aircraft’s capabilities while maintain-

ing a high level of safety.

∙Note∙

Procedures in this publication are derived from procedures in the FAA Ap-

proved Airplane Flight Manual (AFM). NOVA has attempted to ensure that

the data contained agrees with the data in the AFM. If there is any disagree-

ment, the Airplane Flight Manual is the final authority.

-18-

Checklist Completion for Normal Procedures

Normal procedure checklists can be completed as a flow pattern or a

do-list. The appropriate method for checklist completion for each

normal procedure is indicated in the procedures section for each

phase of flight.

Do-List:

A do-list checklist is executed by reading the check-

list item and selecting the appropriate condition of

the item. Do-lists are used when procedure se-

quence and/or item condition is critical to completion

of the procedure and when ample time exists for com-

pletion of the checklist.

Flow Pattern:

The term “flow pattern” refers to a logical path

through the cockpit that the pilot will move along dur-

ing the execution of the checklist. Flow patterns pro-

vide us with a “do and verify” approach to checklist

completion. The items and their conditions are

memorized and executed without immediate refer-

ence to the written checklist. Following completion

of the flow pattern, the checklist is referenced as

soon as time and workload permit to ensure proce-

dure completion.

When used properly, flow patterns allow timely

configuration of the aircraft for the appropriate flight

condition. Flow patterns are used when procedure

sequence and aircraft condition is not critical and

there is an operational advantage to executing the

checklist items in a timely manner.

-19-

Preflight

The preflight inspection should be completed as a flow pattern when

the pilot is familiar with the aircraft preflight inspection checklist. Al-

ways refer to the aircraft checklist after the flow to verify all items

have been completed.

Documentation

The following documents must be in the aircraft for the flight:

• Airworthiness Certificate

• Registration

• Radio station license for international operations only

• Operating Handbook

• Weight and Balance

∙Note∙

Ensure that you have all current publications for avionics and other

systems accessible in flight for reference.

Equipment

The following equipment should be carried in the aircraft when appro-

priate:

• Survival kit (appropriate to the climate and conditions)

• Approved flotation devices for flights outside glide

distance to land

• Supplemental oxygen system for high altitude operations

• Chocks, tie downs, extra oil, tow bar, engine and airplane

covers

-20-

Procedure (Flow Pattern)

1. Cabin

Pitot Tube Cover - Removed (check for pitot blockage)

Pilot’s Operating Handbook - Accessible to Pilot

Garmin G1000 cockpit reference guide - Accessible to

pilot

Airplane Weight and Balance - Checked

Parking Brake - Set

Control Wheel Lock - Removed

∙Warning∙

When the master switch is on, using an external power source, or

manually rotating the propeller, treat the propeller as if the magnetos

switch where on. Do not stand, nor allow anyone else to stand within

the arc of the propeller since a loose or broken wire, or a component

malfunction, could cause the engine to start.

(Figure 3-1)

Magnetos Switch - Off

∙Note∙

Avionics Switch (BUS 1 and BUS 2) - Off

Visually check airplane for general condition during walk-around in-

spection. Airplane should be parked in a normal ground attitude to

Master Switch (ALT and BAT) - On

make sure that fuel drain valves allow for accurate sampling. Use of

Primary Flight Display (PFD) - Check (Verify PFD is On)

the refueling steps and assist handles will simplify access to upper

Fuel Quantity (L and R) - Check

wing surfaces for visual checks and refueling operations. In cold

weather, remove even small accumulations of frost, ice or snow from

Low Fuel L and Low Fuel R Annunciators - Check (Verify

wing, tail and control surfaces. Also, make sure that control surfaces

annunciations are not shown on PFD)

contain no internal accumulations of ice or debris. Prior to flight,

Oil Pressure Annunciator - Check (Verify annunciator is

check that pitot heater is warm to the touch within 30 seconds with

shown)

battery and pitot heat switches on. If a night flight is planned, check

Low Vacuum Annunciator - Check (Verify annunciator is

operation of all lights, and make sure a flashlight is available.

shown)

Avionics Switch (BUS 1) - On

Forward Avionics Fan - Check (verify fan is heard)

-21-

-22-

Avionics Switch (BUS 1) - Off

4. Right Wing

Avionics Switch (BUS 2) - On

Wing Tiedown - Disconnect

Aft Avionics Fan - Check (verify fan is heard)

Main Wheel Tire - Check (proper inflation and general

Avionics Switch (BUS 2) - Off

condition (weather checks, tread depth and wear, etc.))

Pitot Heat Switch - On (carefully check that pitot tube is

Fuel Tank Sump Quick Drain Valves - Drain

warm to the touch within 30 seconds)

Drain at least a capful of fuel (using sampler cup) from

Pitot Heat Switch - Off

each sump location to check water, sediment, and roper

Low Volts Annunciator - Check (verify annunciator is

fuel grade before each flight and after each refueling. If wa-

shown)

ter is observed, take further samples until clear and then

Flaps - Extend

gently rock wings and lower tail to the ground to move any

Master Switch (ALT and BAT) - Off

additional contaminants to the sampling points. Take re-

Elevator Trim Control - Takeoff Position

peated samples from all fuel drain points until all contami-

nation has been removed. If contaminants are still pre-

aa.

Fuel Selector Valve - Both

sent, refer to warning below and do not fly the plane.

bb.

Alternate Static Air Valve - Off (push full in)

∙Note∙

cc.

Fire Extinguisher - Check (Verify gage pointer in green arc)

Collect all sampled fuel in a safe container. Dispose of sampled fuel

2. Empennage

so that it does not cause a nuisance, hazard or damage to the

environment.

Baggage Compartment Door - Check (Lock with Key)

Rudder Gust Lock (if installed) - Remove

∙WARNING∙

Tail Tiedown - Disconnect

If, After repeated sampling, evidence of contamination still exists, the

Control Surfaces - Check (freedom of movement and

airplane should not be flown. Tanks should be drained and system

security)

purged by qualified maintenance personnel. All evidence of contami-

Elevator Trim Tab - Check (security)

nation must be removed before further flight.

Antennas - Check (security of attachment and general

condition)

Fuel Quantity - Check Visually (for desired level)

3. Right Wing Trailing Edge

Fuel Filler Cap - Secure and Vent Clear

Flap - Check (security and condition)

Aileron - Check (freedom of movement and security)

-24-

-23-

5. Nose

Do not operate with less than 5 quarts. Fill to 8 quarts

for extended flight.

Fuel Strainer Quick Drain Valve (located on bottom of

fuselage) - Drain

Engine Cooling Air Inlets - Check (clear of obstructions)

Propeller and Spinner - Check (for nicks and security)

Drain at least a cupful of fuel (using sampler cup) from

valve to check for water, sediment and proper fuel grade

Air Filter - Check (for restrictions by dust or other foreign

before each flight and after refueling. If water is observed,

matter)

take further samples until clear and then gently rock wings

Nose Wheel Strut and Tire - Check (proper inflation of

and lower tail to the ground to move any additional con-

strut and general condition of tire (weather checks, tread

taminants to the sampling points. Take repeated samples

depth and wear, etc.))

from all fuel drain points, including the fuel reservoir and

Static Source Opening (left side of fuselage) - Check

fuel selector, until all contamination has been removed. If

(verify opening is clear)

contaminates are still present, refer to warning below and

do not fly the airplane.

6. Left Wing Leading Edge

Fuel Tank Vent Opening - Check (blockage)

∙Note∙

Stall Warning Opening - Check (Blockage)

Collect all sampled fuel in a safe container. Dispose of sampled fuel

so that it does not cause a nuisance, hazard or damage to the envi-

∙Note∙

ronment.

To check the system, place a clean handkerchief over the vent open-

ing and apply suction; a sound from the warning horn will confirm sys-

∙WARNING∙

tem operation.

If, After repeated sampling, evidence of contamination still exists, the

Landing/Taxi Lights - Check (condition and cleanliness of

airplane should not be flown. Tanks should be drained and system

cover)

purged by qualified maintenance personnel. All evidence of contami-

7. Left Wing

nation must be removed before further flight.

Wing Tiedown - Disconnect

Engine Oil Dipstick / Filler Cap

Fuel Quantity - Check Visually (for desired level)

Oil Level - Check

Fuel Filler Cap - Secure and Vent Clear

Dipstick / Filler Cap - Secure

Fuel Tank Sump Quick Drain Valves - Drain

-25-

-26-

∙Note∙

Drain at least a capful of fuel (using sampler cup) from each sump lo-

cation to check water, sediment, and roper fuel grade before each

flight and after each refueling. If water is observed, take further sam-

ples until clear and then gently rock wings and lower tail to the

ground to move any additional contaminants to the sampling points.

Take repeated samples from all fuel drain points until all contamina-

tion has been removed. If contaminants are still present, refer to

warning below and do not fly the plane.

IMPORTANT: Collect all sampled fuel in a safe container. Dispose of

sampled fuel so that it does not cause a nuisance, hazard or damage

to the environment.

∙WARNING∙

If, After repeated sampling, evidence of contamination still exists, the

airplane should not be flown. Tanks should be drained and system

purged by qualified maintenance personnel. All evidence of contami-

nation must be removed before further flight.

Main Wheel Tire - Check (proper inflation and general

condition (weather checks, tread depth and wear, etc.))

8. Left Wing Trailing Edge

Aileron - Check (freedom of movement and security)

Flap - Check (security and condition)

-27-

Before Starting Engine

Complete the before starting engine checklist as a Do-List to start

the aircraft engine. Before starting the engine verify all preflight items

are complete and emergency equipment s on board and stored in the

proper location. Ensure seats are locked into position by verifying

the control handle is in the full down position.

During engine start, the aircraft should be positioned so that the pro-

peller blast is not directed toward any aircraft, hangar or person.

Passenger Flight Briefing

The pilot should provide a safety briefing, referencing the passenger

briefing card, to all occupants prior to each flight. The pilot should

also discuss sterile cabin procedures and other information as neces-

sary. At a minimum, passengers should be briefed on the following

items:

• Smoking

• Seatbelts

• Doors

• Emergency Exits

• Use of Oxygen

• Emergency equipment

Before Starting Engine (Do-List)

Preflight Inspection - Complete

Passenger Briefing - Complete

Seats and Seat Belts - Adjust and Lock (verify inertia

locking reel)

Brakes - Test and Set

Circuit Breakers - Check In

Electrical Equipment - Off

Avionics Switch (BUS 1 and BUS 2) - Off

∙Caution∙

The avionics switch (BUS 1 and BUS 2) must be off during engine

start to prevent possible damage to avionics.

Fuel Selector Valve - Both

Fuel Shutoff Valve - On (push full in)

-28-

Engine Start

Propeller Area - Clear (verify that all people and equipment

are at a safe distance from the propeller)

The engine start checklist should be accomplished as a Do-list. Se-

lect the proper engine start procedure based on outside air tempera-

Master Switch (ALT and BAT) - On

ture and internal engine temperature.

Beacon Light Switch - On

If engine has been exposed to temperatures at or below 20⁰F (7⁰C)

for a period of two hours or more, the use of an external pre-heater

∙Note∙

and external power is recommended. Failure to properly pre-heat a

If engine is warm, omit priming procedure steps l thru n below.

cold soaked engine may result in congealing within the engine and oil

hoses with subsequent loss of oil flow, possibly internal damage to

Fuel Pump Switch - On

the engine and subsequent engine failure.

Mixture Control - Set to Full Rich (full forward) until stable

If the engine does not start during the first few attempts, or if the en-

fuel flow is indicated (approximately 3-5 seconds), then set

gine firing diminishes in strength, the spark plugs have probably

to Idle Cutoff (full aft) position.

frosted over. Pre-heat must be used before another start is at-

Fuel Pump Switch - Off

tempted.

Magnetos Switch - Start (release when engine starts)

Starting Engine (With Battery) (Do-List)

Mixture Control - Advance Smoothly to Rich (when engine

starts)

Throttle Control - Open ¼ inch

∙Note∙

Mixture Control - Idle Cutoff (pull full out)

If the engine is primed too much (flooded), place the mixture control

Standby Battery Switch:

to idle cutoff position, open the throttle control ½ to full, and engage

the starter motor (start). When the engine starts, advance the mixture

Test - (hold for 20 seconds, verify that green test

control to full rich position and retard the throttle control promptly.

lamp does not go out)

Oil Pressure - Check (verify that oil pressure increases into

Arm - (verify that PFD comes on)

the green band range in 30-60 seconds)

Engine Indicating System - Check Parameters (verify no

AMPS (M BATT and BATT S) - Check (verify charge shown

red X’s through engine page indicator’s)

(positive))

BUS E Volts - Check (verify 24 volts minimum show)

Low Volts Annunciation - Check (verify annunciation is not

M BUS Volts - Check (verify 1.5 volts or less shown)

shown)

BATT S Amps - Check (verify annunciator is shown)

NAV Light Switch - On as required

Standby Battery Annunciator - Check (verify annunciator

Avionics Switch (BUS 1 and BUS 2) - On

is shown)

Flaps - Retract

-29-

-30-

Fuel Pump Switch - Off

Starting Engine (With External Power) (Do-List)

Magnetos Switch - Start (release when engine starts)

Throttle Control - Open ¼ inch

Mixture Control - Advance Smoothly to Rich (when engine

Mixture Control - Idle Cutoff (pull full out)

starts)

Standby Battery Switch:

∙Note∙

Test - (hold for 20 seconds, verify that green test

If the engine is primed to much (flooded), place the mixture control to

lamp does not go out)

idle cutoff position, open the throttle control ½ to full, and engage the

starter motor (start). When the engine starts, advance the mixture

Arm - (verify that PFD comes on)

control to full rich position and retard the throttle control promptly.

Oil Pressure - Check (verify that oil pressure increases into

Engine Indicating System - Check Parameters (verify no

the green band range in 30-60 seconds)

red X’s through engine page indicator’s)

Power - Reduce to Idle

BUS E Volts - Check (verify 24 volts minimum show)

External Power - Disconnect from ground power (latch

M BUS Volts - Check (verify 1.5 volts or less shown)

external power receptacle door)

BATT S Amps - Check (verify annunciator is shown)

Power - Increase (to approximately 1500 RPM for several

minutes to charge battery)

Standby Battery Annunciator - Check (verify annunciator

is shown)

AMPS (M BATT and BATT S) - Check (verify charge shown

(positive))

Avionics Switch (BUS 1 and BUS 2) - Off

Low Volts Annunciator - Check (verify annunciator is not

shown)

Master Switch (ALT and BAT) - Off

aa.

Internal Power - Check

Propeller Area - Clear (verify that all people and equipment

are at a safe

Master Switch (ALT) - Off

distance from the propeller)

Taxi and Land Light Switches - On

External Power - Connect (to ground power receptacle)

Throttle Control - Reduce to Idle

Master Switch (ALT and BAT) - On

Master Switch (ALT and BATT) - On

Throttle Control - Increase (to approximately 1500

Beacon Light Switch - On

RPM)

M BUS Volts - Check (verify that approximately 28 volts is

M BATT Ammeter - Check (verify battery charging,

shown)

amps positive)

∙Note∙

Low Volts Annunciator - Check (verify annunciator is

not shown)

If engine is warm, omit priming procedure steps p. thru r. below.

∙Warning∙

Fuel Pump Switch - On

If M BATT ammeter does not show positive charge (+amps), or low

Mixture Control - Set to Full Rich (full forward) until stable

volts annunciator does not go off, remove the battery from the air-

fuel flow is indicated (approximately 3-5 seconds), then set

plane and service or replace the battery before flight.

to Idle Cutoff (full aft) position.

bb. NAV Light Switch - On as required

cc. Avionics Switch (BUS 1 and BUS 2) - On

dd. Flaps - Retract

-31-

-32-

Before Taxi

It is recommended to set up the required navigation equipment and

communication frequencies for

the intended flight at this time. Set

primary airborne frequencies in COM 1 (ie. Tower, approach, depar-

ture, or center) and necessary ground frequencies in COM 2 (ie.

Ground, clearance, ATIS, FSS, or the FBO). Always lean mixture as

outlined below during all ground operations. This helps to prevent

the spark plugs from fouling.

Ground Leaning Procedure

Set throttle to 1200 RPM.

Lean the mixture for maximum RPM

Set the throttle control to an RPM appropriate for ground

operations (800 to 1000 RPM recommended)

-33-

Taxi Out

∙Warning∙

A cause of brake failure is the creation of excessive heat through improper

Maximum continuous engine speed for taxiing is 1000 RPM on flat,

braking practices. Riding

the brakes while taxiing causes a continuous

smooth, hard surfaces. Power settings slightly above 1000 RPM are

build up of energy which may lead to excessive heat. Excessive heat

permissible to start motion, for turf, soft surfaces and on inclines.

causes warped brake rotors, damaged or glazed linings, damaged o-rings,

Use minimum power to maintain taxi speed.

and vaporized brake fluid. To avoid brake failure, observe the following

operating and maintenance practices:

Taxi-Out Procedure (Flow Pattern)

•

Directional control should be maintained with nose wheel steering

and rudder deflection supplemented with brake pressure as required

Taxi Clearance - Obtain (for controlled airports, uncon-

trolled announce intentions)

•

Use only as much power (throttle) as is necessary to achieve forward

movement. 1000 RPM is enough to maintain forward movement un-

Parking Break - Disengage

der normal conditions

Brakes - Check (upon initial movement verify both brakes

•

Avoid unnecessary high speed taxiing. High speed taxiing will result

are functioning by applying pressure)

in excessive demands on the brakes, increased brake wear and the

possibility of brake failure.

HSI Orientation - Ensure alignment with magnetic com-

pass

•

Use the minimum necessary brake application to achieve directional

control

Attitude Gyro - Verify no Red X’s

•

Do not ride the brakes. Pilots should consciously remove pressure

Turn Coordinator - Check (verify turn indicator and

from the brakes while taxiing. Failure to do so results in excessive

inclinometer are working properly, Turn indicator moves in

eat, premature brake wear and increased possibility of brake failure.

same direction of turns, inclinometer moves opposite direc-

tion of turn)

•

Refer to the handling, service and maintenance section of the POH

or the maintenance manual for recommended maintenance and in-

spection intervals for brakes

•

Wind deflection w/controls

Maintain high levels of situational awareness during all movements on the

airport surface to avoid runway incursions or accidents. Minimize tasks

such as reading checklists or folding maps while taxiing. Utilize the Safe

Taxi airport diagram to aid in situational awareness.

-34-

Before Takeoff

∙Warning∙

Complete the before takeoff checklist as a Do-List. Complete the

Maximum continuous engine speed for taxiing is 1000 RPM on flat,

checklist prior to taking the active runway or an appropriate run up

smooth, hard surfaces. Power settings slightly above 1000 RPM are

area prior to departure. The before takeoff checklist will ensure the

permissible to start motion, for turf, soft surfaces and on inclines.

aircraft is properly configured for takeoff. Run-up items are in-

Use minimum power to maintain taxi speed.

cluded in this checklist. Verify engine oil temperature reaches a

Taxi-Out Procedure (Flow Pattern)

minimum of 100⁰ F prior to applying run up power settings. Verify

all engine and electrical indications are normal prior to departure.

Taxi Clearance - Obtain (for controlled airports, uncon-

trolled announce intentions)

During cold weather operations, the engine should be properly

warmed before takeoff. In most cases this is accomplished when

Parking Break - Disengage

the oil temperature has reached at least 100⁰ F. In warm or hot

Brakes - Check (upon initial movement verify both brakes

weather, precautions should be taken to avoid overheating during

are functioning by applying pressure)

prolonged ground engine operations. Additionally, long periods of

idling may cause fouled spark plugs.

HSI Orientation - Ensure alignment with magnetic com-

pass

Attitude Gyro - Verify no Red X’s

Before Takeoff Procedure (Do-List)

Turn Coordinator - Check (verify turn indicator and

Parking Break - Set

inclinometer are working properly, Turn indicator moves in

same direction of turns, inclinometer moves opposite direc-

Pilot and Passengers Seat Backs - Most Upright Position

tion of turn)

Seat and Seat Belts - Check Secure

∙Note∙

Cabin Doors - Closed and Locked

Flight is not recommended when both fuel quantity indicators are in

the yellow band range.

Flight Controls - Free and Correct

12. Mixture Control - Rich

Flight Instruments (PFD) - Check (no red X’s)

13. Fuel Selector Valve - Set Both

Altimeters:

14. Autopilot - Engage (push AP button on either PFD or MFD

PFD (BARO) - Set

bezel)

b. Standby Altimeter - Set

15. Flight Controls - Check (verify autopilot can be overpow-

ered in both pith and roll axes)

ALT Select - Set

16. A/P Trim Disc Button - Press (verify autopilot disengages

HDG Bug - Set

and aural alert is heard)

10.

Standby Flight Instruments - Check

17. Flight Director - Off (push FD button on either PFD or MFD

bezel)

11.

Fuel Quantity - Check (verify level is correct)

18. Elevator Trim Control - Set for Takeoff

-35-

-36-

19.

Throttle Control - 1800 RPM

∙Warning∙

Magnetos Switch - Check (RPM drop should not

When the autopilot is engaged in NAV, APR or BC operating modes,

exceed 150 RPM on either magneto or 50 RPM differen-

if the HSI navigation source is changed manually, using the CDI soft-

tial between magnetos)

key, the change will interrupt the navigation signal to the autopilot

and will cause the autopilot to revert to roll mode operation. No aural

VAC Indicator - Check

alert will be provided. In roll mode the autopilot will only keep the

Engine Indicators - Check

wings level and will not correct the airplane heading or course. Set

the heading bug to the correct heading and select the correct naviga-

Ammeters and Voltmeters - Check

tion source on the HSI, using the CDI softkey, before engaging the

20.

Annunciators - Check (verify no annunciators are shown)

autopilot in any other operating mode.

21.

Throttle - Check Idle

29.

Cabin PWR 12V Switch - Off

22.

Throttle - 1000 RPM or less

30.

Wing Flaps - Up or 10⁰

23.

Throttle Control Friction Lock - Adjust

31.

Cabin Windows - Closed

24.

COM Frequencies - Set

32.

Strobe Lights - On

25.

NAV Frequencies - Set

33.

Brakes - Release

26.

FMS/GPS Flight Plan - As Desired

∙Note∙

Check GPS availability on AUX-GPS Status page. No annunciation is

provided for loss of GPS2.

27. XPDR - Set

28. CDI Softkey - Select NAV Source

∙Caution∙

The G1000 HSI shows a course deviation indicator for the selected

GPS, NAV 1, NAV 2 navigation source. The G1000 HSI does not pro-

vide a warning flag when a valid navigation signal is not being supplied

to the indicator. When a valid navigation signal is not being supplied,

the course deviation bar (D-BAR) part of the indicator is not shown on

the HSI compass card. The missing D-BAR is considered to be the

warning flag.

-37-

Take-Off

Takeoff Procedure (Flow Pattern)

Reference the takeoff checklist prior to departure. Complete a take-

Normal Takeoff

off briefing to review the critical items prior to takeoff. A takeoff brief-

Wing Flaps - Up or 10⁰

ing allows the pilot to review the takeoff procedure and determine

the actions necessary in the event of abnormal/emergency conditions

Throttle Control - Full (push full in)

during the takeoff roll and initial climb. At a minimum, a takeoff brief-

Mixture Control - Rich (above 3000 feet pressure altitude,

ing should include the following items:

lean for maximum RPM)

• Type of procedure used (normal, short or soft)

Elevator Control - Lift Nose Wheel at 55 KIAS

• Takeoff distance required/runway distance available

Climb Airspeed - 70-80 KIAS

Wing Flaps - Retract (at safe altitude)

• Vr and initial climb speed

Short Field Takeoff

• Abnormality / engine failure before Vr

Wing Flaps - 10⁰

• Abnormality / engine failure after Vr

Brakes - Apply

Sample Takeoff Briefing

Throttle Control - Full (push full in)

This will be a ___________________(normal, short, soft) takeoff from

Mixture Control - Rich (above 3000 feet pressure altitude,

runway ______________ with a takeoff distance of ___________ feet

lean for maximum RPM)

and _____________ feet of runway available. Rotation speed is

______________ KIAS. Initial heading after takeoff is ____________ de-

Brakes - Release

grees to an altitude of __________ feet. We’ll abort the takeoff for any

Elevator Control - Slightly Tail Low

engine failures/abnormalities prior to rotation. If the engine fails after

Climb Airspeed - 56 KIAS (until all obstacles are cleared)

rotation I will _____________________________.

Wing Flaps - Retract (when airspeed is more than 60

KIAS)

-39-

-38-

En Route Climb

Complete the climb checklist as a flow pattern when time and work-

load permit. Once clear of obstacles and

terrain, normal climbs are

performed flaps up (0⁰) and full power at speeds 5 knots higher than

the best rate of climb speed. These higher speeds give the best com-

bination of performance, visibility, and engine cooling. When desired

and clear of obstacles, transition to cruise climb speed for increased

engine cooling, visibility and passenger comfort.

For maximum rate of climb, use the best rate of climb speeds shown

in the rate of climb chart page 5-18, figure 5-6 of section 5 of the

POH. If an obstruction dictates the use of a steep climb angle, the

best angle of climb speed should be used. Climbs at speeds lower

than the best rate of climb speed should be of short duration to avoid

engine cooling problems.

∙Caution∙

Use caution when engaging the autopilot at low altitude due to the

increased workload of programming the autopilot and potential for

human errors. Pilots should hand fly the aircraft to a safe altitude and

engage the autopilot if desired when time and workload permit. Con-

sider setting the autopilot bugs prior to departure to reduce the

amount of workload associated with setting up and engaging the

auto pilot.

En Route Climb Procedure (Flow Pattern)

Airspeed - 70-80 KIAS

Throttle Control - Full (push full in)

Mixture Control - Rich (above 3000 feet pressure altitude,

lean for maximum RPM)

∙Note∙

For maximum performance climb speeds refer to Section 5, figure 5-

6, maximum rate of climb at 2550 lbs.

-40-

Cruise

Complete the cruise checklist as a flow pattern when time and work-

load permit. Allow the aircraft to accelerate to cruise speeds before

setting the desired cruise power setting. Ensure adequate fuel re-

serves remain for the intended destination. Normal cruise power set-

tings are between 70% and 75% power (2100 RPM to 2700 RPM)

with mixture setting for best power or best economy.

For engine break-in, cruise at a minimum of 75% power until the en-

gine has been operated for at least 25 hours or until oil consumption

stabilizes. Operation at high power will ensure proper seating of

rings, is applicable to new engines, and engines in service following

cylinder replacement or top overhaul of one or more cylinders.

Cruise (Flow Patter)

Power - 2100 to 2700 RPM (no more than 75% power

recommended)

Elevator Trim Control - Adjust

Mixture Control - Lean (for desired performance or

economy)

FMS/GPS - Review and Brief (OBS/SUSP softkey opera-

tion for holding pattern procedure (IFR))

-41-

Descent

∙Caution∙

Descents should be planned during cruise considering the amount of

The G1000 HSI shows a course deviation indicator for the selected

altitude to lose, distance and time to destination, ATC restrictions,

GPS, NAV1, NAV2 navigation source. The G1000 HSI does not pro-

obstacle/terrain clearance, desired rate of descent, and engine care.

vide a warning flag when a valid navigation signal is not being sup-

Use the vertical navigation function of the GPS to assist descent plan-

plied to the indicator. When a valid navigation signal is not being sup-

ning. To manage workload, complete the descent checklist at the

plied, the course deviation bar (D-BAR) part of the indicator is not

top of descent or at least 20 minutes from the destination. Set appro-

shown on the HSI compass card. The missing D-BAR is considered

priate frequencies and review weather to determine the active run-

to be the warning flag.

way. Verify GPS units are programmed as desired for the arrival and

approach into the airport.

Power should be used during descent to manage airspeed and main-

∙Warning∙

tain engine temperatures as desired. Maintain airspeed within the

When the autopilot is engaged in NAV, APR or BC operating modes,

green arc if turbulence is expected or encountered during the de-

if the HSI navigation source is changed manually, using the CDI soft-

scent. Complete the descent checklist as a flow pattern when time

key, the change will interrupt the navigation signal to the autopilot

and workload permit upon initial descent to land. Reference the

and will cause the autopilot to revert to roll mode operation. No aural

checklist to verify all items are complete once the flow has been com-

alert will be provided. In roll mode the autopilot will only keep the

pleted.

wings level and will not correct the airplane heading or course. Set

Descent Procedure (Flow Pattern)

the heading bug to the correct heading and select the correct naviga-

tion source on the HSI, using the CDI softkey, before engaging the

Power - As Desired

autopilot in any other operating mode.

Mixture - Adjust (if necessary to make engine run

smoothly)

Altimeters:

Fuel Selector Valve - Both

PFD (BARO) - Set

Wing Flaps - As Desired

(Up - 10⁰ below 110 KIAS)

Standby Altimeter - Set

(10⁰ to Full below 85 KIAS)

ALT Select - Set

CDI Softkey - Select Nav Source

FMS/GPS - Review and Brief (OBS/SUSP softkey opera-

tion for holding pattern procedure (IFR))

-42-

-43-

Before Landing

Traf%ic(

Power

≈(Airspeed

Complete the before landing checklist as a flow pattern prior to enter-

Pattern

ing the traffic pattern when time and workload permit. Slow the air-

craft early enough to allow for an easy transition into the traffic flow

Downwind

2200(RPM

95(KIAS

and enough time to ensure the aircraft is configured for landing. The

Abeam

1500(RPM

85(KIAS

following profile describes a normal traffic pattern. Pilots should use

the profile as a guide when entering the traffic pattern on the down-

Base

1500(RPM

75(KIAS

wind leg and modify as appropriate for base entry or straight in ap-

Final

As(required

65(KIAS

proaches.

Entering Downwind:

Before Landing Procedure (Flow Pattern)

Complete before landing checklist

Pilot and Passenger Seat Backs - Most Upright Position

Enter traffic pattern at a 45⁰ angle to landing runway

Seats and Seat Belts - Secured and Locked

Power - 2200 RPM

Fuel Selector Valve - Both

Airspeed - ≈ 100 KIAS

Mixture Control - Rich

Downwind Leg:

Land and Taxi Light Switches - On

Autopilot - Off

Power - 2200 RPM

Cabin Power 12V Switch - Off

Airspeed - ≈ 95 KIAS

Abeam Touch Down Zone:

Traffic Pattern Profile

Power - 1500 RPM

Airspeed - ≈ 90 KIAS

Extend Flaps to 10⁰

Begin descending at 400-500 FPM

3&4.

Base:

At 45⁰ to Landing point start your turn to base

Verify ↓ 85 KIAS and Extend 20⁰ of Flaps

Airspeed - ≈ 80 KIAS

Maintain a descent rate of 400-500 FPM

Final:

Extend Full Flaps

Maintain 70 KIAS

Power as required to maintain glide path and airspeed

-44-

-45-

Approach

The following instrument approach procedures outline the operating

procedures for executing precision, non precision, and GPS ap-

proaches. The information describes the best way to configure the

aircraft for given instrument procedures, complete checklist items,

and configure avionics in the Cessna 172s NAV III G1000 aircraft.

The purpose of this section is to supplement the information in the

POH and provide greater guidance on the completion of various in-

strument approach procedures in the aircraft. The techniques out-

lined in this section may not be inclusive of all variables encountered

in the national airspace system. Pilots should follow these standard

procedures when applicable and exercise good judgment for non

standard procedures.

To reduce workload during the descent and instrument approach pro-

cedure follow these recommendation.

• Obtain destination weather information as soon as possible to

determine active runways and applicable approaches

• Set up applicable COM and NAV frequencies prior to descent

• Use the autopilot while briefing and preparing for the approach

• Reduce unnecessary communications and distractions during

the approach

• Use the descent and before landing flows outlined in this man-

ual to complete checklist and avionics set up procedures. Al-

ways reference the checklist after the flow is complete

• Brief the approach using the guidelines listed in this section

-46-

Stabilized Approach Criteria

IFR Stabilized Approach Definition

A stabilized approach is critical to a safe, successful landing. A stabi-

All briefings and appropriate checklists should be completed by 1000

lized approach is characterized by a constant angle, constant rate of

feet AGL for instrument conditions.

descent approach profile ending near the touchdown point. Stabi-

An IFR approach is considered stabilized when all of the following cri-

lized approach criteria apply to all approaches including practice

teria are met from 1000 feet AGL and continuous to touchdown:

power off approaches.

• Proper airspeed

• Correct flight path

VFR Stabilized Approach Definition

• Correct aircraft configuration for phase of flight

All briefings and appropriate checklists should be completed by 500

feet AGL in visual conditions.

• Appropriate power setting for aircraft configuration

A VFR approach is considered stabilized when ALL of the following

• Normal angle and rate of descent

criteria are achieved by 500 feet AGL:

• Only minor corrections with pitch and power are required to

• Proper Airspeed

correct airspeed and glide path deviations

• Correct Flight Path

• Normal bracketing (+/- 5⁰) is used to correct for lateral

• Correct Aircraft Configuration for Phase of Flight

navigation deviations

• Appropriate power setting for aircraft configuration

DO NOT change flap configuration after crossing the FAF until the

runway is in sight and landing is assured,

• Normal angle and rate of descent

A missed approach must be executed if the above conditions are not

• Only minor corrections are required to correct deviations

maintained during an instrument approach.

A go around must be executed if the above conditions are not met

and the aircraft is not stabilized by 500 feet AGL.

-47-

Procedures

Procedure - Precision Approach

Emphasis should be placed on maintaining stability during the entire

The following provides guidance for executing a precision approach

using vectors to final or full procedure as the transition. The preci-

approach.

sion approach profile may be used for ILS, LPV, and LNAV/VNAV ap-

proaches or any approach that has lateral ad vertical course guid-

Approach Briefing

ance.

The purpose of an approach briefing is to prepare the pilot to execute

an instrument approach procedure. Pilots should brief the instrument

approach procedure when time and workload permits. Preferably, the

approach should be briefed approximately 20 minutes prior to the IAF

or start of vectors. The approach briefing should include the following

items:

• Type of procedure and runway (e.g. ILS 23)

Avionics Configuration

• Transition to final (vectors or IAF)

GPS

• Applicable NAV and COM frequencies

•

Load the approach with the assigned transition (VTF or IAF)

• DA/MDA

•

Verify all Flight Plan waypoints are correct including course

reversals

• MAP and missed approach procedure

•

Activate the approach at the start of vectors or when cleared

direct to the IAF

Sample approach briefing

•

Verify all approach frequencies are tuned and identified

This will be a __________________ (ILS, GPS…) approach to runway

•

Verify the navigation mode switches from GPS to VLOC on an

_____________ via the _________ transition (VTF or IAF). The proper

ILS approach when inbound to FAF

navigation source (GPS, VLOC) for the approach is selected and the

MFD

proper course is set in the HSI. Applicable approach frequencies are

•

Reference electronic charts for approach information ad briefing

tuned and identified. Final approach speed is __________ KIAS with

•

Reference the electronic checklist at the completion of the de-

approach flaps (10⁰) set prior to FAF. Call out 1000 feet, 500 feet and

scent and before landing flows

100 feet above the minimums. The minimum altitude for the approach

PFD

is __________feet. For a _(Circle to land or Straight in) Approach. The

•

Set the decision altitude in the baro altitude once complete with

missed approach procedure is climb to ____________ altitude and turn

approach briefing

left/right to the ______________fix and hold.

•

Set the HDG bug for the wind correction heading once estab-

lished inbound on the final approach course

-49-

-50-

Non Precision Approach Procedure

The following provides guidance for executing a non precision ap-

proach sing vectors to final or full procedure as the transition. The

non precision profile may be used for VOR and GPS overlay ap-

proaches or any approach that has only lateral course guidance.

Avionics Configuration

GPS

• Load the approach with the assigned transition (VTF or IAF)

• Verify all flight plan waypoints are correct including course

reversals

• Activate the approach at the start of vectors or when cleared

direct to the IAF

• Verify all approach frequencies are tuned and identified

• Verify the navigation mode is set as required (GPS or VLOC)

MFD

• Reference electronic charts for approach information and

briefing

• Reference the electronic checklist at the completion of the

descent and before landing flows

PFD

• Set Baro altitude with MDA once complete with approach

briefing

• Set the heading bug for wind correction heading once

established inbound on the final approach course

-51-

GPS Approach Procedures

The following provides guidance for executing a classic GPS

approach using vectors to final or full procedure as the transition.

Use the profile for executing a partial panel approach in the event of

a PFD failure.

GPS

• Load the approach with the assigned transition (VTF or IAF),

always select the IAF for partial panel approaches

• Verify all waypoints are correct including course reversals

• Activate the approach at the start of vectors or when cleared

direct to the IAF

• Verify all approach frequencies are tuned and identified

• Verify the navigation mode is set as required (GPS or VLOC)

MFD

• Reference electronic charts for approach information and

briefing

• Reference the electronic checklist at the completion of the

descent and before landing flows

PFD

• Set Baro altitude for the MDA once the approach briefing is

complete

• Set the heading bug for wind correction heading once

established inbound on the final approach course

-52-

GO-Around

A go around should be executed anytime an approach does not meet

the stabilized approach criteria outlined in this manual for instrument

or visual conditions. A go around should be completed from memory

since it is a time critical maneuver.

In addition to the stabilized approach criteria, execute a go around/

missed approach for these conditions:

• Excessive ballooning during round out or flare

• Excessive bouncing or porpoising

• Landing beyond the first 1/3 of the runway

• Any condition when a safe landing is in question

The first priority of executing a go around is to stop the aircraft’s de-

scent. Smoothly and promptly apply full power while simultaneously

leveling the wings and pitching the aircraft to stop the descent. Main-

tain coordination while adding power by applying rudder pressure.

Retract flaps slowly to 10⁰. Do not fully retract flaps at this point in

the go around because it may lead to excessive altitude loss.

Begin pitching for a climb attitude once the aircraft’s descent rate has

been stopped. Pitch for Vx if obstacle clearance is an issue. Pitch

for Vy for all other situations. Retract flaps to 0⁰ once the aircraft is

climbing, and clear of all obstacles and at or above 65 KIAS.

Go-Around Procedure (Memory)

Throttle - Full

Wing Flaps - Retract to 20⁰

Climb Speed - 62 KIAS Vx

Wing Flaps - 10⁰ (as obstacle is cleared), then Up (after

reaching a safe altitude and 65 KIAS)

-54-

Landing

Soft Field Landing

Cessna 172s is

approved for soft field or turf runways. Always en-

sure that the quality and condition of the runway surface is adequate

to support the aircraft. Avoid turf runways with long grass, wet or

soggy soil, large ruts or holes. A soft field approach is similar to a nor-

mal landing and approach. Touchdowns should be made on the main

wheels first. A soft touchdown will reduce the stress on the landing

gear and make it easier to keep the nose wheel from digging into the

Note: Speeds are for zero winds. Increase accordingly to

compensate for headwinds or x-winds.

turf and possible loss of directional control. Keep the nose wheel off

the ground as long as possible by applying sufficient back pressure

to the control yoke. A little power can be added immediately after

Normal Landing

touchdown to aid in keeping the nose wheel off the ground. Braking

Normal Landings should be made with 30⁰ flaps. Final approach

should be minimized. Excessive braking could lead to a loss of direc-

speeds should be adjusted to account for gusts exceeding 10 kts by

tional control on the runway. Higher power settings will be required

adding half the gust factor. Reduce power smoothly and begin slow-

to taxi on a soft field.

ing from final approach speed at a time that allows an easy transition

from final descent to round out and flare with minimum floating or bal-

Crosswind Landing

looning. Touch downs should be made on the main wheels first at

speeds slightly above stall. Gently lower the nose wheel after the

Crosswind landings should be made with minimum flap setting re-

mains are on the ground.

quired for the field length. It is recommended to crab the aircraft into

Short Field Landing

the wind sufficient to track the aircraft along the extended centerline

of the runway. Hold the crab until the beginning of the round out. At

Landings in short runways should be made with 30⁰ flaps. Final ap-

the start of the round out, enter a slip by applying ruder pressure to

proach speeds should be adjusted to account for wind gusts exceed-

align the longitudinal axis of the aircraft with the runway and simulta-

ing 10 kts by adding half the gust factor. Progressively reduce

neously apply aileron to keep the aircraft tracking the runway center-

power after clearing all approach obstacles. Proper airspeed and

power control should result in an approach with minimal floating in

line. Touchdowns should be made on the upwind main landing gear

ground effect and excessive sink rates during the approach. Touch-

first followed by the downwind main landing gear and nose gear.

down should be made on the main wheels first. Immediately after

Hold aileron correction into the wind during the rollout and apply rud-

touchdown, ensure power idle, lower the nose wheel and brake as re-

der as necessary to maintain directional control.

quired. To decrease stopping distances consider retracting the flaps

and holding the control yoke full aft. Emphasis should be placed on

the accuracy of the touchdown to ensure enough runway remains af-

ter touchdown to stop the aircraft.

-56-

-55-

After Landing

Engine Shutdown Procedure (Flow Pattern)

Complete the after landing checklist as a flow pattern after clearing

Brakes - Hold

the active runway and after a full stop. Ensure the pitot heat is turned

Throttle Control - Idle (Pull full aft)

off. The mixture can be leaned if desired. Set the mixture by leaning

for max RPM rise.

Electrical Equipment - Off

After Landing Procedure (Flow Pattern)

Avionics Switch (BUS 1 and BUS 2) - Off

Mixture Control - Idle Cutoff (pull full aft)

Wing Flaps - Up

Magnetos Switch - Off

Mixture - Lean as required

Master Switch (ALT and BAT) - Off

Landing Light - Off

Standby Battery Switch - Off

Taxi Light - On (if required)

Control Lock - Install

Arrival/Engine Shutdown

Fuel Selector Valve - Left or Right (to prevent cross

feeding between tanks)

Complete the shutdown checklist as a flow pattern. Verify with the

checklist to ensure all items have been accomplished when com-

Chocks, Tie-downs, Pitot Cover - As Required

pleted with the flow pattern. The aircraft should be parked on a ramp

∙Note∙

or in a hangar If the aircraft is parked outside, it should be chocked

ad tied down if possible.

Never leave the parking brake on. FBO’s may be required to move

the aircraft in your absence. During the movement bald tires may re-

sult or damage to the brake system.

-58-

-57-

Section 4 - Maneuvers

Maneuvering During Slow Flight

General

Practice this maneuver with a variety of flap configurations while

climbing, descending and turning. Enter the maneuver in level flight

The following maneuvers should be completed with a minimum recov-

and smoothly reduce power. Maintain altitude while the aircraft

ery altitude of 1500 feet AGL. Follow these guidelines for set up and

slows to the desired airspeed and trim the aircraft. Add flaps as de-

execution of the following maneuvers,

sired at Vfe. Add power as necessary to maintain the desired alti-

tude. Maintain coordination throughout the maneuver with rudder

Steep Turns

control. Recover from this maneuver if a stall is encountered.

Enter this maneuver at 105 KIAS by smoothly banking the aircraft to

Execution

45⁰ (Private) / 50⁰ (Commercial) and simultaneously adding back pres-

sure to maintain altitude. Maintain coordination with rudder. Addi-

Execute Clearing Turns

tional power may be required to maintain airspeed. Continue the turn

Reduce Power to 1500 RPM

for 360⁰. Start the roll out approximately 10⁰ before completing the

Flaps as desired

full turn and simultaneously releasing back pressure. Reduce any

power that was added during the maneuver.

Bank Angle as desired (20⁰ Maximum)

Execution

Power as required to maintain altitude, climb or descend

Execute Clearing Turns

Airspeed - an airspeed at which any further increase in

angle of attack, increase of load factor, or reduction in

Airspeed 105 KIAS

power would result in an immediate stall (current PTS stan-

Power 2300 RPM

dards)

Bank Angle 45⁰ (Private) or 50⁰ (Commercial)

Recovery

Reduce angle of attack and level wings

Apply full power

Retract Flaps to 20⁰

Airspeed at or above Vx - Retract flaps to 10⁰

Accelerate to Vy - Retract Flaps to 0⁰

-60-

Power Off Stalls

Practice this maneuver with varying flap configurations. Enter this ma-

neuver from a level attitude by reducing the

power and adding flaps

as desired at Vfe. At 65 KIAS (Full Flaps), 70 KIAS (20⁰ Flaps), or 75

KIAS (10⁰ Flaps), establish a descent of approximately 500 FPM,

straight or turning. Once a stabilized descent is established, reduce

power to idle and gradually increase pitch to a normal touchdown atti-

tude (10-12⁰ approximately). Adjust pitch to reduce airspeed approxi-

mately 1 kt/second. Recovery can be initiated at the incipient phase

or full stall.

Execution

Execute Clearing turns

Reduce Power to 1500 RPM

Extend Flaps As desired

Establish descent of 500 feet per minute

Reduce throttle to idle

Slowly pitch up for stall

Recovery

Reduce Angle of attack

Apply full power

Retract Flaps 20⁰

Accelerate to Vx and retract flaps to 10⁰

Accelerate to Vy and retract flaps to 0⁰

Maintain altitude during the recovery procedure

-61-

Power On Stalls

Practice this maneuver with 0⁰ and/or 10⁰ flaps, straight and turning.

Enter the maneuver from level flight by reducing power and adding

flaps as desired at Vfe. Slow the aircraft to Vr while maintaining alti-

tude. At Vr smoothly apply full power and pitch the aircraft at an an-

gle to induce a stall. Apply rudder to maintain coordination. Recover

from this maneuver at the incipient phase or full stall.

Execution

Execute clearing turns

Reduce power to 1500 RPM

Flaps 0⁰ or 10⁰

Airspeed - Slow to Vr

Apply full power

Increase pitch angle to induce stall

Recovery

Reduce angle of attack

Verify full power

Accelerate to Vy

Flaps Retract

-62-

Autopilot Stall Recognition

AP Stall Recognition (Power On)

The purpose of this maneuver is to identify the conditions when a stall

Execute clearing turns

with the autopilot engaged may occur, recognize the affects of an im-

pending autopilot stall and learn the recovery procedure. Do not ex-

Flaps 0⁰

ceed any autopilot limitations during this maneuver. The maneuver is

started by programming the autopilot for conditions it is not capable

Reduce power 1500 FPM

of maintaining (excessive climb rate, insufficient power…). This ma-

neuver will not be executed to a full stall condition. Recovery will be

Engage Heading and VS with a 2000 FPM climb

initiated at the first indication of a stall by disconnecting the autopilot

Apply power 2200 RPM

and following the stall recovery procedure.

AP Stall Recognition (Power Off)

∙Note∙

Execute clearing turns

Autopilot will increase the angle of attack to increase altitude sacrific-

ing airspeed. Recovery will be initiated at a speed no lower than 70

Reduce power 1500 RPM

KIAS.

Engage Heading and Altitude modes on autopilot

Recovery

flaps 10⁰

Disconnect autopilot and simultaneously

Reduce power to idle

Reduce angle of attack and level wings

∙Note∙

Verify Full power

Autopilot will increase the angle of attack to maintain altitude sacrific-

ing airspeed. Recovery will be performed at a speed no lower than

The remaining ground reference maneuvers and commercial maneu-

the limitation of the autopilot approximately 1.2 Vs.

vers are located in appendix A of this manual. Refer to this appendix

Recovery

for procedures on the remaining maneuvers.

Disconnect Autopilot

Reduce angle of attack

Apply full power

Accelerate to Vy

Retract Flaps to 0⁰

-63-

-64-

Section 5 - Emergency and Abnormal Procedures

General

Section 3 of the Pilot’s Operating Handbook provide the procedures

for handling emergency and abnormal system and/or flight conditions

which, if followed, will maintain an acceptable level of airworthiness

and reduce operational risk. The guidelines described in these sec-

tions are to be used when an emergency and/or abnormal condition

exists and should be considered and applied as necessary.

Checklist Completion for Abnormal Procedures

BLANK PAGE

Completion of abnormal procedures should be done using the do-list

method. The appropriate checklist should be directly referred to and

each item should be completed in the order prescribed.

Checklist Completion for Emergency Procedures

Emergency checklists should be completed from memory. The Emer-

gency Procedures section of the POH identifies checklist items for

emergency procedures that must be memorized. Execution of these

procedures is considered time critical and is done without reference to

a checklist. The checklist should only be referenced during an emer-

gency if time permits.

-66-

-67-

Section 7 - Supplementary Information

General

Pilot Qualification and

Training

This section should be used as a supplement for the planning and exe-

The plot in command of any NOVA aircraft is responsible for its safe

cution of all flights in a NOVA aircraft. Although an excellent resource,

operation. It is recommended that all pilots operate in accordance

this information will not guarantee a safe flight. Minimizing flight risk

with the policies and procedures prescribed within this publication.

requires sound judgment and sensible operating practices. Safety of

In no case does this document relieve the pilot in command from the

flight ultimately depends upon the decisions made by you, the pilot.

responsibility of making safe decisions regarding the operation of the

Safe flights should be conducted in accordance with regulations, ATC

aircraft.

clearances, personal capabilities, and the aircraft operating limitations

described in the FAA Approved Airplane Flight Manual and Pilots Oper-

Training

ating Handbook (POH). Procedures in this publication are derived

All pilots must adhere to NOVA Aviation Service Agreement that they

from procedures in the FAA Approved Airplane Flight Manual (AFM).

signed prior to beginning training or renting of NOVA aircraft.

NOVA has attempted to ensure that the data contained here agrees

with the data in the AFM. If there is any disagreement, the Airplane

Medical Certificates

Fight Manual is the final authority. For operations outside the

In order to exercise the privileges of a private pilot certificate the pilot

United States, refer to the appropriate regulations for that country.

This publication should be in the pilot’s possession during all flight op-

must hold a third class medical, which is valid for 5 years from the

erations.

date of issue (2 years if the person is over 40 years of age).

-74-

Pilot Duty Considerations

Duty Time and Rest

Pilot Duty Considerations

Pilots should avoid a duty period greater than 14 hours including a

maximum of 8 hours of flight instruction. A pilot should have a 10

hour rest period prior to flying the following day. Pilots should con-

sider non-flight related working periods as duty time.

Physiological

Intoxicants

Pilots should not consume alcohol or other intoxicants within 12 hours

prior to flying and should always consider the lasting effects of alcohol

the following day.

Blood Donations

A pilot should not operate an aircraft within 72 hours after a blood do-

nation or transfusion due to temporary lowering of oxygen carrying ca-

pacity of blood following a blood donation or transfusion.

Scuba Diving

A pilot or passenger who intends to fly after scuba diving should allow

the body sufficient time to rid itself of excess nitrogen absorbed dur-

ing the dive. The recommended wait times are as follows:

• Wait 12 hours - if flight will be below 8,000 feet pressure altitude

and dive did not require a controlled ascent

• Wait 24 hours - if flight will be above 8,000 feet pressure altitude

or dive required a control ascent

-75-

Aircraft Maintenance

NOVA aircraft will be maintained in accordance with the instructions

for Continued Airworthiness found in the Airplane Flight Manual. All

maintenance will be performed by qualified A&P mechanics.

Grounding of Aircraft

A NOVA pilot or mechanic has the authority to ground an aircraft any-

time it is determined to be not airworthy.

Flight Planning

Pilots are encouraged to file VFR or IFR flight plans for all cross coun-

try flights. Pilots should always plan an alternate, whether operating

VFR or IFR. The pilot should complete the following flight planning re-

sponsibilities: Determine the best route and altitude considering;

winds aloft, freezing levels, cloud bases and tops, turbulence, terrain,

airspace and TFRs.

• Determine alternate airport

• Calculate fuel requirements

• Verify aircraft is within weight and balance limitations

• Calculate takeoff and landing distances. Verify runway lengths

for intended airports

• File flight plan

-76-

Weather

A critical factor in a successful flight is the pilot’s evaluation of

weather conditions. Many weather related accidents could have

been prevented during preflight if the pilot had thoroughly evaluated

the weather conditions. The following weather resources will be use-

ful for evaluating the weather.

Flight Service Station

800-WX-BRIEF

Aviation Weather Center

http://www.aviationweather.gov

Direct Users Access Terminal Service (DUATS)

http://www.duats.com

National Weather Service

http://www.nws.noaa.gov

The go/no-go decision and the route to the intended destination

greatly depend on the weather at the departure airport, along the

route and destination. The pilot’s ability to interpret and understand

aviation weather is critical to the safety of flight. Follow the steps be-

low when assessing the weather for every flight.

Overview

The first step to understanding the weather conditions along the in-

tended route is to assess the big picture. The pilot should become

familiar with pressure systems, frontal systems, precipitation, areas of

marginal VFR and IFR conditions, and areas of icing and turbulence.

Weather products available:

• Surface analysis Chart

• Weather radar

• Satellite imagery

-77-

Hazards to Flight

The second step is to identify any potential hazards for the intended

flight. The pilot should become familiar with areas of marginal VFR

and IFR conditions, convective activity, and areas of icing and turbu-

lence. Weather products include:

• Weather depiction chart

• AIRMETs, SIGMETs, and Convective SIGMETs

• Weather radar

• Pilot Reports

• Area Forecasts

• Current and forecasted icing potential tools

Current Observations

The third step is to become familiar with the current observations

along the intended route of flight. Current weather observations

within 50 miles of the departure, intended route and destination air-

port should be analyzed. Weather products available include:

• METARs

• Pilot Reports

∙Note∙

Go to http://adds.aviationweather.gov/java/ for an interactive weather

tool.

-78-

Forecasted Weather

The fourth step is to understand what the weather is expected to do

during our flight. Evaluate the weather +/- 2 hours from your esti-

mated time of arrival at the destination or planned alternate. Weather

products available include:

• TAFs

• Area Forecasts

• Prognostic Charts

• Winds and Temperature Aloft

• AIRMETs, SIGMETs, and Convective SIGMETs

NOTAMS

The fifth step is to become aware of any NOTAMs that may affect the

flight. Pay close attention to any TFR’s that may interfere with your

routing.

Thunderstorm Flying

Never regard a thunderstorm lightly - even when radar observers re-

port the echoes are of light intensity. Avoiding thunderstorms is the

best policy. The following are Do’s and Don’ts of thunderstorm avoid-

ance:

• Don’t land or takeoff in the face of an approaching thunder-

storm. A sudden gust front or low level turbulence could cause

loss of control.

• Don’t attempt to fly under a thunderstorm even if you can see

through the other side. Turbulence and wind shear under the

storm could be disastrous.

• Don’t trust the visual appearance to be reliable indicator of the

turbulence inside a thunderstorm.

• Avoid by at least 20 miles any thunderstorm indentified as se-

vere or giving an intense radar echo. This is especially true un-

der the anvil of a large cumulonimbus.

• Circumnavigate the entire area if the area has 6/10 thunderstorm

coverage.

• Remember that vivid and frequent lighting indicates the exis-

tences of a strong thunderstorm.

Regard as extremely hazardous any thunderstorm with tops 35,000

feet or higher, whether the top is visually sighted or determined by ra-

dar.

-79-

Temperature Minimums

Flight training operations should not be undertaken when the outside

air temperature falls below -20⁰ Fahrenheit. NOVA aircraft should be

preheated if exposed to ground temperatures below 30⁰ Fahrenheit

for more than 2 hours. Do not operate the engine at speeds above

1800 RPM unless the oil temperature is 100⁰ Fahrenheit or higher and

oil pressure is within the green arc of the oil pressure gage. Once the

engine oil temperature has reached 150⁰ Fahrenheit and oil pressure

does not exceed the green arc at 2000 RPM, the engine has been

warmed sufficiently to accept full power.

Operations in Icing Conditions

∙WARNING∙

Flight into known icing is prohibited in ALL NOVA aircraft.

A pilot should not take off in an aircraft that has frost, snow, or ice ad-

hering to any external surface.

A pilot can expect icing when flying in visible moisture, such as rain,

snow or clouds, and the temperature of the aircraft is below freezing.

If icing is detected the pilot should turn on all available anti-icing

equipment and do one of two things to exit the icing conditions; get

out of the area of visible moisture or go to an altitude where the tem-

perature is above freezing. The warmer altitude may not always be a

lower altitude. Proper preflight action includes obtaining information

on the freezing level. Report icing conditions to ATC, and if operating

IFR, request new routing or altitude if icing is encountered.

-80-

In-Flight Considerations

Situational Awareness

Turns after Takeoff

Pilots should maintain situational awareness throughout the entire

flight using all available equipment and resources.

In-Flight Considerations

The recommended turn altitude after takeoff is within 300 feet of pat-

tern altitude, unless obstacle departure procedures or ATC instruction

dictate otherwise. When cleared to fly runway heading pilots should

Supplemental Oxygen

maintain the heading that corresponds with the extended centerline of

the departure runway until otherwise directed by ATC. Drift correction

According to Title 14 CFR Part 91.211, no person may operate an air-

should not be applied; i.e., runway 04 with an actual magnetic head-

craft -

ing of 044⁰, fly 044⁰.

At a cabin pressure altitudes above 12,500 feet (MSL) up to and

Weather Status

including 14,000 feet (MSL) unless the required minimum flight

crew is provided with and uses supplemental oxygen for that

Pilots should monitor the weather along the route and destination air-

part of the flight at those altitudes that is more than 30 minutes

port for deteriorating conditions using onboard weather resources and

in duration;

ground based weather resources. Enroute Flight Advisory Service,

Flight Watch, in generally available on 122.0 anywhere in the contigu-

At cabin pressure altitudes above 14,000 feet (MSL) unless the

ous United States. A diversion may be necessary if the weather dete-

required minimum flight crew is provided with and uses supple-

riorates beyond the pilot’s qualifications and/or capabilities.

mental oxygen during the entire flight time at those altitudes;

and

Aircraft Systems Status

At cabin pressure altitudes above 15,000 feet (MSL) unless

Pilots should monitor the flight, engine and system parameters

each occupant of the aircraft is provided with supplemental oxy-

throughout the flight. Verify adequate fuel remains to reach the in-

gen.

tended destination.

∙Note∙

Pilot Status

For optimal protection pilots are encouraged to use supplemental

Pilots should monitor fatigue and stress levels during the flight. A di-

oxygen above 10,000 feet during the day and above 5,000 feet dur-

version may be necessary if the pilot has any reason to believe the

ing the night.

flight cannot be safely completed.

-81-

-82-

Flight Safety

In addition to the operating limitations specific to each aircraft type,

the following actions are not recommended:

• Parachuting activities

• Hand propped engine starts

• Flight below 500 feet AGL except for takeoff and landing

• Flight beyond the safe gliding distance of land

∙Note∙

The pilot should ensure that adequate survival gear is readily acces-

sible if flight beyond the safe gliding distance is required.

Sterile Cabin

During sterile cabin operations all distractions such as XM radio,

non-flight related materials should be terminated and unnecessary

communication with passengers should be minimized. A sterile

cabin should be observed during departure, arrival and abnormal/

emergency operations.

Smoking

Smoking is prohibited inside or near all aircraft and hangars. It is

the responsibility of the pilot to ensure that their passengers com-

ply with these restrictions.

-83-

Incident and Accident Procedures

The pilot shall immediately notify the nearest National Transporta-

tion Safety Board field office if an aircraft incident or accident oc-

curs as defined in NTSB Part 830. The proper law enforcement

agency and/or search and rescue shall be notified if necessary.

The pilot should complete the Aircraft Accident and Incident Re-

port, found in this section, after any accident or incident. The pilot

should not discuss the circumstances with anyone not involved

with the investigation.

Emergency Landing

If a NOVA aircraft makes an emergency landing at a site not desig-

nated as an airport, the pilot should not attempt to take off, but

BLANK PAGE

should immediately contact the proper authorities.

Aircraft Incident and Accident Notification

An Aircraft Incident and Accident Report should be completed by

the pilot any time a NOVA aircraft sustains any damage or is in-

volved in an accident or incident. The information may useful in a

future investigation. The report form is found in this manual.

NTSB Field Office

Southeast - Atlanta

404-562-1666

Southeast - Miami

305-597-4610

North Central

630-377-8177

Northeast - Parsippany

973-334-6420

Northeast - Ashburn

571-223-3930

Central Mountain

303-373-3500

South Central

817-652-7800

Northwest

206-870-2200

Southwest

310-380-5660

Alaska

907-271-5001

-84-

-85-

Appendix - A

Ground Reference Maneuvers

Turns Around A Point

Enter on the downwind side of the point of reference.

Power - 2300 RPM

Airspeed ≈ 105 KIAS

Altitude - 800-1000 feet AGL

Once reference point is abeam wing, begin your turn

Steepest bank (45⁰) due to highest ground speed

Maintain distance from reference point using bank control

and remaining coordinated

Maintain distance from reference point

Gradually decrease your bank angle as airplane turns up

wind

Maintain aircraft coordination

Slowest Ground Speed

Shallowest Bank angle

maintain distance from reference point and coordination

Gradually increase bank angle as airplane begins to turn

downwind

Maintain distance from reference point

Fly at least 2 turns, and exit at point of entry at the same

altitude and airspeed at which the maneuver was started

-86-

S-Turns

Enter on the downwind side of the line of reference.

Power - 2300 RPM

Airspeed ≈ 105 KIAS

Altitude - 800-1000 feet AGL

Cross the line feature wings-level

Initial Turn is to the left

This will be the highest ground speed

Steepest bank angle (do not exceed 45⁰)

Moderate bank angle and decreasing as airplane begins turn

upwind. Maintain coordination throughout maneuver

Level wings as you cross the line of reference

Slowest ground speed

Turn in opposite direction

Shallowest bank angle

Moderate bank angle and increasing as airplane begins turn to

downwind. Maintain coordination

Level the wings crossing the line reference

Fastest ground speed

Exit the maneuver at the same altitude and airspeed when

maneuver was started

-87-

Rectangle)Course

Start the turn with a medium bank angle

Reduce bank angle as ground speed slows

Roll out wings level, directly upwind

Turn will be less than 90⁰

Same indicated airspeed, slowest ground speed

Maintain distance from boundary

Crab angle is not required

10.

Start a shallow turn for the slowest ground speed

Gradually increase to a medium bank angle as the ground speed

Select a rectangle course

increases. Roll out wings level with a wind correction angle and

Power - 2300 RPM

crab into the wind.

Airspeed ≈ 105 KIAS

11.

Turn will be less than 90⁰

Altitude - 800-1000 feet AGL

Same indicated airspeed, medium ground speed

Remain ½ to 1 mile outside of selected rectangle course

Enter 45⁰ to downwind with first course to the left

Maintain coordination and crab into the wind

Same KIAS, fastest ground speed

12.

Start a medium bank turn, gradually increasing bank angle as

Maintain distance to boundary

ground speed increases

Crab angle not required

Turn will be more than 90⁰

Steepest turn for fastest ground speed (max 45⁰ bank angle)

Ease off of bank angle as the wind turns to a crosswind, and

Exit at point of entry at the same airspeed and altitude when ma-

ground speed begins to slow

neuver was started

Roll out of the turn wings-level, crabbing into the wind

Turn will be more than 90⁰

Maintain coordination and crab into wind

Same airspeed, medium ground speed

Maintain distance from boundary

-89-

-88-

Appendix - B

Crosswind, ground speed decreases

Commercial Maneuvers

If pylon moves forward of your line of sight along the wing tip,

apply forward pressure and descend

Eights on Pylons

Maintain coordination, do not use rudder to “hold” the pylon

Upwind, slowest ground speed

Shallowest bank

Furthest distance from the pylon

Lowest pivotal altitude

Downwind, fastest ground speed

Steepest bank

Closest distance to pylon

Highest pivotal altitude

Cross midpoint of pylons wings level

Just past the left pylon, roll into a left turn to position wing tip on

the pylon

Prevent up-down movement of the pylon using aileron

Prevent fore-aft movement of the pylon using elevator

Select 2 pylons about ½ a mile apart

Follow pylon with the control column

Power - 2300 RPM

Upwind, slowest ground speed

Airspeed ≈ 105 KIAS

Shallowest bank

Altitude - 800-1000 feet AGL

Furthest distance from pylon

Enter maneuver by approach at midpoint of the pylons

Lowest pivotal altitude

diagonally

Downwind, fastest ground speed

Just past the pylon, roll into a right turn to position the wing tip

Steepest bank

on the pylon

Closest distance to pylon

Highest pivotal altitude

Prevent apparent up down movement of the pylon using

aileron

Cross midpoint of pylons wings level

Prevent apparent fore-aft movement of the pylon by using

Repeat the figure 8 pattern

elevator

Exit at point of entry a the same altitude and airspeed when

Follow pylon with the control column

maneuver started

-90-

-91-

Chandelle

Maintain 30⁰ bank angle until 90⁰ point

Continue to increase pitch attitude until 90⁰ point

Maintain full power

Altitude is increasing

Airspeed is decreasing

Gradually start rolling out bank at 90⁰ point

Maintain pitch attitude

Maintain coordination

Complete roll out to wings level at 180⁰ point

Airspeed is approximately 1.2 Vs1 +/- 5 kts (48x1.2= 57 kts)

Momentarily hold airspeed

Maintain coordination

Resume straight and level flight with minimum loss of altitude

Let airspeed build

Find appropriate area to perform maneuver

Reduce power to cruise setting

Power - 2300 RPM

Repeat maneuver to the right

Airspeed ≈ 105 KIAS

Any altitude to allow maneuver to be completed at or

above 1500 feet AGL

Roll into the wind with a 30⁰ bank angle

Pitch airplane up into a climbing turn

Smoothly apply full power, without exceeding max RPM

Once bank angle is established, neutralize ailerons

Maintain coordination

-92-

-93-

Arrive at maximum bank angle 30⁰ at the 90⁰ reference point

Lazy Eights

Pitch attitude is momentarily level

Take note of minimum airspeed

Take note of maximum altitude

Pitch continues to decrease

Bank decreases

Speed increases

Pass the 135⁰ reference point with the lowest nose attitude for

the maneuver

Reduce bank angle through 15⁰

Speed continues to increase

Pitch begins increasing

Bank angle continues to decrease

At the 180⁰ reference point, aircraft is momentarily level

Altitude is same as entry altitude

Airspeed is same as entry airspeed

Begin to raise the nose

Gently roll bank in the opposite direction

Pass the 45⁰ reference point with maximum nose-up for maneuver

Increase the bank angle through 15⁰

Speed is decreasing

Find appropriate area to perform maneuver

Pitch attitude begins decreasing

Power - 2300 RPM

Bank angle continues to increase

Arrive at maximum bank angle of 30⁰ at the 90⁰ reference point

Airspeed ≈ 105 KIAS

Pitch attitude is momentarily level

Any altitude to allow maneuver to be completed at or

Take note of minimum airspeed

above 1500 feet AGL

Take note of maximum altitude

Fly crosswind and select an upwind reference point abeam the

Pitch continues to decrease

wing tip

Bank decreases

Raise the nose above the horizon and begin a climb

Speed increases

Pass the 135⁰ reference point with the lowest nose attitude for maneuver

Slowly roll in bank, and enter a coordinated climbing turn into

the wind

Reduce bank angle through 15⁰

Pass the 45⁰ reference point with maximum nose-up for

Speed continues to increase

maneuver

Pitch begins increasing

Increase bank angle through 15⁰

Bank angle continues to decrease

10.

At the 180⁰ reference point airplane is wings level

Speed is decreasing

Altitude is the same as entry altitude

Pitch attitude begins decreasing

Airspeed is same as entry airspeed

Bank angle continues to increase

Resume straight and level flight

-94-

-95-

Recovery for a Nose High:

Unusual Attitudes

Reduce Pitch - Reducing the pitch will reduce the angle of

The industry definition of unusual attitudes are defined as pitch uninten-

tionally exceeds 25 degrees nose up or 10 degrees nose down, bank

attack almost immediately and will assist in increasing your air-

angle unintentionally exceeds 45 degrees and airspeed and angle of

speed.

attack are inappropriate for the condition.

Add Power - Adding power will assist in increasing your

In general, there are two types of unusual attitudes:

airspeed and helping to prevent a stall.

Nose High and Nose Low.

Level the Wings - Leveling the wings will help to prevent one

Nose High:

wing stalling before another.

Airspeed Indicator - Airspeed will be decreasing rapidly

Note

Altimeter - Altitude is increasing rapidly

It is imperative that you follow these steps in order. They are established

Attitude Indicator - Miniature airplane above the horizon

in order of importance. While step one and step two should be done si-

and usually banked.

multaneously, they are given in this order to establish the importance.

Turn Coordinator - Greater than standard rate turn (Full

deflection)

Recovery from a Nose Low:

Heading Indicator - Depending on the bank of the aircraft,

will be spinning rapidly.

Reduce Power - With a fixed pitch prop we do not want to

over speed the prop. Also, we are attempting to reduce our

Nose Low:

overall airspeed.

Airspeed Indicator - Airspeed will be increasing rapidly

Level the Wings - To prevent a graveyard spiral, it is impera-

Altimeter - Altitude will be decreasing rapidly

tive that you level the wings prior to pitching up.

Attitude Indicator - Miniature airplane below the horizon

Increase Pitch - Increase pitch of aircraft to bring it to a nose

and usually banked.

level attitude. At this point as the airspeed starts to bleed off,

Turn Coordinator - Greater than standard rate turn (Full

increase the power to prevent the aircraft from entering into a

Deflection)

stall.

Heading Indicator - Depending on the bank of the aircraft,

Note

will be spinning rapidly.

It is imperative that you follow these steps in order. They are established

in order of importance. If you attempt to increase pitch prior to leveling

The recovery procedure for unusual attitude is going to depend on

which type of unusual attitude you are experiencing.

the wings you WILL enter a grave yard spiral.

-107-

-108-