Henderson State University
Department of Aviation
Record of Revisions
Piper Arrow Student Handbook
Revision No.
1
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All
Action
N/A 1. Original Issuance
Action Legend: R=Remove and Replace
Remarks
D=Delete and Destroy
i
A=Add
Initials
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Henderson State University
Department of Aviation
List of Effective Pages
Piper Arrow Student Handbook
Page(s)
Date
All
24-Aug-09
Page(s)
Date
ii
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Date
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Henderson State University
Department of Aviation
Table of Contents
Piper Arrow Student Handbook
Section............................................................................................... Section-Page Number
Record of Revisions ............................................................................................................ i
List of Effective Pages ....................................................................................................... ii
Table of Contents .............................................................................................................. iii
Quick Reference Numbers .............................................................................................. 1-1
Checklists ........................................................................................................................ 2-1
Expanded Checklists ....................................................................................................... 3-1
Standard Operating Procedures-Amplified (SOPA) ....................................................... 4-1
Standardized Maneuvers and Configurations (SMAC) .................................................. 5-1
Briefing Guide .................................................................................................. Appendix 1
GTX330 Transponder Pilot’s Guide ................................................................. Appendix 2
GMA340 Audio Panel Pilot’s Guide ................................................................ Appendix 3
Cockpit Flows ................................................................................................... Appendix 4
iii
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HENDERSON STATE UNIVERSITY
DEPARTMENT OF AVIATION
Quick Reference Numbers
For the Piper PA-28R-201
Quick Reference Numbers PA-28R-201
Do not exceed in any operation --------------- VNE --------------------------- 183 KIAS
Exceed only in smooth air --------------------- VNO --------------------------- 146 KIAS
No full/abrupt control inputs (2750 lbs) ----- VA ---------------------------- 118 KIAS
No full/abrupt control inputs (1865 lbs) ----- VA ------------------------------- 96 KIAS
Max flap extended speed ---------------------- VFE ---------------------------- 103 KIAS
Max landing gear extended speed ------------ VLE ---------------------------- 129 KIAS
Max landing gear retraction speed------------ VLO ---------------------------- 107 KIAS
Stall speed landing configuration ------------- VS0 ------------------------------ 55 KIAS
Stall speed clean configuration --------------- VS1 ------------------------------ 60 KIAS
Best angle of climb ----------------------------- VX ------------------------------- 78 KIAS
Best rate of climb ------------------------------- VY ------------------------------- 90 KIAS
Max gliding distance speed -------------------- ----------------------------------- 79 KIAS
Max crosswind component -------------------- ----------------------------------- 17 KIAS
Fuel grade ---------------------------------------- ------------------------------------- 100LL
Oil grade ----------------------------------------- ------------------------------- 15W50 X-C
Oil capacity -------------------------------------- ----------------------------------- 8 Quarts
Max Weight ------------------------------------- ------------------------------ 2750 Pounds
Electrical System ------------------------------- ------------------------------------ 14 Volt
Fuel Capacity
Aircraft
N224HS
N877HS
Model
PA-28R-201
PA-28R-201
Mains (Total)
38.5 gal/side
38.5 gal/side
Mains (Usable)
36 gal/side
36 gal/side
1. This airplane must be operated as a normal category airplane in
compliance with the operating limitations stated in the flight
manual and in the form of placards and markings.
2. No aerobatic maneuvers including spins, approved.
3. Maneuvering speed: 118 KIAS.
4. This airplane approved for day or night IFR non-icing flight when
equipped in accordance with FAR 91 or FAR 135.
5. Do not turn off alternator in flight except in case of emergency.
6. Fuel remaining in tank when indicator reads zero cannot be used safely in
flight.
7. See loading instructions in weight and balance section of airplane
flight manual.
8. Maximum demonstrated crosswind 17 knots.
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Quick Reference Numbers
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Piper Arrow Student Handbook
Quick Reference Numbers
Page 1-2
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HENDERSON STATE UNIVERSITY
DEPARTMENT OF AVIATION
Aircraft Checklists
For the Piper PA-28R-201
Exterior Inspection (Read & Do)
SAFETY CHECK (Read & Do)
All Electrical Switches ------------------------------------------------ OFF
Magnetos ----------------------------------------- OFF, KEY REMOVED
Control Lock ----------------------------------------------------- REMOVE
Gear Lever ---------------------------------------------------------- DOWN
Battery Switch ----------------------------------------------------------- ON
Gear ---------------------------------------------------- DOWN, 3 GREEN
Fuel QTY ----------------------------------------- CHECKED (REFUEL)
Lights (night) -------------------------------------------------- CHECKED
Battery Switch ---------------------------------------------------------- OFF
Exterior Check --------------------------------------------------PERFORM
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PREFLIGHT CHECK
Squawk Book ------------------------------------------CHECKED, AC____
Weight & Balance -----------------------------------------------COMPLETE
Performance Data -----------------------------------------------COMPLETE
Aircraft Documents ----------------------------------------------- PRESENT
Hobbs ------------------------------------------------------------ RECORDED
Exterior Check ---------------------------------------------------COMPLETE
Fuel ----------------------------------------- FLT PLAN FUEL ON BOARD
Parking Brake -------------------------------------------------------------- SET
Circuit Breakers --------------------------------------- (BOTH) CHECKED
Fuel Selector -------------------------------- FULLEST (L/R) SELECTED
Pitot & Static System --------------------------------------------- DRAINED
Flaps ---------------------------------------------------------------------------- 0°
Trim ----------------------------------------------------------SET, NEUTRAL
Seatbelts ---------------------------------------------- (BOTH) FASTENED
PAX/Crew Briefing ---------------------------------------------COMPLETE
BEFORE START CHECK
Battery Switch -------------------------------------------------------------- ON
Alternator Switch ----------------------------------------------------------- ON
Beacon/Strobe Lights ------------------------------------------------------ ON
NAV Lights --------------------------------------------------------- OFF (ON)
Fuel Pump ------------------------------------------------------------------- ON
Ramp --------------------------------------------------------------------CLEAR
BEFORE TAXI CHECK
Oil Pressure ------------------------------------------------------- CHECKED
Alternator ---------------------------------------------------------- CHECKED
Altimeters -------------------------------------- (BOTH) __.__ IN, ____FT
Heading -------------------------------- (BOTH) __DEGREES, NORMAL
Flight Plan --------------------------------------------- SET & ACTIVATED
Fuel Pump ------------------------------------------------------------------ OFF
TAXI CHECK
Brakes -------------------------------------------------------------- CHECKED
Radios ----------------------------------------------------------------------- SET
Flight Instruments ------------------------------------------------ CHECKED
Flight Controls ---------------------------------------------------- CHECKED
STBY Attitude IND ----------------------------------- TEST & CHECKED
AHRS ------------------------------------------ ALIGNMENT COMPLETE
ENGINE CHECK (Read & Do)
Parking Brake -------------------------------------------------------------- SET
Power --------------------------------------------------------------- 2000 RPM
Magnetos ---------------------------------------------------------- CHECKED
Alternate Air ------------------------------------------------------ CHECKED
Prop -------------------------------------------------------- EXERCISE/FULL
Engine Instruments ------------------------------------------------ NORMAL
Alternator ---------------------------------------------------------CHARGING
First Flight of the Day or IMC
Conditions - Standby
Alternator Check Required
Right Wing Surface-------------------- CLEAR of ICE, FROST, SNOW
Right Flap and Hinges --------------------------------------------- CHECK
Right Aileron and Hinges------------------------------------------ CHECK
Right Static Wicks -------------------------------------- CHECK SECURE
Right Wing Tip and Lights ---------------------------------------- CHECK
Right Fuel Tank ----------------- CHECK VISUALLY / SECURE CAP
Right Fuel Tank Vent ----------------------------------------------- CLEAR
Fuel Tank Sump------------------------------------------------------ DRAIN
Right Tie Down and Chock ------------------------------------- REMOVE
Right Main Gear Strut ------------ PROPER INFLATION (2.0 ± 0.25”)
Right Tire ------------------------------------------------------------ CHECK
Right Brake Block and Disk--------------------------------------- CHECK
Right Fresh Air Inlet ------------------------------------------------ CLEAR
Nose General Condition ------------------------------------------- CHECK
Engine Cowling ---------------------------------------------------- SECURE
Oil --------------------------------------------------------------- 6-8 QUARTS
Engine Baffle Seals ------------------------------------------------- CHECK
Windshield ------------------------------------------------------------CLEAN
Propeller and Spinner ---------------------------------------------- CHECK
Cowling Air Inlets --------------------------------------------------- CLEAR
Alternator Belt ----------------------------------------- CHECK TENSION
Landing Light ------------------------------------------------------- CHECK
Nose Chock -------------------------------------------------------- REMOVE
Nose Gear Strut ------------------ PROPER INFLATION (2.75 ± 0.25”)
Nose Wheel Tire ---------------------------------------------------- CHECK
Nose Fuel Strainer --------------------------------------------------- DRAIN
Left Wing Surface --------------------- CLEAR of ICE, FROST, SNOW
Left Fresh Air Inlet -------------------------------------------------- CLEAR
Left Fuel Tank------------------- CHECK VISUALLY / SECURE CAP
Left Stall Warning Vane ------------------------------------------- CHECK
Left Chock --------------------------------------------------------- REMOVE
Left Main Gear Strut ------------- PROPER INFLATION (2.0 ± 0.25”)
Left Tire -------------------------------------------------------------- CHECK
Left Brake Block and Disc ---------------------------------------- CHECK
Left Fuel Tank Vent ------------------------------------------------- CLEAR
Left Fuel Tank Sump ------------------------------------------------ DRAIN
Left Tie Down ----------------------------------------------------- REMOVE
Left Pitot Mast ------------------ REMOVE COVER – HOLES CLEAR
Left Wing Tip Lights ----------------------------------------------- CHECK
Left Aileron and Hinges ------------------------------------------- CHECK
Left Flap and Hinges ----------------------------------------------- CHECK
Left Static Wicks---------------------------------------- CHECK SECURE
Antennas ------------------------------------------------------------- CHECK
Left Static Vent ------------------------------------------------------ CLEAR
Left Fresh Air Inlet -------------------------------------------------- CLEAR
Empennage ----------------------------- CLEAR of ICE, FROST, SNOW
Stabilator and Trim Tab-------------------------------------------- CHECK
Tail Tie Down ----------------------------------------------------- REMOVE
Right Static Vent ----------------------------------------------------- CLEAR
Tow Bar and Baggage ----------------- STOW PROPERLY – SECURE
Baggage Door ------------------------------------------------------ CLOSED
Power---------------------------------------------- 2300 RPM
Alternator ------------------------------------------------ OFF
STBY Alternator ------------------------------------------ ON
STBY Alternator Annunciator Lt ----------------------- ON
ELEC Load >20 Amps ------ STBY ALTR LT FLASHING
Reduce ELEC < 20 Amps------------ STBY ALTR LT- ON
Electrical------------------------------------------ RESTORE
Alternator -------------------------------------------------- ON
Standby Alternator-------------------------------------- OFF
Alternator ---------------------------------------- CHECKED
Power ----------------------------------------------------------------------IDLE
Annunciator -------------------------------------------- TEST & CHECKED
Heading ----------------------------------------- CHECKED, __ DEGREES
Altimeters ------------------------------------- (BOTH) __.__ IN, ____ FT
Door ------------------------------------------------------------------- CLOSED
Page 2-1
Piper Arrow Student Handbook
Aircraft Checklists
TAKE OFF PROCEDURES
LANDING FLAPS AND VREF SPEEDS
Normal/ X-W
Flaps 0°
VR 70 KTS
Short Field
Flaps 25°
VR 55 KTS
Soft Field
Flaps 25°
VR ≈NA
Pitch ≈8°
VY 90 KTS
Target Pitch Attitude
Pitch ≈10°
VX 78 KTS
Pitch ≈10°
VX 78KTS
BEFORE TAKEOFF CHECK
Take Off Briefing ------------------------ COMPLETE
Flaps --------------------- ___ DEGREES, VERIFIED
Heading & Altitude Bugs -------------------------- SET
PFD --------------------------------------------------- SET
Fuel Pump -------------------------------------------- ON
Transponder ----------------- SET ____, ALTITUDE
Recog Lights ----------------------------------------- ON
CLIMB CHECK
Gear---------------------------------------------------- UP
Flaps ---------------------------------------------------- 0°
Climb Power ------------------------------- SET, _____
Airspeed------------------- CRUISE CLIMB,104 KTS
Fuel Pump ------------------------------------------- OFF
CRUISE CHECK
RECOG or Landing Lights ------------------------ OFF
Power ---------------------------------------- SET, _____
Mixture -------- at or above 3000 X-C only)—LEAN
Fuel Selector --------- FULLEST (L/R) SELECTED
Systems ------------------------- (BOTH) CHECKED
DESCENT CHECK
RECOG or Landing Lights ------------------------- ON
Altimeters ----------------- (BOTH) __.__IN, ____FT
Mixture --------------------------------------------- RICH
Fuel Selector --------- FULLEST (L/R) SELECTED
Aircraft Systems --------------- (BOTH) CHECKED
Annunciator --------------------- TEST & CHECKED
Piper Arrow Student Handbook
Aircraft Checklists
Normal Landing
Flaps 25°
VREF 78 KTS
X-Wind
Flaps 25°
VREF 83 KTS
Short/Soft Field
Flaps 40°
VREF 72 KTS
Missed Approach / GA Procedure
Props – Full Forward
TOGA Power
Target Pitch 10°
Retract Flaps to 25°, VX 78 KTS,
Positive Rate – Gear Up
@ 500 ft AGL Flaps 0°, VY 90 KTS
APPROACH CHECK
Passenger Briefing -------------------------- COMPLETE
Landing/GA Procedures ---------------------- BRIEFED
(IFR FLIGHT)
Approach Briefing -------------------------- COMPLETE
Minimums ------------------------ (BOTH) SET____FT
APP FREQ & Course -------- (BOTH) ___, ___INBD
LANDING CHECK
Fuel Pump ---------------------------------------------- ON
Fuel Selector ------------ FULLEST (L/R) SELECTED
Mixture ----------------------------------------------- RICH
Gear -------------------------------- DOWN & 3 GREEN
Flaps ------------------------------------- ____DEGREES
Prop ----------------------------------- FULL FORWARD
AFTER LANDING CHECK
(Clear of runway)
Fuel Pump --------------------------------------------- OFF
RECOG Lights ---------------------------------------- OFF
Transponder ---------------------------------- STBY (ON)
Flaps ------------------------------------------------------- 0°
Trim ------------------------------------- SET, NEUTRAL
PARKING CHECK
Avionics Switch -------------------------------------- OFF
Mixture ----------------------------------- IDEL CUTOFF
Electrical Switches ----------------------------------- OFF
Panel Lights ------------------------------------------- OFF
BATT & ALTR Switches --------------------------- OFF
Magnetos ----------------------- OFF, KEY REMOVED
Parking Brake ---------------------------------- OFF (ON)
SECURING CHECK (Read and Do)
Hobbs --------------------------------------- RECORDED
Maintenance Write Ups ------------------RECOREDED
Controls ---------------------------------------- SECURED
Door & Window -------------------------------- CLOSED
Baggage Door ----------------------------------- CLOSED
Tie Down -------------------------------------- SECURED
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HENDERSON STATE UNIVERSITY
DEPARTMENT OF AVIATION
Expanded Checklists
For the Piper PA-28R-201
PA-28R-201 ARROW
Expanded Checklist
The purpose of the expanded checklist is to assist a pilot new to the Piper PA-28 Arrow. The
format for the following pages allows for expanded explanation of what the pilot will be looking
for and how a system is tested. Often a single response implies that several items have been
done and completed.
The checklist with exception is designed to verify that something has been done or checked or a
switch selected. Therefore, it is a Read and Verify list. Therefore, the pilot is expected to
complete a flow of items when triggered by a phase of flight. Once the procedural flow is
complete, call for the appropriate checklist, then respond to each challenge with the correct
response, as verification.
There are three (3) exceptions. The “SAFETY CHECK”, “ENGINE CHECK”, and
“SECURING CHECK” are Read and Do checklist. The “SAFETY CHECK” is Read and Do for
safety reasons. The “ENGINE CHECK” is Read and Do because of the depth of test and checks
performed. Finally, the “SECURING CHECK” is Read and Do because of the randomness of
the activities performed.
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Expanded Checklist
SAFETY CHECK (Read & Do)
All Electrical Switches --------------------------------------------------------------------------------- OFF
Scan the entire instrument panel and verify all switches are off. Verify that the Avionics switch
is off to protect the radios.
Magnetos ------------------------------------------------------------------------ OFF, KEY REMOVED
Verify that the Switch is in the OFF position and the key is removed. Place the key on the glare
shield as further confirmation that the magneto switch is OFF.
Control Lock ------------------------------------------------------------------------------------ REMOVE
Place the control lock in the back seat or the cargo area.
Gear Lever ------------------------------------------------------------------------------------------- DOWN
Battery Switch -------------------------------------------------------------------------------------------- ON
Placing the Battery Switch on powers the PFD/MFD it takes a minute until the MFD comes on
and you must wait till the message that will activate the MFD screen.
Gear ------------------------------------------------------------------------------------- DOWN, 3 GREEN
Check for three green indicator lights to show the lights are working properly.
Fuel Qty -------------------------------------------------------------------------- CHECKED (REFUEL)
Check the fuel quantity indicators and determine if an adequate amount of fuel is on board for
the intended flight. It is HSU policy that the aircraft always has a minimum of half tanks for
local flights and maximum allowable for cross country. Make note of the exact position of the
fuel indicator to check against the visual check of the fuel during the exterior preflight. The fuel
tank has tabs that can be viewed with the fuel caps off. Fuel at the tabs means there is 25 gallons
useable in that tank.
Lights (night) ---------------------------------------------------------------------------------- CHECKED
It is permissible to leave the Battery Switch – ON while outside the aircraft to check the light.
Battery Switch ------------------------------------------------------------------------------------------ OFF
Exterior Check --------------------------------------------------------------------------------- PERFORM
The exterior check is found in the QRH and in the abbreviated checklist. Use this checklist as a
read and do to perform the exterior preflight inspection of the airplane.
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Expanded Checklist
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PREFLIGHT CHECK (Read & Verify)
Squawk Book ------------------------------------------------------------------------ CHECKED AC___
Verify that you have the correct AC squawk book. Check if there are any open write ups and
determine if the aircraft is airworthy and safe for flight. Verify the status of the VOR check for
IFR flight.
Weight & Balance -------------------------------------------------------------------------- COMPLETE
This should have been completed in the planning phase. A new weight and balance must be
computed if any factors affecting the outcome have changed.
Performance Data --------------------------------------------------------------------------- COMPLETE
Takeoff, landing, and in-flight performance data must be completed with the current information.
Aircraft Documents ---------------------------------------------------------------------------- PRESENT
Pilots Operating Handbook (POH), Airworthiness Certificate, and Registration Certificate must
be in the aircraft.
Hobbs ----------------------------------------------------------------------------------------- RECORDED
Exterior Check ------------------------------------------------------------------------------ COMPLETE
Fuel --------------------------------------------------------------- FLIGHT PLAN FUEL ON BOARD
Verify that the fuel on board meets all the requirements for the flight. Further, verify that the
aircraft has the minimum fuel on board per HSU Flight Operations Manual (FOM). (Minimum
½ tanks) It would be a good time to discuss the time until burnout and the time that you would
expect to be on the ground.
Parking Brake ------------------------------------------------------------------------------------------- SET
Pull brake handle and press button and the brakes will be set. The handle should remain in the
set position.
Circuit Breakers ------------------------------------------------------------------ (BOTH) CHECKED
All circuit breakers must be set unless collard by maintenance. It remains the pilot’s
responsibility to verity that all systems required for flight are available and working.
Fuel Selector ------------------------------------------------------------- FULLEST (L/R) SELECTED
The Fuel Selector should be selected to the tank with the most fuel. A plan should be in place to
determine when the fuel will be switched from one tank to the other.
Pitot & Static System -------------------------------------------------------------------------- DRAINED
Two outlets are located on the side panel beside the pilot’s seat. You will not be able to see the
outlets. You will have to move the seat aft and run your hand beside the seat in line with the
bottom of the fuel selector to feel them. Press each outlet in for a few seconds to drain the lines
of any moisture.
(continued on next page)
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Expanded Checklist
Flaps ------------------------------------------------------------------------------------------- 0 DEGREES
Verify that the flaps have been returned to 0 degrees after the walk around is complete.
Trim -------------------------------------------------------------------------------------- SET, NEUTRAL
Seatbelts ---------------------------------------------------------------------------- (BOTH) FASTENED
As part of the Passenger briefing verify that all seatbelts are fastened.
Pax/ Crew Briefing ------------------------------------------------------------------------- COMPLETE
Brief the Passengers on the requirement to wear the seatbelt for all takeoffs and landings. Assist
in buckling as needed. Further, brief the Pax on the sterile flight deck rules. Brief on how to exit
the aircraft in case of an emergency and where the fire extinguisher is and how to use it.
The purpose of the crew briefing is to establish and discuss the conduct of the flight. It is during
this briefing that the PIC will be established and also who will be the PF (pilot flying) and who
will be the PM (pilot monitoring will be. Discuss the effects of the weather on the flight and any
and all modifications to the flight that are needed.
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BEFORE START CHECK (Read & Verify)
Battery Switch -------------------------------------------------------------------------------------------- ON
Alternator Switch ---------------------------------------------------------------------------------------- ON
Beacon/Strobe Lights ----------------------------------------------------------------------------------- ON
The three position switch labeled “Strobe Light” should be selected to the UP position. This will
turn on the strobe lights on each wing and the beacon light on the tail.
Nav Lights---------------------------------------------------------------------------------------- OFF (ON)
Navigation Lights are required to be on between sunset through sunrise.
Fuel Pump------------------------------------------------------------------------------------------------- ON
Check for an audible sound to ensure the fuel pump is working.
Ramp ------------------------------------------------------------------------------------- (BOTH) CLEAR
Visually check around the aircraft to confirm that the area is clear for an engine start. State
“CLEAR” or “CLEAR PROP” loud enough to announce to anyone around the aircraft that the
engine is about to be started.
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Piper Arrow Student Handbook
Expanded Checklist
BEFORE TAXI CHECK (Read & Verify)
Oil Pressure ------------------------------------------------------------------------------------- CHECKED
If pressure is not indicated within 30 seconds after start shut down engine and investigate. The
oil pressure indication on the PFD is removed 3 minutes after the engine oil pressure is outside
the warning (red) range. The oil pressure indication is always available on the Engine Page of
the MFD.
Alternator --------------------------------------------------------------------------------------- CHECKED
Verify that the alternator is charging the battery. Then Alternator is 14 volts and the Battery is a
12 volts. The Volt meter should show greater than 12 volts as an indication that the alternator is
providing a charge to the battery. Verify that the Alternator is charging the battery on the engine
page of the MFD.
Altimeters -------------------------------------------------------------------- (BOTH) __.__ IN, ____FT
The PIC will set the altimeters and both pilots will verify that the altimeters are reading field
elevation (+/- 75 feet maximum difference). By reading the altitude the pilot is verifying that the
altimeter setting was set correctly and that the altimeter is reading correctly.
Heading ---------------------------------------------------------- (BOTH) ___ DEGREES, NORMAL
Verify that the heading is available before taxing for directional assistance. Stating “Normal”
confirms the Compass indicates level and the fluid level should be full.
Flight Plan ---------------------------------------------------------------------------- SET, ACTIVATED
Load the flight plan in the GPS. If the flight is local, load the departure airport in the GPS.
Fuel Pump------------------------------------------------------------------------------------------------ OFF
Turn the electric fuel pump off and check the fuel flow/pressure gage to verify that the engine
driven pump is operating
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Expanded Checklist
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TAXI CHECK (Read & Verify)
Brakes -------------------------------------------------------------------------------------------- CHECKED
When the aircraft begins to roll initially, test the brakes to ensure the aircraft brakes are working
properly.
Radios ----------------------------------------------------------------------------------------------------- SET
Set up the communication radios to the frequencies. Set up the navigation radios to the proper
frequencies.
Flight Instruments ----------------------------------------------------------------- (BOTH) CHECKED
During turns (S turns if needed) verify that the HI and the Compass are turning correctly and in
the right direction and rate. The Rate of Turn indicator should show a turn in the correct
direction and the skid/slip indicator moves in the opposite direction. The AI should maintain
level flight.
Flight Controls ---------------------------------------------------------------- FREE AND CORRECT
Check both for freedom of movement and correct deflection of control surfaces in response to
control wheel movement.
STBY ATT IND -------------------------------------------------------------------- TEST & CHECKED
Press the test button until the amber test light starts flashing then release. The test of the STBY
ATT will take about 1 minute. During the test the amber light blinks and you should have a
steady green light above the word test. If the green light goes out and is replaced with a red light
at any time during the test the backup battery pack is bad or needs charging. IFR flight is not
permitted.
AHRS ---------------------------------------------------------------------- ALIGNMENT COMPLETE
Alignment is complete when all messages are complete and you observe the message alignment
complete. If there are no messages and the PFD appears normal this means you missed the
alignment complete message. There is always a message during alignment when all messages
are removed the PFD/MFD are aligned and ready for use.
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Piper Arrow Student Handbook
Expanded Checklist
ENGINE CHECK (Read & Do)
Parking Brake ------------------------------------------------------------------------------------------ SET
Power --------------------------------------------------------------------------------------------- 2000 RPM
Verify that the engine is operating in the normal range before doing the Engine Check.
Magnetos --------------------------------------------------------------------------------------- CHECKED
Look for a maximum drop of 175 rpm per magneto and a maximum difference of 50 rpm.
Alternate Air ----------------------------------------------------------------------------------- CHECKED
Select Alternate Air ON. The engine intake air now comes from the engine compartment has
less ram effect and is hotter therefore; it causes a drop in RPM. Verify drop in RPM and return
the Alternate Air lever to OFF.
Prop -------------------------------------------------------------------------------------EXERCISE/ FULL
The Prop control should be moved through its complete range to check for proper operation and
then placed in the full INCREASE rpm for takeoff. Do not allow a drop of more than 500 RPM
during the check. In cold weather or on the first flight of the day, the propeller should be
exercised at least three times. Proper operation of the tachometer, oil pressure, and manifold
pressure gauges can be checked during the exercising of the propeller.
Engine Instruments ---------------------------------------------------------------------------- NORMAL
The engine should be running smooth and all engine indications should be normal.
Alternator - --------------------------------------------------------------------------------------CHARGING
Indication of charging is verified by observing a system voltage of > then 12.5 volts anything
less and the LO BUS VOLTAGE Annunciator will illuminate. This can occur under normal
operations if the engine RPM is low.
Perform this check on first flight of the day or IFR
Power---------------------------------------------------------------------------- 2300 RPM
Alternator ------------------------------------------------------------------------------ OFF
STBY Alternator ---------------------------------------------------------------------- ON
STBY Alternator Annunciator Lt -------------------------------------------------- ON
The STBY ALTR ON Annunciator light will illuminate steady.
ELEC Load >20 Amps ---------------------------- STBY ALTR LT – FLASHING
Increase electrical load above 20 amps if below and observe the STBY ALTR ON
light is flashing indicating a steady load above the 20 amp maximum continuous
output. Generally normal operations will produce an electrical load above 20
amps.
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Expanded Checklist
Page 3-8
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Reduce ELEC < 20 Amps ------------------------------------ STBY ALTR LT – ON
Reduce electrical load and verify that the STBY ALTR ON Annunciator light is
steady. Consider turning off lights, ventilation fan, and electric fuel pump if still
on etc.
Electrical ----------------------------------------------------------------------- RESTORE
All electrical equipment turned off to reduce electrical load to less than 20 amps
should be turned back on.
Alternator ------------------------------------------------------------------------------- ON
STBY ALTR --------------------------------------------------------------------------- OFF
Alternator --------------------------------------------------------------------- CHECKED
Re-verify the electrical load on the ammeter, and the Volt meter.
Power ----------------------------------------------------------------------------------------------------IDLE
Annunciator ------------------------------------------------------------------------ TEST & CHECKED
PITOT HEAT OFF Annunciator light should be the only light remaining after the test
Heading -------------------------------------------------------------------- CHECKED, ___ DEGREES
The Heading Indicator should turn in the right direction during taxi verifying that it is operating
normally.
Altimeters ------------------------------------------------------------------- (BOTH) __.__ IN ____ FT
State the barometric pressure that is set and read the altitude verifying that the altimeter is correct
on both Altimeters.
Door ------------------------------------------------------------------------------------------------CLOSED
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Expanded Checklist
BEFORE TAKEOFF CHECK (Read & Verify)
Take Off Briefing --------------------------------------------------------------------------- COMPLETE
Determine the type of Takeoff that will be used, and brief all data from the Takeoff Procedures
Guide. Brief: Initial heading & altitude, abort procedure and engine failure airborne return to
field etc. The Takeoff Briefing Card is available in the QRH for assistance.
Flaps --------------------------------------------------------------------------- __DEGREES, VERIFIED
Visually verify that the correct flaps are set based on Takeoff briefing.
Heading & Altitude Bugs ----------------------------------------------------------------------------- SET
Heading should be set to initial assigned heading or on course heading. If there is no initial
assigned heading or on course heading, set to runway heading. Altitude should be set to the
initial altitude assigned.
PFD ------------------------------------------------------------------------------------------------------- SET
Ensure that the navigation modes being used are being utilized properly on the PFD.
Fuel Pump------------------------------------------------------------------------------------------------- ON
Transponder --------------------------------------------------------------------- SET____, ALTITUDE
Verify code and ALTITUDE is selected
Recog Lights --------------------------------------------------------------------------------------------- ON
During daytime operations only. At night, the landing lights should already be on.
Piper Arrow Student Handbook
Expanded Checklist
Page 3-10
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CLIMB CHECK (Read and Verify)
Gear --------------------------------------------------------------------------------------------------------- UP
Verify the Gear Switch is in the Up position. All lights out condition indicates the Gear is Up.
Flaps ------------------------------------------------------------------------------------------- 0 DEGREES
If short or soft takeoff procedures were used verify that the flaps have been retracted to 0
degrees.
Climb Power ------------------------------------------------------------------------------------ SET, _____
Suggested Climb power is 26 inches MP and 2600 Rpm. This should not be set until 500 AGL.
If maximum climb performance is required Piper states full power must be used. (Full Throttle
and 2700 Rpm)
Airspeed ---------------------------------------------------------------------------- CRUISE CLIMB, 104
Once climb power has been set and the aircraft is at least 500 AGL, transition to the cruise climb
airspeed. This increased climb speed provides better engine cooling, less engine wear, reduced
fuel consumption, lower cabin noise level, and better forward visibility.
Fuel Pump----------------------------------------------------------------------------------------------- -OFF
Monitor fuel flow to ensure proper engine driven fuel pump operation.
CRUISE CHECK (Read and Verify)
Recog or Landing Lights ----------------------------------------------------------------------------- OFF
The FAA recommends that all pilots comply with “Operation Lights On” which calls for recog
or landing lights to be on when below 10,000 feet and within 10 NM of the airport. Keep the
recog or landing lights on until one or the other is accomplished. Use recog lights during the day
and landing lights at night.
Power ------------------------------------------------------------------------------------------- SET, ______
Refer to the Cruise Power charts: Until further guidance set 65% Best Power for cruise. Note:
Only use 2200 Rpm if the MP is ≤ 22 inches.
Mixture ---------------------- (Lean at or above 3000 ft X-C only) ---------------------------LEAN
Best Power settings require 100 degrees rich of peak EGT. Use the “lean assist” feature on the
MFD to properly lean the mixture.
Systems ------------------------------------------------------------------------------ (BOTH) CHECKED
Cross check the electrical, fuel, and engine systems for normal operations.
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Expanded Checklist
DESCENT CHECK (Read and Verify)
Recog or Landing Lights ------------------------------------------------------------------------------ ON
Turn Recog or Landing Lights on before leaving cruise altitude. Use landing lights at night and
recog lights during the day.
Altimeters -------------------------------------------------------------------- (BOTH) __.__IN, ____FT
Obtain weather and airport information prior to descent point. Set both altimeters.
Mixture ------------------------------------------------------------------------------------------------ RICH
Increase mixture to full rich slowly as needed consistent with the amount of altitude to lose.
Fuel Selector ----------------------------------------------------------- -FULLEST (L/R) SELECTED
Observe which tank has the most fuel and select for the descent and landing. Turn Fuel Pump on
before changing tanks.
Aircraft Systems ------------------------------------------------------------------ (BOTH) CHECKED
Scan the engine instruments and electrical indications for system status.
Annunciator ------------------------------------------------------------------------ TEST & CHECKED
Piper Arrow Student Handbook
Expanded Checklist
Page 3-12
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APPROACH CHECK (Read and Verify)
Passenger Briefing -------------------------------------------------------------------------- COMPLETE
Verify that seatbelts are fastened and the passengers have been briefed on any specific flight
conditions that they may need to know. Remind the passengers that the sterile flight deck is in
effect.
Landing/GA Procedure ------------------------------------------------------------------------BRIEFED
Brief the type of landing that will be performed along with the correct flaps and speeds to flown.
Complete the briefing. The Approach Briefing Card is available in the QRH for assistance.
(IFR flight)
Approach Briefing -------------------------------------------------------------------------- COMPLETE
Brief the appropriate approach procedures based on SOPA guidelines.
Minimums ------------------------------------------------------------------------ (BOTH) SET, ____ FT
Set Approach minimum altitude. If flying a visual approach set runway threshold elevation.
App Freq & Course ------------------------------------------------------------(BOTH) ___, ___INBD
Verify and state the correct approach frequency and the final approach course inbound. If flying
a GPS approach state “GPS” and the course inbound.
Approach and Landing Procedures
Normal Landing X-Wind Short/Soft Field
Flaps 25
Flaps 25
Flaps 40
VREF 78
VREF 83
VREF 72
Missed Approach Procedures/Go-Around Procedures
Props-Full Forward
TOGA Power
Target Pitch 10o
Retract Flaps 25o, VX 78 Knots,
Positive Rate-Gear Up
@500 ft AGL Flaps 0o
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Expanded Checklist
LANDING CHECK (Read and Verify)
Fuel Pump------------------------------------------------------------------------------------------------- ON
Fuel Selector ------------------------------------------------------------- FULLEST (L/R) SELECTED
If staying in the pattern for approach and landing practice the tank selected in the descent
checklist may no longer be the fullest tank. This checklist item is added to ensure that the fullest
tank is always the selected tank for approach and landing.
Mixture ------------------------------------------------------------------------------------------------ RICH
Gear ---------------------------------------------------------------------------------- DOWN & 3 GREEN
Flaps -------------------------------------------------------------------------------------- ____ DEGREES
Announce the current flap setting at the reading of the checklist. If this setting is different than
the briefed flap setting for the landing, state the final flap setting and when it will be achieved,
ex. “Flaps”-------“10o, 40o on Final”.
Prop ------------------------------------------------------------------------------------ FULL FORWARD
Placing the prop full forward can be delayed until you are on final approach. If this is delayed
until final approach, delay stating “Landing Check Complete” until the action of placing the prop
full forward has been completed. It can be accomplished during any part of the landing phase if
desired but remember to increase RPM smoothly to avoid a surge in RPM.
AFTER LANDING CHECK (Read and Verify)
(Clear of runway)
Fuel Pump------------------------------------------------------------------------------------------------ OFF
Recog Lights -------------------------------------------------------------------------------------------- OFF
Could be deferred if additional takeoffs and landings are needed.
Transponder ----------------------------------------------------------------------------------- STBY (ON)
Note: The airport may require that the transponder remain on during taxi. This can be deferred
if additional takeoffs and landings are needed.
Flaps ------------------------------------------------------------------------------------------- 0 DEGREES
Verify flaps are set to 0 degrees
Trim ------------------------------------------------------------------------------------- SET, NEUTRAL
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Expanded Checklist
Page 3-14
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PARKING CHECK (Read & Verify)
Avionics Switch ---------------------------------------------------------------------------------------- OFF
Mixture -------------------------------------------------------------------------------------IDLE CUTOFF
Electrical Switches ------------------------------------------------------------------------------------- OFF
Panel Lights ---------------------------------------------------------------------------------------------- OFF
BAT & ALTR Switches ------------------------------------------------------------------------------ OFF
Magnetos ------------------------------------------------------------------------OFF, KEY REMOVED
After removing the keys place them on the glare shield.
Parking Brake ----------------------------------------------------------------------------------- OFF (ON)
Determine the status of the aircraft. If there is any chance that the aircraft could move, keep the
parking park set until the aircraft is secure. Furthermore, if required, advise the lineman that the
aircraft Parking Brake is set or insure that a tug is connected to the aircraft before releasing the
Parking Brake.
SECURING CHECK (Read & Do)
Hobbs ----------------------------------------------------------------------------------------- RECORDED
Maintenance Write Ups ------------------------------------------------------------------- RECORDED
Controls ------------------------------------------------------------------------------------------SECURED
Door & Window ----------------------------------------------------------------------------------CLOSED
Lock the doors if on overnight or if it is the last flight of the day, if in doubt lock the doors.
Baggage Door -------------------------------------------------------------------------------------CLOSED
Tie Down ----------------------------------------------------------------------------------------SECURED
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Expanded Checklist
This Page Intentionally Left Blank
HENDERSON STATE UNIVERSITY
DEPARTMENT OF AVIATION
Standard Operating Procedures-Amplified
(SOPA)
For the Piper PA-28R-201
STANDARD OPERATING PROCEDURES AMPLIFIED (SOPA)
In developing standards for flying an aircraft the goal is to first and foremost be safe and then efficient.
The pilot in command is responsible for the airworthiness of the aircraft and is the final authority as to
the conduct of the flight.
A checklist is not intended to be an instruction manual for flying an aircraft. Each phase of flight should
have a method and procedures laid out to guide the pilot towards the correct way to operate the aircraft.
Instead of using the checklist as an instruction manual the pilot will guide the flow of the flight. The
pilot is expected to have a working knowledge of the progress of the flight and the procedures required.
The pilot will become familiar with places in the flight that trigger a need to perform procedures and
checklist. As you study SOPA you will note the locations that state, “Accomplish the following flow”.
This flow represents all the items on a checklist. It might include items that are not included on the
checklist but the pilot should accomplish. The checklist is designed to verify that the correct procedures
and system checks have been completed.
The layout of SOPA is designed to show the pilot what should be done and what standard method the
FAA, Piper, and HSU have in mind as to how that should occur.
The basic format for SOPA assumes that the PIC has an additional crew member in the right seat acting
as SIC (second in command). The layout places PF (Pilot Flying) duties on the left side of the page and
the PM (Pilot Monitoring) on the right side indicating what each crew member should do. On the
ground the left side is PIC and the right is SIC. Commencing at Takeoff and concluding with the
landing roll the PF is listed on the left side column and the PM is on the right side.
The ◄ symbol directs the PIC/PF, whereas the ►directs the SIC/PM. When either (BOTH) or ◄►
appears, it is intended for both pilots to complete the requested action which is usually to verify a system
status or instrument setting. The checklist will always be called for by the PIC/PF. The checklist will
be read by the SIC/PM with the PIC/PF responding to the checklist challenge. Additionally, several
items on the checklist will request that both pilots respond to the challenge, for additional safety. This
will be indicated by (BOTH) just in front of the response. The pilot reading the checklist waits for the
response from the other pilot before responding when both pilots are required to reply.
While the layout favors a crew compliment on many occasions the PIC is the only pilot on board.
During training your flight instructor will expect you to fly the aircraft single pilot to teach the
responsibilities involved in a flight. Prior to reaching a career position on a multi crew certified aircraft a
large majority of your flying will be single pilot. Obviously, the only change will be that you will do all
the flows and checks yourself. The pilot will be expected to perform all the required actions, flows, and
checklist. Even in a single pilot environment the pilot will be expected to call for all checklists, Read
the Challenge and Response verbally, and announce out loud that the checklist is complete.
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SOPA
SAFETY PROCEDURE:
The first pilot arriving at the aircraft or as designated will run the Safety Check as a read and do. The
purpose of the Safety Check is to protect the pilot, passengers, aircraft and persons around the aircraft
from harm. Further the SAFETY CHECK provides the opportunity to check the fuel status of the
aircraft. If fueling is required the decision will be made whether to tow the aircraft to the pumps or taxi
the aircraft to the fueling pad. If the decision is made to taxi the aircraft follow all required checklists
including the BEFORE TAXI CHECKLIST (only the oil pressure and alternator need be checked)
SAFETY CHECK (Read & Do)
All Electrical Switches --------------------OFF
Magnetos ------------- OFF/KEY REMOVED
Control Lock -------------------------REMOVE
Gear Lever -------------------------------DOWN
Battery Switch -------------------------------ON
Gear ----------------------DOWN & 3 GREEN
Fuel Qty ---------------CHECKED (REFUEL)
Lights (night) -----------------------CHECKED
Battery Switch ------------------------------OFF
Exterior Check--------------------- PERFORM
Announce: “SAFETY CHECK complete”
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PREFLIGHT PROCEDURE:
The purpose of the Preflight check is for the crew to become familiar with all the information about the
flight: weather, routing, aircraft status, passengers, weight and balance, performance data, etc. The
W&B and performance data should be completed during the flight planning phase, however, the pilot
should be aware of any changes that might have taken place unknown to the pilot since the flight
planning phase. Each pilot should take the time to review the aircraft squawk book. Examine the
squawk book to see if there are any open write ups that have not been addressed. Also, it is the pilot’s
responsibility to determine if any deferred items exist and what impact it might have on the aircraft
flight capability, safety, and legality. On the Flight Operations ticket, enter the Hobbs time.
Brief the Passengers on the use of seatbelts and how to escape the aircraft if required. Point out the
location of the Fire Extinguisher and its operation. Finally, explain to the passengers the sterile flight
deck rules.
Brief the crew on the conduct of the flight: Refer to the Crew briefing form in the QRH if necessary.
After the briefing and exterior check is complete, accomplish the following flow:
Check Circuit Breaker In or Collared ►
◄ Set Parking Break
◄ Fuel Selector select to fullest tank
◄ Drain Pitot Static Systems
Flaps set to 0o ►
Trim set to Neutral ►
◄ Seatbelts fastened ►
◄ Call for & respond to the “PREFLIGHT CHECK”
SIC
PIC
Squawk Book ----------- Checked, AC______
Weight & Balance--------------- COMPLETE
Performance Data --------------- COMPLETE
Aircraft Documents ---------------- PRESENT
Hobbs ----------------------------- RECORDED
Exterior Check------------------- COMPLETE
Fuel --- FLIGHT PLAN FUEL ON BOARD
Parking Brake------------------------------- SET
Circuit Breakers -------- (BOTH) CHECKED
Fuel Selector ---------FULLEST SELECTED
Pitot & Static System --------------DRAINED
Flaps --------------------------------------------0o
Trim -------------------------- SET, NEUTRAL
Seatbelts ---------------- (BOTH) FASTENED
Pax/Crew Briefing -------------- COMPLETE
Announce: “PREFLIGHT CHECK complete” ►
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SOPA
BEFORE START PROCEDURES:
With all flight gear and paperwork secure and flight deck organized determine which engine start
procedure will be used and brief the start.
NOTE: It will take a moment for the screens to display the required engine instruments. Proceed
with the start only when all required information is available.
After briefing the start procedure, accomplish the following flow:
◄ Bat & Altr Switches On
◄ Strobe Light Toggle Switch – UP
◄ Nav Lights On (if night ops)
◄ Fuel pump ON
◄Confirm parking brake set ►
◄ Confirm ramp is clear ►
◄ Call for & Respond to the “BEFORE START CHECK”
SIC
PIC
Battery Switch --- ----------------------------ON
Alternator Switch -- -------------------------ON
Beacon/Strobe Lights -- ---------------------ON
Nav Lights --- ------------------------OFF (ON)
Fuel Pump ---- --------------------------------ON
Ramp --- ---------------------- (BOTH) CLEAR
Announce “BEFORE START CHECK complete” ►
NOTE: Before engaging the starter the crew will confirm the area is clear for start and announce
“Clear” to the outside of aircraft. The PIC will start the engine as briefed.
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BEFORE TAXI PROCEDURE:
After engine start, the crew will verify the oil pressure and the alternator charging. While the engine is
warming up and before taxi the SIC will copy the ATIS/AWOS while the PIC loads the flight plan into
the GPS.
After engine is started, accomplish the following flow:
◄ Alternator charge ►
◄ Verify Oil Pressure normal ► Radio Master Switch ON ►
◄ Turn Fuel Pump – OFF and Monitor Fuel Flow ►
◄Verify the GPS test sequence results and database is in date for IFR ►
Record the ATIS/AWOS ►
◄ Set altimeters and check altitude ►
◄ Load flight plan into the GPS.
◄ Check Compass is normal and verify heading on PDF
Note: If the aircraft is repositioning for fueling verify Oil pressure and Alternator charging and
call for the “BEFORE TAXI CHECK”. Only respond to the first two items and announce
“BEFORE TAXI CHECK complete”.
◄ Call for & respond to the “BEFORE TAXI CHECK”
PIC
SIC
Oil Pressure ------------------------ CHECKED
Alternator -------------------------- CHECKED
Altimeters -------- (BOTH) __.__IN, ____FT
Heading - (BOTH) __DEGREES, NORMAL
Flight Plan---------------- SET, ACTIVATED
Fuel Pump -----------------------------------OFF
Announce: “BEFORE TAXI CHECK complete” ►
Note: The sterile flight deck policy is in effect from “BEFORE TAXI CHECK complete” until
level at cruising altitude. (During Sterile cockpit operations only conversations and activities
pertaining to the flight are allowed.)
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SOPA
TAXI PROCEDURES:
When requested by the PIC, the SIC will contact Clearance Delivery (if required) or Ground Control (if
required) to receive and record IFR clearance or VFR departure procedures. Perform a radio check if
available at uncontrolled airports.
Upon receipt of clearance or radio check, accomplish the following flow:
Set Nav/Com as appropriate ►
Modify flight plan as required and activate ►
Set transponder code ►
◄ Test Brakes
Check Flight Controls ►
◄ Verify that AHRS alignment is complete ►
◄ Verify Flight Instruments during turns ►
◄ Press to test and check STBY ATT indicator
◄ Call for and respond to the “TAXI CHECK”
PIC
SIC
Brakes ------------------------------ CHECKED
Radios --------------------------------------- SET
Flight Instruments ------ (BOTH) CHECKED
Flight Controls------ FREE AND CORRECT
STBY ATT IND-------- TEST & CHECKED
AHRS ----------- ALIGNMENT COMPLETE
Announce: “TAXI CHECK complete” ►
NOTE: Several of the items contained in this flow are best suited for a two person crew while
taxiing. If single pilot operations are being conducted, it may be best to complete this flow before
the aircraft begins taxiing or after the taxi to the engine check area is complete.
Note: The crew will have taxi chart available for viewing during taxi
Note: If checking the flight controls would create a hazard during windy conditions, delay
this check until aircraft is stopped and parking brake is set prior to engine check.
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ENGINE CHECK PROCEDURES:
The engine check should be performed in an area that is safe for your aircraft, other aircraft, and other
persons or property. If the airport has a designated engine run up area, utilize this area. Position your
aircraft into the wind if possible. At a controlled field, this should be accomplished prior to crossing
into the “movement” area of the airport and prior to contacting ground control. This will allow for a
more expeditious flow of traffic once ground control is contacted. The Engine Check is a Read and
Do…there is no flow. The crew will both participate in the Engine Check. After the check, brief the
passengers on the conduct of the flight:
Caution:
Caution:
Caution:
Caution:
If any STBY instrument is INOP – IFR flight is prohibited
If Engine instruments on the PFD are or become INOP – IFR flight is prohibited
If the MFD is or becomes INOP –flight is prohibited / land as soon as practical
If the PFD is or becomes INOP – flight is prohibited / land as soon as practical
◄ Call for & respond to the “ENGINE CHECK”:
PIC
SIC
Parking Brake------------------------------- SET
Power -------------------------------- 2000 RPM
Magnetos --------------------------- CHECKED
Alternate Air ----------------------- CHECKED
Prop --------------------------------- EXERCISE
Engine Instruments ---------------- NORMAL
Alternator ------------------------ CHARGING
**********************************
First Flight of the Day or IFR (Standby Alternator Check Required)
Power------------------------------------------------- 2300 RPM
Alternator --------------------------------------------------- OFF
STBY Alternator-------------------------------------------- ON
STBY Alternator Annunciator LT ---------------------- ON
ELEC Load >20 Amps-----STBY ALTR LT FLASHING
Reduce ELEC <20 Amps -----------STBY ALTR LT - ON
Electrical --- -----------------------------------------RESTORE
Alternator ---- -------------------------------------------------ON
STBY ALTR ---- --------------------------------------------OFF
Alternator --- ---------------------------------------CHECKED
**********************************
Power --- -----------------------------------IDLE
Annunciator ----- --------TEST & CHECKED
Heading- ---------CHECKED, ___DEGREES
Altimeters ----- --- (BOTH) __.__IN, ____FT
Door ---- --------------------------------CLOSED
Passengers ---- ------------------------BRIEFED
Announce: “ENGINE CHECK complete” ►
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SOPA
TAKEOFF PROCEDURES:
Normal / X-W
Short Field
o
Flaps 0
Flaps 25o
VR 70 kts
VR 55 kts
Target Pitch Attitude
Pitch 8o
Pitch 10o
VY 90 kts
VX 78 kts
Soft Field
Flaps 25o
VR NA
Pitch 10o
VX 78 kts
◄The PIC will brief the crew on the Takeoff Procedure to be used. Refer to the Before Takeoff
Briefing Form in the Quick Reference Handbook (QRH) if necessary.
Approaching the runway and number one, accomplish the following flow:
Verify transponder code and select Altitude ►
◄ Recog Lights On
◄ Set Heading and Altitude Bugs
◄ Verify navigation modes set properly
◄ Call for or select Flaps for Take Off ◄ Scan arrival and final for traffic ►
◄ Call for & respond to the” BEFORE TAKEOFF CHECK”
SIC
PIC
Take Off Briefing ----------------COMPLETE
Flaps ---------------__DEGREES, VERIFIED
Heading & Altitude Bugs -----------------SET
PFD ------------------------------------------SET
Fuel Pump - -----------------------------------ON
Transponder - -------SET, _____ ALTITUDE
Recog Lights ---------------------------------ON
Announce: “BEFORE TAKEOFF CHECK” complete” ►
Request Takeoff clearance or announce Taking Off on the Common Traffic Advisory Frequency.
Set Take Off / Go Around (TOGA) power and make the following callouts on Take Off:
“TOGA Power checked” ►
“Airspeed Active” ►
◄ “Checks” (not needed if single pilot)
“Rotate, ___ degrees” ►
“Positive Rate” ►
◄ “Gear – UP”
Places Gear in the up position, “Gear UP”►
◄ “Flaps 10o” (if necessary for short or soft field take offs. This should be accomplished
when aircraft is accelerated to VX with a positive rate of climb and well clear of all obstacles)
Places Flaps in 10o segment, “Flaps 10o” ►
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◄ “Flaps 0o” (if necessary for short or soft field take offs. This should be accomplished
when aircraft is established at VY with a positive rate of climb and well clear of all obstacles)
Places Flaps in 0o segment, states “Flaps 0o” ►
Accelerate to VY 90 knots and climb to a minimum of 500 AGL before commencing any turns.
CLIMB PROCEDURES:
Once clear of the traffic pattern and flaps and gear have been retracted, establish cruise climb of 104
knots or greater while maintaining at least a 500 fpm climb. Forfeit speed down to VY 90 knots on hot
days or when climbing to higher cruise altitude in order to maintain 500 fpm as long as possible. Cruise
climb enables better forward visibility which aids in traffic awareness. Cruise climb also improves
engine cooling and increased airflow in the aircraft cabin.
NOTE: There is no rush to perform the CLIMB CHECK. It is important to depart the traffic
pattern and establish initial en route heading. Maintain vigilance as you move away from the
airport area.
After clear of the traffic pattern, accomplish the following flow:
◄ Verify Gear Operating light is off
◄ Fuel Pump – OFF and Monitor Fuel Flow ►
◄ Set climb power – 26” MP & 2600 RPM
◄ Flaps – 0o
◄ Call for & Respond to the CLIMB CHECK
PF
PM
Gear -- -----------------------------------------UP
Flaps --- -----------------------------------------0o
Climb Power ----------------------SET, ______
Airspeed ---------------CRUISE CLIMB, 104
Fuel Pump --- --------------------------------OFF
Announce “CLIMB CHECK complete” ►
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SOPA
CRUISE PROCEDURES:
Upon reaching cruise altitude, accomplish the following flow:
◄ Turn off Recog or Landing light
◄ Set Cruise Power (If X-C set to 65% Best Power)
◄ (Designate) Lean 100 degrees Rich of Peak (If above 3,000’ MSL)
◄ Scan systems for normal operating ranges ►
◄ Call for and respond to the “CRUISE CHECK”
PF
PM
Recog or Landing Lights-------------------OFF
Power -- -----------------------------SET, _____
Mixture ( ≥ 3000 MSL; X-C only) - -- LEAN
Systems--------------------- (BOTH) CHECKED
Announce: “CRUISE CHECK complete” ►
NOTE: When switching fuel tanks, turn Fuel Pump – ON. When fuel flow is stable, turn Fuel
Pump - OFF
DESCENT PROCEDURES:
Descent planning improves the arrival procedures. Begin gathering information for landing as soon as it
is available. A good technique is to start the descent procedures no later than 20 minutes before landing.
When automated weather is available or when approaching descent point, accomplish the following
flow:
Obtain latest weather (if possible) ►
◄ Set altimeter and verify ►
◄ Fuel Selector set to the fullest tank
◄ Place the Recog or Landing Light ON
◄ Slowly increase mixture to full Rich
◄ Check all systems normal ►
◄ Test Annunciator
◄ Call for & respond to the “DESCENT CHECK”.
PF
PM
Recog or Landing Lights--------------------ON
Altimeters ------- (BOTH) __.__ IN, ____FT
Mixture -------------------------------------RICH
Fuel Selector ---------FULLEST SELECTED
Aircraft Systems ------- (BOTH) CHEKCED
Annunciator--------------TEST & CHECKED
Announce: “DESCENT CHECK complete”. ►
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APPROACH PROCEDURES:
It is prudent to brief as soon as possible when workload is at a minimum. For example the briefing
could be done as part of the descent planning before the descent.
Landing, Flaps, and VREF Speeds
Normal
X-Wind
Short/Soft Field
Flaps 25o
Flaps 25o
Flaps 40o
VREF 78kts
VREF 83kts
VREF 72kts
GA Procedure
TOGA Power, Target Pitch 8°
Retract Flaps to 25°, VX 78 KTS,
@ 500 ft AGL Flaps 0°, VY 90 KTS
Thoroughly brief the passengers for the descent and landing. Besides the seat belt requirements
include any information that would reduce or eliminate apprehension, i.e.: in about 2 minutes the
ride will be bumpy. ►
NOTE: If flying as a crew, transfer flying to PM before proceeding with this flow.
As soon as approach and landing information is available accomplish the following flow:
◄ Brief Landing, Go Around, and Taxi Route anticipated.
(Refer to the “Approach Briefing” in the QRH if necessary for briefing information.)
(IFR flight)
◄ Brief the type approach to be flown
(Refer to the “Approach Briefing” in the QRH if necessary for briefing information.)
◄Set minimums bug
◄ Verify correct Approach Frequency and Course set ►
◄ Call for & respond to “APPROACH CHECK”
PF
PM
Passenger Briefing ---------------COMPLETE
Landing/GA Procedure - ------------BRIEFED
(IFR flight)
Approach Briefing ---------------COMPLETE
Minimums ---- ------- (BOTH) SET, ____ FT
App Freq & Course -- (BOTH) __,___INBD
Announce: “APPROACH CHECK complete” ►
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SOPA
LANDING PROCEDURES:
On the 45o to the downwind leg, set power to 18” Manifold Pressure (MP). Airspeed should be
approximately 95-100 knots.
◄At the appropriate time (no later than abeam the runway of intended landing or before the final
approach fix if on IFR approach ), lower or call for the gear to be selected down.
NOTE: Maximum Landing Gear Operating Speed – 129 KTS
Lowering the Landing Gear should serve as a “trigger” to accomplish the following landing flow:
◄ Landing Gear DOWN
◄ Verify Fuel Selector selected to fullest tank
◄ Fuel Pump - ON
◄ Prop – Full Forward
◄ Mixture – RICH
◄ Call for “Flaps __”
Set Landing flaps ►
NOTE: Placing Prop full forward can be delayed until you are on final approach. It can be
accomplished early if desired but remember to increase RPM smoothly to avoid a surge in RPM.
◄ Call for & respond to “LANDING CHECK”
PF
PM
Fuel Pump ------------------------------------ON
Fuel Selector ---------FULLEST SELECTED
Mixture - -----------------------------------RICH
Gear - ---------------------DOWN & 3 GREEN
Flaps - ---------------------------- __DEGREES
Prop ------------------------FULL FORWARD
Announce “LANDING CHECK complete” ►
NOTE: Call out any deviations from landing speed or excessive sink rate: Any airspeed greater
than +/- 5 knots from VREF. Call out any sink rate > 1000 FPM below 1000 feet AGL. If sink rate
isn’t corrected immediately or the approach becomes unstable execute an immediate GA.
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AFTER LANDING PROCEDURES:
NOTE: Do not let procedures interfere with maintaining a safe vigilance and delay any
procedures until the runway has been cleared. The exiting aircraft has the right of way clearing
the runway until beyond the Hold Short Line. Ensure that this is done in a timely manner.
After clearing the runway and past the hold short line, accomplish the following flow:
Fuel Pump – OFF ►
Recog Lights – OFF ►
Turn transponder to STBY or switch to ON►
Flaps – 0o ►
Reset trim to Takeoff position ►
◄ Call for & respond to “AFTER LANDING CHECK”
SIC
PIC
Fuel Pump------------------------------------OFF
Recog Lights--------------------------------OFF
Transponder ------------------------STBY (ON)
Flaps - -------------------------------------------0o
Trim ---------------------------SET, NEUTRAL
Announce “AFTER LANDING CHECK complete” ►
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SOPA
PARKING PROCEDURE:
Normally the aircraft will be tied down or pushed into a parking position and tied down, therefore, do
not set the Parking Brakes. However, if there is any doubt that the aircraft will remain stationary (slope
of ramp, high winds and/or wet or icy ramp) set the Parking Brake.
When aircraft is stopped at parking, accomplish the following flow:
Radio Master OFF ►
All Electrical Switches OFF ►
◄ Mixture – IDLE CUTOFF
◄Battery and Alternator Switches OFF
◄ Magnetos OFF and remove Key
◄ Call for & respond to the “PARKING CHECK”
SIC
PIC
Avionics Switch ------ ----------------------OFF
Mixture ----- -------------------IDLE CUTOFF
Electrical Switches ------ -------------------OFF
Panel Lights ------ ---------------------------OFF
BAT & ALTR Switches ----- --------------OFF
Magnetos ---- --------OFF, KEY REMOVED
Parking Brake------ ------------------OFF (ON)
Announce “PARKING CHECK complete” ►
SECURING PROCEDURES:
Any crew member can perform the check. If the aircraft is to remain overnight lock all doors.
Discuss the securing of the aircraft with the lineman and agree on the method that will be used to
assure compliance. When giving a fuel order, explain to the line personnel not to fill AUX tanks
(on aircraft so equipped) and physically point out where the AUX tanks are located.
◄ Designate who will perform the SECURING CHECK
SECURING CHECK (Read and Do)
Hobbs --------------------------- RECORDED
Maintenance Write Ups ---- ----RECORDED
Controls -----------------------------SECURED
Door & Window----------------------CLOSED
Baggage Door ------------------------CLOSED
Tie Down ----------------------------SECURED
Announce “SECURING CHECK complete”
NOTE: The aircraft is not to remain unattended except for brief turn arounds without completing
the “SECURING CHECK”. The pilot remains responsible for the aircraft until the “SECURING
CHECK” has been completed.
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HENDERSON STATE UNIVERSITY
DEPARTMENT OF AVIATION
Standardized Maneuvers and Configurations
(SMAC)
For the Piper PA-28R-201
Standardized Maneuvers and
Configurations (SMAC)
Explained for the Piper Arrow PA-28R-201
Welcome to the Henderson State University Department of Aviation. At HSU, we pride
ourselves in a quality training environment that will prepare our graduates to go on to great
things in the professional world of aviation.
In order to achieve a quality training environment, we feel there must be a standard way
of performing each prescribed maneuver. This document will detail how each flight instructor
should teach and how each student should perform any maneuver.
All maneuvers listed in this document adhere to specific guidelines listed in the FAA
practical test standards and Airplane Flying Handbook. Although the practical test standards and
the airplane flying handbook are a guideline for all maneuvers, it does allow some latitude in
how each maneuver is performed. This document will basically fill in the blanks that the
Practical Test Standards leaves so that all HSU students will perform all maneuvers in a standard
manner.
All power settings used in this document are approximations or simply a setting to use as
a starting point. Instructors and students should feel free to use whatever power setting is needed
to accomplish a given airspeed or altitude.
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 2
Taxi
Objectives
1.
2.
3.
4.
Students will be able to taxi and perform any other ground operations with no instructor input
Students will be able to properly apply Crosswind Corrections
Students will be able to comply with any and all hand signals given by airport ground crew
Students will be able to comply with any and all airport signs and markings
Procedures
1.
2.
3.
4.
5.
6.
7.
8.
9.
Contact Ground Control (if applicable) to receive taxi instructions
Release brakes or Parking brake
Determine wind direction and adjust controls for proper crosswind correction (see Figure 1)
Position your feet with your heels on the floor and both feet firmly on the rudder pedals. Do not allow your feet to
rest on the brakes. (See figure 2)
Slowly and smoothly advance the throttle to begin the taxi.
After the aircraft begins to roll, apply gentle brake pressure to ensure brakes are working properly
After the aircraft begins to roll again, power may be reduced to maintain a speed no faster than the appearance of a
brisk walk
Apply rudder pressure as needed for directional control to maintain the nose wheel on the centerline (if applicable).
Use brakes only when necessary to slow or stop the aircraft
Tolerances
1.
2.
3.
4.
5.
6.
Flight controls must be placed properly for the appropriate wind conditions
Control must be maintained without excessive use of brakes
Compliance with all airport taxiway signs and markings
Compliance with all air traffic control instructions or light-gun signals (see figure 3)
Must taxi no faster than a brisk walk
Must avoid other aircraft and hazards
Taxi
Up aileron on
LH wing and
elevator neutral
(turn into the
wind)
Down elevator and
aileron down on LH
wing (DIVE AWAY
FROM WIND)
Up aileron on
RH wing and
elevator neutral
(turn into the
wind)
Down elevator and
aileron down on LH
wing (DIVE AWAY
FROM WIND)
Signal
Steady Green
Flashing Green
Steady Red
Aircraft On Surface
Cleared for takeoff
Cleared to taxi
Stop
Flashing Red
Taxi clear of runway
in use
Return to starting
point on airport
Exercise extreme
caution
Flashing White
Alternating Red
And Green
Aircraft in flight
Cleared to Land
Return for landing
Give way to other
aircraft
Airport unsafe—do
not land
Not Applicable
Exercise extreme
caution
FIGURE 3—LIGHT-GUN SIGNALS
FIGURE 1—PROPER
CROSSWINGD CONTROLS
A FULL DESCRIPTION OF AIRPORT AND
TAXIWAY SIGNS AND MARKINGS CAN BE
FOUND IN THE AERONAUTCIAL
INFORMATION MANUAL (AIM) PAGES 2-31 THROUGH 2-3-14
A FULL DESCRIPTION OF GROUND
SIGNALMAN HAND SIGNALS CAN BE
FOUND IN THE AERONAUTICAL
INFORMATION MANUAL (AIM) PAGE 4-3-7
FIGURE 2—PROPER FEET POSITIONING
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 3
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 4
Traffic Patterns (entering and exiting)
Objectives
1. Students will be able identify the different legs of a traffic pattern
2. Students will be able to apply proper traffic pattern departures and entries at an uncontrolled field
Procedures (EXIT)
1.
2.
3.
4.
5.
Perform takeoff as prescribed
Maintain extended runway centerline until you reach traffic Pattern Altitude (1,000 MSL at M89)
Depart either straight ahead OR 45o in the direction of the traffic pattern (see figure 4)
Make appropriate radio communication
If the planned departure is to the opposite side of the traffic pattern, complete one of the following:
a. continue straight out until clear of the traffic pattern before turning on course
b. Complete 45o departure; climb at least 1,000 feet above traffic pattern altitude before turning on course. (see
figure 5)
Procedures (Entry)
1.
2.
3.
4.
Perform “Approach Flow” and “Approach Check” prior to entering the traffic pattern
Descend to traffic pattern altitude at least 2 nautical miles prior to entry
Maneuver the airplane to enter abeam the midpoint of the runway at a 45o entry to the downwind leg (see figure 6)
If approaching from the opposite side of the traffic pattern, over fly the traffic pattern by at least 1,000 feet. Once clear
of the traffic pattern area, descend to traffic pattern altitude and maneuver for 45o entry to the downwind leg
Tolerances
1. Perform departures and entries as prescribed
Traffic Patterns (Entering and exiting)
Either depart
straight ahead or
depart 45o to the
traffic pattern side
of the runway.
X-Wind
45o
Maintain runway
centerline until
you reach Traffic
Pattern Altitude
Upwind
45o
Depart straight out
or 45o, climb to
1,000 feet above
Traffic Pattern
Altitude, and then
turn on course.
45o
Downwind
Arrive on a 45o angle
to the downwind leg.
You should enter the
downwind leg at the
midpoint of the field.
36
FIGURE 4 - EXIT
FIGURE 5 –
DEPARTING TO
THE OPPOSITE
SIDE OF TRAFFIC
PATTERN
Base
Final
36
FIGURE 6 - ENTRY
36
A FULL DESCRIPTION OF TRAFFIC PATTERN PROCEDURES CAN BE FOUND IN THE
AERONAUTICAL INFORMATION MANUAL PAGES 4-3-2 THROUGH 4-3-3
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 5
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 6
Normal and Crosswind Takeoff
Objectives
1. Students will be able to perform and execute a takeoff with or without crosswind conditions that is safe and
conforms to procedures found in the Pilot’s Operating Handbook.
Procedures
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
Perform “Before Takeoff Flow” and “Before Takeoff Check”
Hold short at the appropriate “Hold Short Lines” (see figure 7)
Clear the area by scanning final approach, base leg, runway, opposite final approach, and opposite base leg
Make appropriate radio communication
Taxi onto the runway and align the aircraft with the centerline
Place crosswind control as necessary
Apply Takeoff/Go Around (TOGA) Power and monitor engine instruments. If the engine is making 27” Manifold
Pressure and 2700 RPM, State, “TOGA POWER CHECKED”. If not, abort takeoff immediately.
Apply enough right rudder to maintain centerline and allow airspeed to accelerate
As the ground roll commences, monitor the airspeed tape. When it begins to register, State “AIRSPEED ACTIVE”. If the
airspeed tape does not register, abort takeoff immediately.
As airspeed accelerates, gradually remove the crosswind correction as needed.
At 70 knots (VR), State, “ROTATE, 8 Degrees” and smoothly apply back pressure on the controls
Continue applying back pressure until a pitch attitude is reached to allow the aircraft to accelerate to and maintain
its best rate of climb of 90 knots (VY)
Once a positive rate of climb is established, retract the landing gear.
Maintain runway centerline throughout climb out, crabbing into the wind as needed (see figure 8)
*Always use full runway length takeoffs for this airplane*
Tolerances
1. Maintain runway centerline on takeoff roll and throughout climb out
2. Maintain 90 knots (VY) +10/-5 knots (Private) +/-5 knots (Commercial)
Normal and Crosswind Takeoff
22
Aircraft Ground Track
3600
Hold Short Here
and visually clear
the area.
0100
Crab Angle
Aircraft Heading
WIND
FIGURE 7—HOLD SHORT LINES
FIGURE 8—CRAB ANGLE
A FULL DESCRIPTION OF PROPER RADIO
COMMUNICATIONS CAN BE FOUND IN
THE AERONAUTICAL INFORMATION
MANUAL PAGES 4-2-1 THROUGH 4-2-13
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 7
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 8
Normal and Crosswind Landings
Objectives
1. Students will be able to determine wind direction and apply necessary corrections to allow for a stabilized approach
and landing at a specified point on the runway.
Procedures
1. Determine wind direction and enter traffic pattern accordingly for an upwind landing (See “Traffic Pattern entering and exiting” on pages 4-5 for more details)
2. Scan for traffic
3. Make appropriate radio communications
4. Determine Landing Point (See Figure 9)
5. Set power to 18 /2300 (approximate airspeed of 95 - 100 knots) on the downwind leg crabbing, if necessary, to
parallel the runway
6. At midfield, place the landing gear down. This should serve as the trigger to accomplish the remainder of the
“Landing Flow”
7. Abeam touchdown point, verify the airspeed is within the white arc and introduce 10o Flaps and maintain 95 knots.
8. Adjust power as needed to establish a stabilized 400 - 600 FPM descent at 95 knots
9. Verify the “Landing Flow” by reading and confirming the “Landing Check”
10. Turn to the base leg approximately 450 from the landing point, introduce 25o flaps and slow to 85 knots
11. Clear the area by scanning the extended final approach, runway, and opposite final approach and opposite base leg
12. Manage power throughout the downwind and base legs so as to be on the proper glide slope when the turn is made
from base to final approach
13. Make turn to final adjusting for wind so as not to undershoot or overshoot the extended centerline of the runway
14. Slow to 78 knots
15. Establish a stabilized descent allowing for wind
16. Restate, “Landing Checklist is complete”. If the landing checklist was not previously completed and verified, execute
a go around immediately.
17. Touch, verify and state, “landing gear down”. If the landing gear is not down, execute a go around immediately.
18. Smoothly round out into the flare approximately 10 -15 feet over the ground
19. Bleed off airspeed as to touchdown approaching stall speed
Tolerances
1.
2.
3.
4.
Maintains a stabilized descent throughout the final approach to landing
Airspeeds +10/-5 knots (Private) +/-5 knots (Commercial)
Touches down +400/-0 feet (Private) +200/-0 feet (Commercial) of landing point
On touchdown and rollout, the centerline should never be outside of the main wheels
Normal and Crosswind Landing
10o Flaps; 95 knots
Perform “Landing Flow”
Verify “Landing
Checklist”
450 from
landing
point
22
Final Approach—
Slow to 78 knots. Confirm
Before Landing Checklist
is complete; Confirm
landing gear is down
Continue climb to TPA.
Turn to downwind at the
appropriate distance
away from runway.
4
Base Leg—
25o Flaps
Slow to 85
knots
Designated Landing Points: The beginning
of the Aiming Point Markings (1,000’
markers) is the standard at M89. Flight
instructors may use other points as they
see fit to demonstrate non-standard
Maintain
Runway
Centerline to
300’ below
TPA
FIGURE 9—NORMAL LANDING
A stabilized descent or approach means that airspeed should be maintained and
power should be adjusted as necessary to maintain a constant angle from where
the final descent started until rounding out into the flare. If on a proper stabilized
descent, the aircraft should remain on glide slope throughout the entire approach.
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 9
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 10
Short Field Takeoff
Objectives
1. Students will understand and apply how to safely takeoff from a short runway while avoiding a 50 foot obstacle at the end of
the runway.
2. Students will understand how to apply the different uses of various climb speeds to include VX and VY
Procedures
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
Perform “Before Takeoff Flow” and “Before Takeoff Check”
Hold short at the “Hold Short Lines” (see figure 7)
Clear the area by scanning final approach, base leg, runway, opposite final approach, and opposite base leg
Make appropriate radio communication
Taxi onto the runway and align the aircraft with the centerline using ALL of the available runway
Apply brakes
Apply Takeoff/Go Around (TOGA) Power and monitor engine instruments. If the engine is making 27” Manifold Pressure and 2700
RPM, State, “TOGA POWER CHECKED”. If not, abort takeoff immediately
Release Brakes
Apply enough right rudder to maintain centerline and allow airspeed to accelerate
As the ground roll commences, monitor the airspeed tape. When it begins to register, State, “AIRSPEED ACTIVE”. If the airspeed
tape does not register, abort takeoff immediately.
At 55 knots (VR), State, “ROTATE, 10 degrees” and smoothly apply back pressure on the controls
Continue applying back pressure until a pitch attitude is reached to allow the aircraft to accelerate and maintain an initial
airspeed of 65 knots.
Once a positive rate of climb is established, retract the landing gear.
Transition and Maintain 78 knots (VX) until the obstacle is cleared or you reach 100’ AGL.
Transition to 90 knots (VY) by slightly lowering the nose and SLOWLY reducing the flaps. The flaps should reach 00 around the
same time 90 knots (VY) is achieved (see figure 10)
Set a pitch attitude to allow the aircraft to maintain 90 knots (VY)
Maintain runway centerline throughout climb out, crabbing into the wind if necessary (see figure 8)
Tolerances
1. Maintain runway centerline on takeoff roll and throughout climb out
2. VX Airspeed +10/-5 knots (Private), +5/-0 knots (Commercial)
3. VY Airspeed +10/-5 knots (Private), +5/-5 knots (Commercial)
Short Field Takeoff
Slightly lower the nose to accelerate to 90 knots (VY)
Retract flaps SLOWLY from 250 – 00.
Set Pitch attitude to maintain 90 knots (VY)
Establish Pitch Attitude that
will maintain 78 knots (VX)
Obstacle cleared or
50 Feet AGL
Initial Airspeed (65 knots) Positive
Rate of Climb, Retract Landing Gear
50 FEET
55 knots (VR)
State, “ROTATE”
Use all available runway
Hold Brakes
Apply TOGA Power
Monitor Engine Instruments
FIGURE 10
A FULL DESCRIPTION OF VX AND VY CAN BE FOUND IN THE
JEPPESEN PRIVATE PILOT MANUAL PAGES 8-16 THROUGH 8-19.
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 11
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 12
Short Field Landing
Objectives
1. Students will understand how to make the aircraft land and stop in the shortest distance while clearing an obstacle on the
approach end of the runway.
2. Students will understand and apply the concept of a stabilized approach to landing
Procedures
1. Determine wind direction and enter traffic pattern accordingly for an upwind landing (See “Traffic Pattern - entering and
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
exiting” on pages 4-5 for more details)
Scan for traffic
Make appropriate radio communications
Determine Landing Point (See Figure 9)
Set power to 18 /2300 (approximate airspeed of 95 - 100 knots) on the downwind leg crabbing, if necessary, to parallel the runway
At midfield, place the landing gear down. This should serve as the trigger to accomplish the remainder of the “Landing Flow”
Abeam touchdown point, verify the airspeed is within the white arc and introduce 10o Flaps and maintain 95 knots.
Adjust power as needed to establish a stabilized 300 - 500 FPM descent at 90 knots
Verify the “Landing Flow” by reading and confirming the “Landing Check”
Turn to the base leg at a distance approximately 1.5 times the distance used for a normal landing, introduce 25o flaps, and slow to
80 knots
Clear the area by scanning extended final approach, runway, and opposite final approach and opposite base leg
Manage power throughout the downwind and base legs so as to be no lower than 500 AGL when the turn is made from base to final
approach
Make turn to final adjusting for wind so as not to undershoot or overshoot the extended centerline of the runway
Introduce 40o flaps and slow to 72 knots (gross weight speed…figure proper airspeed for your weight)
Maintain 500 AGL until the landing point can be seen over the obstacle. If the obstacle is fictitious, maintain 500 AGL until a steeper
than normal approach is achieved.
Reduce Power to 15 – 16” to establish a stabilized descent allowing for wind
Restate, “Landing Checklist is complete”. If the landing checklist was not previously completed and verified, execute a go around
immediately.
Touch, verify and state, “landing gear down”. If the landing gear is not down, execute a go around immediately.
The landing should be firm with little or no floating in ground effect
Simulate maximum breaking by Stating, “Maximum Breaking Applied”
Tolerances
1. Airspeed +10/-5 knots (Private), +/-5 knots (Commercial)
2. Touches down +200/-0 feet (Private) +100/-0 feet (Commercial) of landing point
Short Field Landing
25o Flaps
Slow to 80 knots
Maintain 500 AGL
Extend Downwind 1.5 times normal
40o Flaps
Slow to 72 knots
Maintain 500 AGL
until landing point
can be seen over
the obstacle
50 Feet
Abeam Touchdown Point
Approximately 17”
100 Flaps
90 knots
Start descent with 15 – 16”
Maintain a stabilized
descent to the touchdown
point
Touchdown point:
Beginning of Aiming
Point Markings
(1,000’ Markers)
Aiming Point Markings
FIGURE 11
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 13
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 14
Soft Field Takeoff
Objectives
1. Students will understand the proper technique for taxiing and taking off on an unimproved runway.
2. Students will understand the concept of ground effect.
Procedures
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
Perform “Before Takeoff Flow” and “Before Takeoff Check”.
Hold short at the “Hold Short Lines” (see figure 7).
Clear the area by scanning final approach, base leg, runway, opposite final approach, and opposite base leg.
Make appropriate radio communication.
Taxi onto the runway while maintaining maximum back pressure to keep as much weight as possible off the nose wheel (see figure
12).
Align the airplane with the centerline with no braking and apply Takeoff/Go Around (TOGA) Power. If the engine is making 27”
Manifold Pressure and 2700 RPM, State, “TOGA POWER CHECKED”. If not, abort takeoff immediately.
As the ground roll commences, monitor the airspeed tape. When it begins to register, State, “AIRSPEED ACTIVE”. If the airspeed
tape does not register, abort takeoff immediately.
As the airplane builds speed, reduce back pressure, as needed, to maintain a VY pitch attitude (see figure 12).
With the airplane already at a VY pitch attitude, it will become airborne at its slowest possible speed. Because of this, the
aircraft needs to be accelerated to a safe airspeed in order to fly out of “Ground Effect”.
After the airplane lifts off, adjust pitch to remain in ground effect just above the runway. (see figure 12).
While in this state, accelerate to 65 knots (airspeed specified by the manufacturer).
Establish a VX pitch attitude to maintain 78 knots (VX)
Once a positive rate of climb is established, retract the landing gear.
Upon reaching 100 feet AGL, transition to 90 knots (VY) by slightly lowering the nose and SLOWLY reducing the flaps. The flaps
should reach 00 around the same time 90 knots (VY) is achieved (see figure 10)
Set a pitch attitude to allow the aircraft to maintain 90 knots (VY)
Maintain runway centerline throughout climb out, crabbing into the wind if necessary (Figure 8)
Tolerances
1. Airspeed +10/-5 knots (Private), +/-5 knots (Commercial)
2. Maintain runway centerline on takeoff roll and throughout climb out
Soft Field Takeoff
100’ AGL
GROUND EFFECT
Maintain back
pressure and do
not stop or brake
when taxiing onto
the runway
Maintain enough
back pressure to
keep the nose in
a VY pitch
attitude
Level off and
accelerate to
65 knots (VX)
Lift off at the
slowest
possible speed
Accelerate and
climb at 78
knots (VX)
Reduce flaps to 00
& transition from
78 knots (VX) to
90 knots (VY)
FIGURE 12
A FULL DESCRIPTION OF GROUND
EFFECT CAN BE FOUND IN THE
JEPPESEN PRIVATE PILOT MANUAL,
PAGE 3-18.
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 15
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 16
Soft Field Landing
Objectives
1. Students will be able to apply necessary corrections to allow for a stabilized approach and landing on a runway with an
unimproved surface.
Procedures
1. Determine wind direction and enter traffic pattern accordingly for an upwind landing (See “Traffic Pattern - entering
and exiting” on pages 4-5 for more details)
2. Scan for traffic
3. Make appropriate radio communications
4. Set power to 18 /2300 (approximate airspeed of 95 - 100 knots) on the downwind leg crabbing, if necessary, to parallel
the runway
5. At midfield, place the landing gear down. This should serve as the trigger to accomplish the remainder of the “Landing
Flow”
6. Abeam touchdown point, verify the airspeed is within the white arc and introduce 10o Flaps and maintain 95 knots.
7. Adjust power as needed to establish a stabilized 300 - 500 FPM descent at 90 knots
8. Verify the “Landing Flow” by reading and confirming the “Landing Check”
10. Turn to the base leg approximately 450 from the landing point, introduce 25o flaps and slow to 80 knots
11. Clear the area by scanning final approach, runway, and opposite final approach and opposite base leg
12. Manage power throughout the downwind and base legs so as to be on the proper glide slope when the turn is made from
base to final approach
13. Turn to final adjusting for wind so as not to undershoot or overshoot the extended centerline of the runway
14. Introduce 40o flaps and slow to 72 knots (gross weight speed…figure proper airspeed for your weight)
15. Establish a stabilized descent allowing for wind
16. Restate, “Landing Checklist is complete”. If the landing checklist was not previously completed and verified, execute a go
around immediately.
17. Touch, verify and state, “landing gear down”. If the landing gear is not down, execute a go around immediately.
18. Smoothly round out into the flare approximately 10 -15 feet over the ground
19. Use power throughout the level–off and touchdown to ensure touchdown at the slowest possible airspeed with the
weight fully supported by the wings (See figure 13)
20. Maintain the use of power to transition the aircraft weight from being supported by the wings to being supported by the
wheels. Do not allow the nose to simply “fall” onto the surface, but rather control the nosewheel to the surface to
touchdown as softly as possible.
21. Even after the nosewheel has touched down, maintain back pressure and avoid using brakes.
Tolerances
1. Airspeed +10/-5 knots (Private), +/- 5 knots (Commercial)
Soft Field Landing
Stabilized Descent
Use power throughout the
level–off and touchdown to
ensure touchdown at the
slowest possible airspeed
with the weight fully
supported by the wings
Use power to
transition the aircraft
weight from being
supported by the
wings to being
supported by the
wheels
Transition Area
Ground Effect
FIGURE 13
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 17
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 18
Go Around
Objectives
1. Students will understand when to initiate a go around.
2. Students will understand how to transition from landing power, pitch attitude, and configuration to a maximum
performance climb to avoid any obstacles or any other traffic.
Procedures
1. Make a timely decision to discontinue the approach to landing and initiate a go around
2. Apply Takeoff Go Around (TOGA) power
3. Transition to a VY pitch attitude. CAUTION: the power will cause a rapid increase in pitch. the focus is controlling the
pitch attitude so that a climb is maintained and the airspeed is accelerating to 65 knots if below or maintaining 65 knots if
at or above
4. Set flaps to 250 if flaps, at the time of go around are set at the 25o or 40o setting; If flaps are set at 10o or 0o at the time
of go around, keep flaps set at 10o or 0o respectively.
5. Once a positive rate of climb has been established, retract landing gear
6. Transition to 90 knots (VY) by slightly lowering the nose and SLOWLY reducing the flaps. The flaps should reach 00
around the same time 90 knots (VY) is achieved (see figure 14)
7. If a go around is performed due to conflicting traffic on the runway, follow steps 1 through 5, and apply a side step
maneuver when a safe altitude is reached. (see figure 15)
8. If no conflicting traffic exists, maintain runway centerline
9. Maintain TOGA power until traffic pattern altitude is reached
10. Re-enter the traffic pattern and avoid any conflicting traffic
Tolerances
1. Airspeed +10/- 5 knots (Private), +/- 5 knots (Commercial)
Go Around
Normal Approach to
Landing
Establish VY pitch
attitude, set flaps to 250
Positive Rate of Climb;
Flaps 00, accelerate to
90 knots (VY)
FIGURE 14
Maintain TOGA power until
traffic pattern altitude, and
re-enter the traffic pattern
Side step to the opposite side
of the traffic pattern
Traffic Pattern Side
of the Runway
Establish climb to a safe
maneuvering altitude
Makes Decision to Go Around
FIGURE 15
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 19
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 20
Forward Slip to a Landing
Objectives
1. Students will understand the difference between a sideslip and a forward slip.
2. Students will understand when a forward slip to landing should be attempted.
3. Students will be able to apply a forward slip to regain a proper glide path to landing.
Procedures
1.
2.
3.
4.
5.
6.
Establish and state point of intended landing
Establish final approach speed and configuration (250 flaps)
Maintain 500 Feet AGL on final until a steeper than normal approach path is achieved
Reduce Power to idle
Apply aileron and lower the wing in the direction of the wind (if applicable)
Simultaneously apply enough rudder pressure in the opposite direction to maintain the proper ground track
7. Due to additional drag, lower the nose to maintain the proper airspeed. CAUTION: The potential for an unintentional
stall during a forward slip is increased. Ensure the pitch attitude is low enough to avoid the potential for a stall.
8. Apply the forward slip control input until the proper glide path is reached
9. Simultaneously remove aileron and rudder input to return to a normal stabilized descent to landing (see figure 16)
Tolerances
1. Touches down within +400/-0 feet of the point of intended landing
Forward Slip to a Landing
Aircraft is in a landing configuration at final approach
airspeed. Maintain 500 AGL until steep descent path is
achieved. Reduce power to idle.
Roll in aileron input into the direction of the wind.
Simultaneously apply opposite rudder to maintain the
proper tracking of the extended centerline.
Due to the increased drag caused by the slip, lower the
nose slightly to maintain the proper final approach
airspeed.
Adjust these control inputs as needed to maintain the
forward slipping condition and aligned with the
centerline until the proper glide slope is achieved.
FIGURE 16
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 21
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 22
Steep Turns
Objectives
1.
2.
3.
4.
5.
Students will develop smooth control and coordination in steep angles of bank
Students will understand control inputs necessary for a steep banked turn
Students will understand and apply the effects of over-banking tendency (Refer to figure 17)
Students will understand why back elevator pressure is needed in a turn
Students will understand the concept of load factor (Refer to Figure 18)
Procedures
1. Start at an altitude so that the entire maneuver can be completed above 1,500 feet AGL
2. Perform over suitable field in case of emergency
3. Begin with a power setting of 21 / 2300. Note the airspeed that results from this power setting as the entry speed. This
speed should be maintained throughout the maneuver.
4. Perform clearing turns (two 90o turns in opposite directions or one 180o turn)
5. Align the longitudinal axis of the aircraft with field section lines or select an outside reference point to begin the turn
(The point should be prominent and the closer to the horizon the better). When aligned with the reference point, note the
corresponding heading.
6. Smoothly, roll into a coordinated 450 (private), 500 (commercial) bank in either direction (The appropriate angle of bank
should be reached well within the first 900 of the turn)
7. When rolling in the bank, apply approximately 2” to maintain the target airspeed
8. Continue the turn for 3600 (During the 3600 turn, the use of outside visual reference with the horizon is essential)
9. Roll out on the previously selected outside reference and corresponding heading.
10. After one turn is completed,
o you may reconfigure the airplane for a turn in the opposite direction (private)
o it must be IMMEDIATELY followed by a turn in the opposite direction (commercial)
11. Repeat steps 6 through 8 for a turn in the opposite direction
Tolerances
1. Altitude +/- 100 feet
2. Airspeed +/- 10 knots
3. Bank +/- 50
4. Heading +/- 100 on the rollout
Steep Turns
Path of the
Outside wing
must travel a
farther distance
Path of the Inside
wing travels a
shorter distance
Lift = 2,000 lbs
Weight = 2,000 lbs
Vertical Lift = 2,000 lbs
450
Over-banking Tendency
Because the outside wing travels farther
than the inside wing, it must also travel
faster. The faster an airfoil travels the more
lift it produces. This causes the airplane to
“want” to continue to increase bank.
FIGURE 17
H e n d e r s o n
S t a t e
Horizontal Lift =
2,000 lbs. This is
the force that
makes the
airplane turn.
Centripetal force
= 2,000 lbs. Will
always be equal
to horizontal lift.
Resultant Load
(AKA Load
Factor) = 2,829
lbs. Will always
be equal to
Total Lift
U n i v e r s i t y :
S M A C :
P i p e r
Total lift = 2,829 lbs.
This is the total lift
the airplane has to
create to maintain
altitude at 450 bank.
Weight = 2,000 lbs
FIGURE 18
A r r o w
P A - 2 8 R - 2 0 1
For greater detail,
see page 3-56 of
the Jeppessen
Private Pilot Text
Piper Student Handbook Page 5- 23
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 24
Rectangular Course
Objectives
1. Students will understand how to determine wind direction.
2. Students will apply the effects of wind direction and speed on ground track by making a circuit around a field while maintaining a
constant distance from the field boundaries.
3. Students will correlate the application of this maneuver to flight in a traffic pattern.
Procedures
1. Start at an altitude so that the entire maneuver can be completed between 600 - 1000 feet AGL (around 1,000 MSL works great
around M89)
2. Perform over suitable field in case of emergency
3. Select a square or rectangular field or an area bounded on four sides by section lines, trees, or roads. (The sides should be
approximately 1 mile in length)
4. Determine Wind Direction by identifying smoke or by performing a wind circle (see figure 19)
5. Begin with a power setting of 21 / 2300. Note the airspeed that results from this power setting as the entry speed. This speed
should be maintained throughout the maneuver.
6. Perform clearing turns (two 90o turns in opposite directions or one 180o turn)
7. Enter the maneuver on a 45o degree to the downwind leg at the approximate midpoint of the field (see figure 20)
8. At an appropriate distance (one quarter to one half mile) away from the field, turn onto the downwind leg.
9. Start the turn abeam the corner of the field boundaries. Since you are turning from the downwind leg, your groundspeed is at its
highest. Because of this, the turn should result in the steepest bank (the steepness of the bank will be determined by the distance
you are maintaining from the field and the velocity of the wind)
10. Continue on the crosswind leg. Since the wind is blowing you away from the field, you need to crab into the wind to maintain a
constant distance away from the field. You accomplish this by holding a heading that is slightly into the wind
11. Start the next turn abeam the corner of the field boundaries. Since you are turning from a crosswind, your groundspeed is
average. Because of this, the turn should result in an average bank. (the steepness of the bank will be determined by the
distance you are maintaining from the field and the velocity of the wind)
12. Continue on the upwind leg. You should not need much crab angle to maintain a constant distance since you are traveling into the
wind.
13. Start the next turn abeam the corner of the field boundaries. Since you are turning from an upwind, your groundspeed is at its
slowest. Because of this, the turn should result in the shallowest bank. (the steepness of the bank will be determined by the
distance you are maintaining from the field and the velocity of the wind)
14. Continue on the crosswind leg. Since the wind is blowing you into the field, you need to crab into the wind to maintain a constant
distance away from the field. You accomplish this by holding a heading that is slightly into the wind
15. Start the next turn abeam the corner of the field boundaries. Since you are turning from a crosswind, your groundspeed is
average. Because of this, the turn should result in an average bank. (the steepness of the bank will be determined by the
distance you are maintaining from the field and the velocity of the wind)
16. Terminate the maneuver by departing on a 45o from the downwind leg at the midpoint of the field.
Tolerances
1. Altitude +/- 100 feet
2. Airspeed +/- 10 knots
3. Maintains a constant distance from the field
RECTANGULAR COURSE
Crab into the wind
WIND
WIND
Slowest Groundspeed
WIND
WIND
Begin a wind circle by positioning yourself directly over an
intersection or prominent point. Complete a 360o turn with a
constant rate of turn and determine where the wind is coming
from by where you are after the 360o turn.
Crab into the wind
FIGURE 20 – Rectangular Course
FIGURE 19 – Wind Circle
H e n d e r s o n
Fastest Groundspeed
WIND
Start turns
abeam the
corners
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 25
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 26
S-Turns Across a Road
Objectives
1. Students will understand how to determine wind direction.
2. Students will apply the effects of wind direction and speed on ground track by making two semicircles of equal distance on
each side of a selected straight line on the ground.
Procedures
1. Start at an altitude so that the entire maneuver can be completed between 600 - 1000 feet AGL (around 1,000 MSL works great
around M89)
2. Perform over suitable field in case of emergency
3. Determine Wind Direction by identifying smoke or by performing a wind circle (see figure 19)
4. Select a straight line perpendicular to the wind direction (If the wind is from the south, find a straight line running east and
west). The straight line can be a road, fence, railroad, or section line that is a minimum of 1 mile in length.
5. Begin with a power setting of21 / 2300. Note the airspeed that results from this power setting as the entry speed. This speed
should be maintained throughout the maneuver.
6. Perform clearing turns (two 90o turns in opposite directions or one 180o turn)
7. Enter the maneuver downwind
8. As soon as you cross the straight line, begin a turn to the right or left (whichever is needed) to begin the maneuver.
9. Remember that the amount of bank you must input is a direct correlation to your groundspeed. The faster the groundspeed, the
greater amount of bank you must input.
10. The first semicircle will begin with a steep bank (your groundspeed is at its greatest). As you begin to reach the 90o point of the
turn, the bank will need to be reduced to a relatively moderate bank (your groundspeed has been reduced). As you continue the
turn back to the straight line, your bank will continually decrease to 0o as you cross the straight line (you are turning into the
wind, so your groundspeed is continually decreasing). (See figure 21)
11. The second semicircle will begin immediately following the first. The second semicircle will start with a shallow bank (Your
groundspeed is at its slowest). As you begin to reach the 90o point of the turn, the bank will need to be increased to a relatively
moderate bank (your groundspeed is beginning to increase). As you continue the turn back to the straight line, your bank will
increase enough to cross the straight line perfectly perpendicular to it.
Tolerances
1. Altitude +/- 100 feet
2. Airspeed +/- 10 knots
3. Applies adequate wind drift direction to track a constant radius turn on each side of the selected straight line.
S-Turns
90o point
Bank will be reduced to a
moderate bank. Notice distance
away from reference line.
WIND
Approaching Reference Line
Bank will be continue to
decrease to 0o as you reach
the reference line
START
Steep bank.
Groundspeed is
at its fastest.
Over Reference Line
Bank will be at 0o and you should be
perpendicular to the line as you cross.
START
Start immediately
after completing
first turn. Shallow
Bank. Groundspeed
is at its slowest.
Approaching Reference Line
Bank will continue to
increase as groundspeed
increases.
ENTRY
Enter the
maneuver
downwind.
90o point
Bank will be increased to a
moderate bank. Notice distance
away from reference line. It
should be the same as the first.
FIGURE 21—S-Turns
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 27
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 28
Turns around a Point
Objectives
1. Students will understand how to determine wind direction.
2. Students will apply the effects of wind direction and speed on ground track by making at least two complete circles of uniform
distance from a prominent ground reference point.
Procedures
1. Start at an altitude so that the entire maneuver can be completed between 600 - 1000 feet AGL (around 1,000 MSL works great
around M89)
2. Perform over suitable field in case of emergency
3. Determine Wind Direction by identifying smoke or by performing a wind circle (see figure 19)
4. Select a prominent ground reference point (intersections or isolated trees work great; do not pick points that are too large or
homes or buildings)
5. Begin with a power setting of 21 / 2300. Note the airspeed that results from this power setting as the entry speed. This speed
should be maintained throughout the maneuver.
6. Perform clearing turns (two 90o turns in opposite directions or one 180o turn)
7. Enter the maneuver downwind approximately ½ mile away from the point
8. Begin the turn when abeam the reference point
9. Remember that the amount of bank you must input is a direct correlation to your groundspeed. The faster the groundspeed, the
greater amount of bank you must input.
10. The amount of bank you must input will constantly change throughout the maneuver, but for the purposes of this lesson plan,
the circle will be broken into four sections:
a. Section 1 (first 90o)—Steepest bank; Groundspeed will be the fastest
b. Section 2 (Second 90o)—Shallower Bank; Groundspeed will begin to slow as you go from a crosswind to a headwind
c. Section 3 (Third 90o)—Shallowest Bank; Groundspeed will be the slowest
d. Section 4 (Fourth 90o)—Steeper Bank; Groundspeed will begin to quicken as you go from a crosswind to a tailwind
11. Complete this circuit at least twice.
Tolerances
1. Altitude +/- 100 feet
2. Airspeed +/- 10 knots
3. Applies adequate wind drift direction to track a constant radius turn on around the selected reference point.
Turns around a Point
Shallower
Bank
Shallowest
Bank
WIND
Steepest
Bank
Steeper
Bank
ENTRY
Enter the
maneuver
downwind
FIGURE 22—Turns around a point
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 29
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 30
Slow Flight
Objectives
1. Students will understand flight characteristics and controllability of an airplane at slow airspeeds.
2. Students will correlate the concepts of flight at various airspeeds and configurations to the traffic pattern.
Procedures
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
Start at an altitude so that the entire maneuver can be completed above 1,500 feet AGL
Perform over suitable field in case of emergency
Begin with a power setting of21 / 2300.
Perform clearing turns (two 90o turns in opposite directions or one 180o turn)
Begin the maneuver on a cardinal heading (N, S, E, W) or as specified by the instructor or examiner
Perform “Before Landing Flow” (GUMPS)
Reduce power to approximately 15”.
When power is reduced, you must increase back pressure in order to maintain altitude
When power is reduced and back pressure is added, the airplane will begin to slow
Slow the aircraft to 65 knots; as you approach 65 knots, power will need to be added slightly (approximately 19”) in
order to maintain altitude. From this point forward, remember that both pitch and power must be used in conjunction with
one another in order to maintain altitude and airspeed.
Once the aircraft is stable at 65 knots, perform a 90o turn in either direction or as specified by the instructor or
examiner. Use a standard rate turn or about 10-15o bank to complete the turn.
Introduce 10o Flaps (1st notch), extend landing gear, and slow to 60 knots. Manage pitch and power as necessary
Once the aircraft is stable at 60 knots, perform a 90o turn in either direction or as specified by the instructor or
examiner. Use a standard rate turn or about 10-15o bank to complete the turn.
Introduce 40o Flaps (3rd notch), slow to approximately 55 knots. This should be an airspeed at which any further increase
in angle of attack or load factor, or reduction in power will cause an immediate stall. Manage pitch and power as
necessary
Once the aircraft is stable at 55 knots, perform a 90o turn in either direction or as specified by the instructor or
examiner. Use a standard rate turn or about 10-15o bank to complete the turn.
*This is the standard way of performing this maneuver, but Instructors or examiners may add or substitute climbs or
descents at any airspeed or configuration
16.
Recovery:
a. On many occasions recovery will be accomplished through the completion of a Power Off Stall (Discussed on page 32)
b. If a power off stall is not performed, recover in the following manner:
i. Apply full throttle
ii. Allow aircraft to accelerate to 60 knots, then reduce flaps to 25o Flaps
iii. Maintain altitude and allow the airplane to accelerate to 78 knots (VX)
iv. Reduce flaps to 0o, maintain altitude, and accelerate to cruise
v. Reduce power to 21 / 2300
Tolerances
1.
2.
3.
4.
Altitude +/- 100 feet (Private), +/- 50 feet (Commercial)
Airspeed +10/-0 knots (Private), +5/-0 (Commercial)
Bank +/- 10o (Private), +/- 50 (Commercial)
Heading +/- 100 (Private & Commercial)
Slow Flight
Recovery (other than Power Off Stall)
Full Throttle; Maintain altitude;
Accelerate to 60 knots; Flaps to 25o;
Accelerate to 78 knots; Flaps to 0o;
Return to Cruise
Introduce 40o Flaps
(3rd Notch)
Slow to ~55 knots.
Manage power and
pitch as necessary
Introduce 10o Flaps (1st Notch)
Extend Landing Gear.
Slow to 60 knots. Manage
power and pitch as necessary.
ENTRY
GUMPS, Power ~15”
Pitch to maintain altitude;
Slow to 65 knots; Increase
power as necessary (~19”)
to maintain altitude
FIGURE 23—Slow Flight
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 31
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 32
Power Off Stalls
Objectives
1.
2.
3.
4.
Students will understand when and why a power off stall occurs
Students will understand how to recognize an approaching stall
Students will understand spin avoidance techniques
Students will apply proper recovery techniques to recover from a stall in the least amount of altitude loss possible
Procedures
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Start at an altitude so that the entire maneuver can be completed above 1,500 feet AGL
Perform over suitable field in case of emergency
Begin with a power setting of 21 / 2300.
Perform clearing turns (two 90o turns in opposite directions or one 180o turn)
Begin the maneuver on a cardinal heading (N, S, E, W) or as specified by the instructor or examiner
Perform “Before Landing Flow” (GUMPS)
Reduce power to approximately 15”
When airspeed is within the white arc (flap operating range), introduce 40o Flaps
If performing at the completion of slow flight, begin procedures here:
Slowly reduce power to idle (Keep hand on throttle)
Continuously add back pressure to maintain altitude and allow airspeed to decrease until the critical angle of attack is
breached and the airplane’s wing stalls.
*This is the standard way of performing this maneuver, but Instructors or examiners may add or substitute turns or
descents for entry to the stall*
12. Recovery:
a. Simultaneously lower nose (the horizon should be about half way up the windshield) and apply full throttle
b. Once the stall is broken, return the nose to a VX pitch attitude
c. Reduce flaps to 25o
d. Maintain 78 knots (VX) until you have established a positive rate of climb
e. Once you have established a positive rate of climb, retract landing gear and reduce flaps to 0o.
f. Climb at VY , if necessary back to the altitude at the point of stall or an altitude as assigned
g. Return to Cruise
Tolerances
1. Altitude: Least amount of loss possible
2. Bank +/- 10o (Private), +/- 50 (Commercial)
3. Heading +/- 100 (Private & Commercial)
Power Off Stalls
GUMPS; Power to
15”; 40o flaps
Simultaneously lower
nose and add full
power. Once stall is
broken, return to VX
pitch attitude
Reduce Power to
Idle; Increase pitch
attitude until the
stall occurs
Reduce flaps to 25o;
establish a positive
rate of climb;
Retract Landing
Gear; Flaps to 0o;
Level off.
Relationship of Angle of Attack and Stalls
You can see in the chart that as angle of
attack increases lift also increases. That
is, until it reaches its critical angle. For
this airfoil, the critical angle is 17o. At
this angle, airflow has separated from the
wing and the wing can no longer create
lift (See the third picture).
FIGURE 24—Power off stalls
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 33
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 34
Power On Stalls
Objectives
1.
2.
3.
4.
Students will understand when and why a power on stall occurs
Students will understand how to recognize an approaching stall
Students will understand spin avoidance techniques
Students will apply proper recovery techniques to recover from a stall in the least amount of altitude loss possible
Procedures
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Start at an altitude so that the entire maneuver can be completed above 1,500 feet AGL
Perform over suitable field in case of emergency
Begin with a power setting of 21 / 2300.
Perform clearing turns (two 90o turns in opposite directions or one 180o turn)
Begin the maneuver on a cardinal heading (N, S, E, W) or as specified by the instructor or examiner
Reduce power to approximately 1500”
Increase pitch attitude to maintain altitude
Slow to approximate rotation speed (VR = 70 knots)
Increase power to 22” (This setting is used to simulate full power)
As power is being increased, begin to pitch up.
Continuously add back pressure until the critical angle of attack is breached and the airplane’s wing stalls.
*This is the standard way of performing this maneuver, but Instructors or examiners may add or substitute turns for
entry to the stall*
12. Recovery:
a. lower nose (the horizon should be about half way up the windshield)
b. Once the stall is broken, return the nose to a VY pitch attitude
c. Maintain 90 knots (VY) until you have established a positive rate of climb
d. Return to Cruise
Tolerances
1. Altitude: Least amount of loss possible
2. Bank +/- 10o (Private), +/- 50 (Commercial)
3. Heading +/- 100 (Private & Commercial)
Power On Stalls
Power to 15”; Slow
to VR = 70 knots
Lower the nose.
Once stall is broken,
return nose to VY
pitch attitude
Apply simulated full
power (22 inches);
continuously pitch
up until the wing
stalls
Establish a positive
rate of climb; Level
off.
FIGURE 25—Power on stalls
SPIN RECOVERY TECHNIQUES
When practicing stalls, anti-spin techniques should be used
at all times. UNDER NO CIRCUMSTANCES SHOULD AN
ARROW BE ENTERED INTO A SPIN INTENTIONALLY.
Should a spin be inadvertently entered, use these
techniques to recover from the spin.
1. Reduce the power to idle
2. Position the ailerons to neutral
3. Apply full opposite rudder against the
rotation
4. Apply a positive and brisk, straight forward
movement of the elevator control forward of
the neutral to break the stall
5. After the spin rotation stops, neutralize the
rudder
6. Begin applying back elevator pressure to
raise the nose to level flight.
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 35
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 36
Emergency Approach and Landing
(from altitude)
Objectives
1. Students will develop judgment, planning, and procedures when little or no power is available.
2. Students will develop confidence in emergency situations
Procedures
1. Instructors or examiners should ensure the area is clear of traffic and obstacles before initiating this maneuver
2. Instructors or examiners should initiate this maneuver by retarding the throttle to idle, and stating, “Simulated
Emergency Landing”
3. Instructors or Examiners should clear the throttle periodically to ensure safe operation of the engine. At a minimum,
this should occur every 1,000 feet.
4. Students should immediately complete the emergency flow
a. A—Airspeed; pitch to establish best glide speed (79 knots)
b. L—Landing Site; Pick a suitable landing site; Determine wind direction; Determine plan of action for descent and
landing
c. A—Attempt Restart; Flow right to left (mixture rich, fuel pump on, mags on both, primer in and locked, fuel on fullest
tank or both)
d. R—Radios; set radio frequency to nearest airport or emergency frequency (121.50)
e. M—Mayday; Make distress call with accurate location
f. S—Secure; Seatbelts, Mixture Lean (simulated), Mags off (simulated), Fuel Selector off (simulated), Crack Door
(simulated)
5. If time allows, perform checklist
6. Once the landing site is determined, immediately turn towards a point abeam your touchdown point at a distance where a
downwind leg would be located. This point is known as the “key point”.
7. Once over the key point, make one of two decisions based on your altitude
a. Altitude 1,000 to 1,500 AGL—Continue by entering the downwind
b. Altitude Above 1,500 AGL—Spiral over the key point until you reach 1,000 to 1,500 AGL, then enter the downwind
8. From the downwind leg, extend the landing gear, perform before landing flow, verify before landing checklist, and
monitor your altitude and descent rate to determine when to turn to the base leg. Plan your descent to touchdown
around the middle of the field.
9. When the gliding distance is assured to reach the middle of the field, introduce flaps and/or slip to be able to
touchdown in the first third of the field.
10. Instructors or examiners will instruct a go around at the appropriate time. Students should perform a go around as
prescribed on pages 18-19.
11. Instructors should only allow flight below 500’ AGL if the field is assured and the aircraft will not come within 500 feet
of any person, vessel, vehicle, or structure.
12. Unless a landing will be performed on a runway, Instructors should at no point allow flight below 200’ AGL.
Tolerances
1. Airspeed +/-10 Knots
2. Selects a suitable landing area
Emergency Approach and Landing
(from altitude)
Fly to the key point. Once above the
key point, perform a spiral above the
point to lose altitude (if necessary).
After one spiral, notice how
much altitude is lost to
determine how many more turns
you need to execute
When the landing
point is assured,
introduce flaps
and/or slip to land in
the first third of the
field
Break out from the spiral at 1,000 1,500 AGL to set up for a downwind
to the landing site.
WIND
This is a standard way of performing an emergency approach and landing, but all emergencies are different. Use your judgment
and decision making skills to determine a plan of action that best suits the situation at hand.
FIGURE 26—Emergency approach and landing from altitude
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 37
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 38
Emergency Approach and Landing
(from the traffic pattern)
Objectives
1. Students will develop judgment, planning, and procedures when little or no power is available in the traffic pattern.
2. Students will develop confidence in emergency situations
Procedures
1. Instructors or examiners should ensure the area is clear of traffic and obstacles before initiating this maneuver
2. Instructors or examiners should initiate this maneuver by retarding the throttle to idle, and stating, “Simulated
Emergency Landing”
3. An engine failure in the traffic pattern is much different than at altitude because there is much less time and altitude.
Because of this, pitch for best glide speed (79 knots) and follow the following procedures depending on your location
within the traffic pattern. If time allows, touchdown should be made with full flaps at the slowest possible speed in
order to maximize chances of survival.
a. Upwind (Liftoff to Crosswind)—Pitch down to maintain the proper speed and land straight ahead
b. Crosswind—Scan 45o to either side to determine best landing site and land straight ahead. DO NOT ATTEMPT TO MAKE
IT BACK TO THE RUNWAY.
c. Downwind to midfield—you may be able to make it back to the runway at this point. You will need to perform a tailwind
landing in order to make the runway.
d. Midfield downwind to base—turn immediately toward the runway. Adjust the path as necessary to make the runway.
e. Base—Turn immediately toward the runway. Adjust the path as necessary to make the runway. In most cases, even if
you are not able to make the runway, airports will often have clearways with little to no obstructions.
f. Final—Land straight ahead
Tolerances
1. Airspeed +/-10 Knots
2. Makes appropriate decision
Emergency Approach and Landing
(from the traffic pattern)
4
3
5
2
6
1
If engine is
lost here,
land straight
ahead
1
2
3
If engine is lost here, land
straight ahead within 45o of
your path
If engine is lost here, set up
for a tailwind landing.
4
6
5
If engine is lost here, turn
toward the runway
immediately to land upwind
If engine is lost here,
turn towards the
runway.
If engine is
lost here,
land straight
ahead
FIGURE 27—Emergency approach and landing (from the traffic pattern)
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 39
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 40
Power Off 180o Accuracy Approach
and Landing
Objectives
1. Students will develop judgment and procedures necessary for accurately flying the airplane, without power, to a safe
landing.
2. Students will develop confidence in emergency situations
Procedures
1. Enter the traffic pattern in a normal manner.
2. The standard for the touchdown point will be the beginning of the aiming point markers (1,000’ Markers). Instructors or
examiners may use different touchdown points to illustrate different types of approaches.
3. Perform “Landing Flow” and verify with the “Landing Check”
4. Abeam the touchdown point, extend landing gear, retard throttle to idle and begin the power off approach
5. Pay close attention to wind speeds and sink rate to determine the distance away from the landing point you should begin
the turn to the base leg.
6. Introduce flaps as necessary throughout the base and final legs. Landing may be accomplished with 0o, 25o or 40o flaps.
7. As flaps are introduced adjust airspeed as necessary.
a. 25o flaps—hold 80 knots
b. 40o flaps—hold 72 knots
8. Touchdown in a normal landing attitude. DO NOT REDUCE FLAPS IN ORDER TO TOUCHDOWN IN THE PRESCRIBED
DISTANCE.
Tolerances
1. Touches down within +200/- 0 feet of the specified landing point
Power Off 180o Accuracy Approach
and Landing
Judge wind direction, wind strength,
and sink rate to determine how far the
downwind leg should be.
WIND
WIND
Abeam the
touchdown point,
extend landing gear;
retard throttle to idle
WIND
Your touchdown point should be the
beginning of the aiming point markers.
To remain within tolerances of +200’,
you must touch down by the end of the
aiming point markers
Aiming Point Markers
FIGURE 28—Power off 180o
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 41
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 42
Steep Spiral
Objectives
1. Students will develop and improve airspeed control, wind drift control, planning, and division of attention.
2. Students will understand its practical application in providing a procedure for dissipating altitude for emergency
forced landings.
Procedures
1. A steep spiral is a constant gliding turn, during which a constant radius around a point on the ground is maintained. The
radius should be relatively short but it should not be too short that will cause a bank greater than 60o
2. The maneuver should begin at an altitude that will allow at least three 360o turns to be made prior to reaching 1,000’
AGL. Approximately 3,500’ to 4,000’ MSL around M89 should be sufficient.
3. Select a suitable reference point to spiral around.
4. Perform Clearing Turns
5. Close the throttle when approaching the reference point
o Instructors / students should ensure the throttle is cleared periodically to avoid cooling and spark plug fouling. At
a minimum, this should occur every 1,000 feet.
6. Establish best glide speed (79 knots)
7. Begin spiral. You will need to adjust for wind drift in much the same way as in turns around a point (see Figure 22). Wind
direction and speed can change during the descent
8. Pay special attention to the altitude lost during each 360o turn. This will prove vital if used in conjunction with an
emergency approach and landing.
9. Complete three 360o turns and rollout on a specified heading.
o This maneuver can terminate at a specified altitude and heading. In this case, three or more turns must be used.
o This maneuver can be used in conjunction with a simulated emergency approach and landing. In this case, complete as
many turns as needed.
Tolerances
1. Bank ≤ 60o at the steepest point
2. Airspeed +/- 10 knots
3. Rollout heading +/- 10o
Steep Spiral
Power Idle; Pitch
for Best Glide
Speed (79 knots)
Fastest groundspeed;
Steepest Bank; Pitch
down to maintain
airspeed.
WIND
Slowest groundspeed; Shallowest
Bank; Pitch up to maintain airspeed.
Complete last turn prior to
reaching 1,000 AGL
FIGURE 29—Steep Spiral
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 43
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 44
Chandelles
Objectives
1. Students will develop coordination and accuracy of control during a maximum performance climbing turn.
2. Students will understand the effects of left turning tendencies and how to compensate for them in right and left hand
turns.
Procedures
1.
2.
3.
4.
5.
6.
7.
8.
Start at an altitude so that the entire maneuver can be completed above 1,500 feet AGL
Perform over suitable field in case of emergency
Begin with a power setting of 21 / 2300
Perform clearing turns (two 90o turns in opposite directions or one 180o turn)
Align the longitudinal axis of the aircraft with field section lines
Prop full forward.
Smoothly roll into a 30o turn in either direction or as specified by the instructor or examiner
Once established in the bank, introduce full throttle and begin a steady nose up pitch. This should be a gradual pitch
change to the maximum pitch up at the 90o point of the turn.
9. At the 90o point, note the pitch attitude, and hold this pitch attitude throughout the rest of the maneuver. Do not just
hold the same amount of back pressure. Back pressure will continue to increase in order to maintain the pitch attitude
attained at the 90o point
10. From the 90o point to the 180o point, slowly reduce the bank angle to 0o. This should be a gradual reduction in bank to
reach 0o at the 180o point.
11. When the bank is level at the 180o point, maintain the same pitch attitude momentarily and note the altitude.
12. Slowly pitch down to continue holding this altitude. As you continue to hold the altitude, the airspeed will accelerate
back to cruise.
*Pay special attention to coordination of the turn and inputs needed to remain coordinated throughout the maneuver.
Tolerances
1. Bank +/- 5o
2. Airspeed just above stall at the 180o point
3. Rollout heading +/- 10o
Chandelles
Continue maintaining the pitch attitude from the
90o point. Continue slowly rolling bank to 0o.
Airspeed should be approaching stall speed.
At the completion of the 180o turn, momentarily
hold the pitch attitude. Airspeed should be right
above stall speed. Recover by maintaining
altitude with a minimum loss or gain.
At this point, the
airplane should be at its
maximum pitch up and
the bank should start a
gradual and continuous
decrease to 0o
Roll into a 30o bank turn, Apply
full power; Start a gradual and
continuous pitch up
FIGURE 30--Chandelles
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 45
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 46
Lazy Eights
Objectives
1. Students will develop coordination of controls through a wide range of airspeeds and pitch attitudes
Procedures
1. Start at an altitude so that the entire maneuver can be completed above 1,500 feet AGL
2. Perform over suitable field in case of emergency
3. Begin with a power setting of 21 / 2300. Note the airspeed that results from this power setting as the entry speed.
Airspeeds at the 180o and 360o should match the entry speed.
4. Perform clearing turns (two 90o turns in opposite directions or one 180o turn)
5. Align the longitudinal axis of the aircraft with field section lines
6. Select reference points as close to the horizon as possible at 45, 90, 135, and 180 degree points
7. Smoothly begin a climbing turn in the direction of the 45o reference point. The rate of role should be such that it reaches
approximately 15o of bank at the 45o reference point. The rate of pitch should be such that it reaches the maximum pitch
up for the maneuver at the 45o reference point.
8. From the 45o point to the 90o point, the bank should gradually increase to 30o, and the pitch should gradually be reduced
back to level.
9. From the 90o point to the 135o point, the bank should gradually be reduced to approximately 15o. The pitch should
gradually be reduced to reach the maximum pitch down at the 135o point. The maximum pitch down should mirror the
distance above the horizon reached in the first 45o of the maneuver.
10. From the 135o point to the 180o point, bank should gradually be reduced to 0o. The pitch should be gradually increased to
level. Both should reached their desired completion at the 180o point.
11. This should be immediately followed by completion of the maneuver in the opposite direction. You should be able to use
the same reference points.
*Keep in mind that this maneuver cannot be completed mechanically from one reference point to another. The airplane
should flow seamlessly throughout the maneuver. The reference points are merely milestones throughout the maneuver
to make it easier to learn.
Tolerances
1.
2.
3.
4.
Bank ≤ 30o at the steepest point
Airspeed +/- 10 knots at 180o points from entry airspeed
Rollout heading +/- 10o
Altitude +/- 100 feet from entry altitude
Lazy Eights
90o Point
Level Pitch
30o bank
135o Point
Max Pitch Down
≈ 15o bank
Repeat in the
opposite
direction
45o Point
Max Pitch Up
≈ 15o bank
180o Point
Level Pitch
0o bank
FIGURE 31—Lazy 8’s
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 47
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 48
Eights on Pylons
Objectives
1. Students will develop an understanding for pivotal altitude
2. Students will be able to apply concepts of pivotal altitude to the flying of this maneuver
3. Students will be able to divide attention between outside references and accurate control of the airplane.
Procedures
1. Pivotal altitude is a specific altitude at which, when the airplane turns at a given groundspeed, the sight line from the
wingtip to the ground will appear to pivot around a point.
2. Perform over suitable field in case of emergency
3. Select proper altitude for approximate pivotal altitude (See Pivotal Altitude Chart)
4. Begin with a power setting of 21 / 2300. Note the airspeed that results from this power setting as the entry speed. This
speed should be maintained throughout the maneuver.
5. Perform clearing turns (two 90o turns in opposite directions or one 180o turn)
6. Determine wind direction. You may accomplish this through visual inspection of smoke or through a wind circle (see
Figure 19)
7. Select two reference points.
o These points should be perpendicular to the wind and allow enough room to allow 3 to 5 seconds of level flight
from one pylon to the other.
o These pylons should be very precise points. They should be small enough to detect the smallest amount of movement
from the wingtip. For example, one single tree would be excellent; whereas a group of trees would be too large.
8. Enter the maneuver with a quartering tailwind or on a 45o to the downwind
9. As the first point approaches the wingtip, bank the airplane towards the point. The point should be just above the
wingtip. From this point, use the row of rivets along the top of the wing much like the sights of a gun to keep the lateral
axis aligned with the point on the ground.
10. As you complete the pivot around the point, your pivotal altitude will change.
o As you turn into the wind, groundspeed decreases, which in turn causes pivotal altitude to decrease. This will cause
the point to appear to move in front of the row of rivets. To correct this, pitch down slightly to lower the altitude
down to the appropriate pivotal altitude. Stop the correction as soon as the point appears to start moving back to
the row of rivets. Pitching down until the point gets to the row of rivets will cause an overcorrection.
o As you turn away from the wind, groundspeed will increase, which in turn will cause pivotal altitude to increase.
This will cause the point to appear to move behind the row of rivets. To correct this pitch up slightly to raise the
altitude to the appropriate pivotal altitude. Stop the correction as soon as the point appears to start moving back
to the row of rivets. Pitching up until the point gets to the row of rivets will cause an overcorrection.
11. The first pivot will be completed when you are 45o downwind to the second point. This will result in a 270o turn around
the first point.
12. Complete the second pivot in the opposite direction using the same procedures as the first.
*Pay special attention to making coordinated turns throughout this maneuver. It is very easy to subconsciously push a
rudder pedal to keep the row of rivets on the point rather than pitch up or down. This will cause an uncoordinated turn
and is not the proper way to complete the maneuver.
Tolerances
1. Bank ≤ 30o to 40o at the steepest point
Eights on Pylons
Fastest
Groundspeed;
Highest Pivotal
Altitude
Slowest
Groundspeed;
Lowest Pivotal
Altitude
Slowest
Groundspeed;
Lowest Pivotal
Altitude
ENTRY
WIND
Fastest
Groundspeed;
Highest Pivotal
Altitude
FIGURE 32—8’s on pylons
Pivotal Altitude
PA=Groundspeed2 / 11.3
H e n d e r s o n
Groundspeed
Pivotal Altitude
90
720 AGL (920 MSL)
95
800 AGL (1,000 MSL)
100
885 AGL (1,085 MSL)
105
975 MSL (1,175 MSL)
110
1,070 AGL (1,270 MSL)
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 49
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 50
Instrument Approaches (Precision; Full)
6
5
4
1
2
3
Instrument Approaches (Precision; Full)
1
1.
2.
3.
4.
1.
2
Complete Five T’s
a. Turn: Intercept outbound course (if your HSI is tuned with the inbound course, you will not have reverse sensing)
b. Time: 1:30 (or as needed based on wind direction and speed to start the turn approximately 3 NM from the IAF)
c. Twist: inbound course should be in the Omni Bearing Selector (OBS) with the appropriate Localizer frequency
d. Throttle: reduce as needed to descend to any step down altitude as depicted by the approach procedure.
e. Talk: make appropriate radio communication
1.
Complete Five T’s
a. Turn: as needed to maintain outbound procedure turn course
b. Time: 1:00 (or as needed based on wind direction and speed to track ≈ 1.5 NM away from the approach course)
c. Twist: confirm inbound course is in the OBS
d. Throttle: reduce as needed to descend to any step down altitude as depicted by the approach procedure.
e. Talk: make appropriate radio communication
1.
Complete Five T’s
a. Turn: as needed to intercept and remain on the inbound course
b. Time: NA
c. Twist: Ensure Missed Approach NAVAID and course are in NAV 2
d. Throttle: reduce as needed to descend to any step down altitude as depicted by the approach procedure
e. Talk: make appropriate radio communication
As the glide slope CDI “comes off the wall”, introduce 25o flaps, extend landing gear, and slow to 90 knots. The airplane should
be at 90 knots crossing the FAF. This may actually cause you to increase power 1 – 2” momentarily until reaching the glide slope.
Placing the Landing gear down should trigger the remainder of the Landing Flow followed by verification of the Landing Check.
3
4
2.
3.
1.
2.
3.
4.
Intercept glide slope
Complete Five T’s
a. Turn: as needed to remain on the inbound course (from this point forward, do not correct more than 5o at a time)
b. Time: start time at the FAF to identify missed approach point in case of glide slope failure.
c. Twist: NA
d. Throttle: decrease by approximately 4” (≈ 16”); maintain 90 knots and an approximate 500 FPM descent
e. Talk: make appropriate radio communication
If performing an approach and landing, break out, reduce power, and slow to 80 knots. Remain on glide slope
If circling to land, break out, circle in the appropriate direction and maneuver the shortest path to the base or downwind leg
1.
2.
Pitch up (Set VY pitch attitude), Power Up (Throttle full open), Clean Up (Retract gear, flaps to 0o at safe airspeed and altitude)
Perform Missed Approach Procedure as published or as instructed by the instructor, examiner, or ATC.
5
6
Perform “Approach Flow” and verify the “Approach Check” as early as possible (as soon as approach information is received)
Tune and identify Navigation Aids needed for the approach
Navigate to IAF with one NAVAID set with the localizer frequency and outbound course.
Slow to 100 knots prior to crossing the IAF (≈ 19 / 2300)
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 51
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 52
Instrument Approaches (Precision; Vector)
5
4
3
2
1
Instrument Approaches (Vectored)
1
1.
2.
3.
Perform “Approach Flow” and verify the “Approach Check” as early as possible (as soon as approach information is received)
Tune and identify Navigation Aids needed for the approach
Follow ATC radar vectors with the primary NAVAID set with the localizer frequency and inbound course.
2
1.
2.
3.
Ensure inbound course for the approach is dialed in the OBS properly
Unless otherwise instructed by ATC, slow to 100 knots (≈ 19 / 2300) prior to intercepting localizer
Include localizer in normal scan for proper interception of the inbound course
1.
Complete Five T’s
a. Turn: as needed to intercept and remain on the inbound course
b. Time: NA
c. Twist: Ensure Missed Approach NAVAID and course are in NAV 2
d. Throttle: reduce as needed to descend to any step down altitude as depicted by the approach procedure
e. Talk: make appropriate radio communication
As the glide slope CDI “comes off the wall”, introduce 25o flaps, extend landing gear, and slow to 90 knots. The airplane should
be at 90 knots crossing the FAF. This may actually cause you to increase power 1 – 2” momentarily until reaching the glide slope.
Placing the Landing gear down should trigger the remainder of the Landing Flow followed by verification of the Landing Check.
3
2.
3.
1.
2.
4
Intercept glide slope
Complete Five T’s
a. Turn: as needed to remain on the inbound course (from this point forward, do not correct more than 5o at a time)
b. Time: start time at the FAF to identify missed approach point in case of glide slope failure.
c. Twist: NA
d. Throttle: decrease by approximately 4” (≈ 16”); maintain 90 knots and an approximate 500 FPM descent
e. Talk: make appropriate radio communication
3. If performing an approach and landing, break out, reduce power, and slow to 80 knots. Remain on glide slope
4. If circling to land, break out, circle in the appropriate direction and maneuver the shortest path to the base or downwind leg
5
1.
2.
Pitch up (Set VY pitch attitude), Power Up (Throttle full open), Clean Up (Retract gear, flaps to 0o at safe airspeed and altitude)
Perform Missed Approach Procedure as published or as instructed by the instructor, examiner, or ATC.
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 53
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 54
Instrument Approaches (Non-Precision)
6
5
4
2
3
1
Instrument Approaches (Non-Precision)
1
1.
2.
3.
4.
Perform “Approach Flow” and verify the “Approach Check” as early as possible (as soon as approach information is received)
Tune and identify Navigation Aids needed for the approach
Navigate to IAF with one NAVAID set with the appropriate frequency and outbound course for the approach.
Slow to 100 knots prior to crossing the IAF (≈ 19 / 2300)
1.
Complete Five T’s
a. Turn: Intercept outbound course
b. Time: 1:30 (or as needed based on wind direction and speed to start the turn approximately 3 NM from the IAF)
c. Twist: outbound course should be in the Omni Bearing Selector (OBS) with the appropriate NAVAID frequency
d. Throttle: reduce as needed to descend to any step down altitude as depicted by the approach procedure.
e. Talk: make appropriate radio communication
1.
Complete Five T’s
a. Turn: as needed to maintain outbound procedure turn course
b. Time: 1:00 (or as needed based on wind direction and speed to track ≈ 1.5 NM away from the approach course)
c. Twist: place inbound course into the OBS
d. Throttle: reduce as needed to descend to any step down altitude as depicted by the approach procedure.
e. Talk: make appropriate radio communication
1.
Complete Five T’s
a. Turn: as needed to intercept and remain on the inbound course
b. Time: NA
c. Twist: Ensure Missed Approach NAVAID and course are in NAV 2
d. Throttle: reduce as needed to descend to any step down altitude as depicted by the approach procedure
e. Talk: make appropriate radio communication
Introduce 25o flaps, extend landing gear 1.5 NM from the FAF. Slow to 90 knots. The airplane should be at 90 knots crossing
the FAF.
Placing the Landing gear down should trigger the remainder of the Landing Flow followed by verification of the Landing Check.
2
3
4
2.
3.
1.
3.
At the Final Approach Fix (FAF), Complete Five T’s
a. Time: start time (if needed; based on the approach procedure) to identify missed approach point. Turn: as needed to
remain on the inbound course (from this point forward, do not correct more than 5o at a time)
b. Twist: NA
c. Throttle: decrease by approximately 8” (12 – 13”); maintain 90 knots and am approximate 800 FPM descent
d. Talk: make appropriate radio communication
If performing an approach and landing, descend to the Minimum Descent Altitude (MDA), break out as instructed by the
instructor or examiner, slow to 80 knots, and land
If circling to land, break out, circle in the appropriate direction and maneuver the shortest path to the base or downwind leg
1.
2.
Pitch up (Set VY pitch attitude), Power Up (Throttle full open), Clean Up (Retract gear, flaps to 0o at safe airspeed and altitude)
Perform Missed Approach Procedure as published or as instructed by the instructor, examiner, or ATC.
5
2.
6
H e n d e r s o n
S t a t e
U n i v e r s i t y :
S M A C :
P i p e r
A r r o w
P A - 2 8 R - 2 0 1
Piper Student Handbook Page 5- 55
This Page Intentionally Left Blank
HENDERSON STATE UNIVERSITY
DEPARTMENT OF AVIATION
Briefing Guide
For the Piper PA-28R-201
Pilot Briefing Guide
This guide should be used to recall items needed in certain briefings required for Standard
Operating Procedures Amplified (SOPA). The items listed here are not considered an exhaustive
list of all items that can be contained in a briefing, but gives direction as to what material should
be covered in the respective briefings.
Preflight Briefing:
The purpose of the Preflight Briefing is to establish the conduct of the flight: The expected taxi route will
be briefed. In addition to the taxi route several additional items can be included in the brief:







Experience level of the pilot
Who will be the PF
Positive transfer of control
The effect of inoperative equipment
The effect of weather on the flight
Any special departure procedure
Passenger briefing and considerations
Before Takeoff Briefing:
The purpose of the Before Takeoff Briefing is to prepare for Takeoff and have a thorough understanding
of the departure that is required. The briefing should contain at least the following items:





Type of Takeoff that will be performed
Abort procedures
Engine failure considerations
Initial heading and altitude
Any ATC procedures required
Approach Briefing:
The purpose of the Approach Briefing is to prepare for the approach and missed approach (if IFR),
landing, and go around. A complete review of arrival, approach, and landing is expected to include at
least the following items:
 Brief any required arrival procedures
 Brief the approach plate if applicable
 Brief the approach and landing procedures after review of the Landing and VSPEEDS
Procedures Guide available on the aircraft checklist.
 Brief the Go Around Procedures
This Page Intentionally Left Blank
HENDERSON STATE UNIVERSITY
DEPARTMENT OF AVIATION
GMA330 Transponder Pilot’s Guide
For the Piper PA-28R-201
HENDERSON STATE UNIVERSITY
DEPARTMENT OF AVIATION
GMA340 Audio Panel Pilot’s Guide
For the Piper PA-28R-201
HENDERSON STATE UNIVERSITY
DEPARTMENT OF AVIATION
Cockpit Flows
For the Piper PA-28R-201
PREFLIGHT FLOW
1. Check Circuit Breakers IN
or COLLARED ►
2. ◄ Set Parking Brake
3. ◄ Fuel Selector select to
fullest tank
4. ◄ Drain Pitot Static
Systems
5. Flaps set to 0o ►
6. Trim set to Neutral ►
7. ◄ Seatbelts fastened
1
2
3
4
5
6
BEFORE START FLOW
1. ◄ Bat & Altr Switches ON
2. ◄ Fuel Pump ON
3. ◄ Strobe Light Switch—
UP
4. ◄ Nav lights On (if night)
5. ◄ Confirm ramp is clear ►
1
2
4
3
BEFORE TAXI FLOW
9
1. ◄ Verify Oil Pressure
normal ►
2. ◄ Alternator charge ►
3. Radio Master ON ►
4. ◄ Turn Fuel Pump OFF and
Monitor Fuel Flow ►
5. ◄ Verify the GPS test
sequence results and
database is in date for IFR ►
6. Record ATIS/AWOS ►
7. ◄ Set Altimeters and Check
Altitude ►
8. ◄ Load flight plan into GPS
9. ◄ Check compass is normal
and verify heading on PDF
1
6
5
8
7
4
9
4
7
2
3
TAXI FLOW
1. Set Nav/Com as appropriate►
2. Modify flight plan as required
and activate ►
3. Set Transponder Code ►
4. ◄ Test Brakes
5. Check Flight Controls ►
6. ◄ Verify AHRS alignment is
complete ►
7. ◄ Verify Flight Instruments
during turns ►
8. ◄ Press to test STBY ATT
indicator
6
7
1
2
8
5
3
4
BEFORE TAKEOFF FLOW
1. Set Heading and Altitude Bugs
as appropriate ►
2. ◄ Verify navigation modes set
properly
3. Recog Lights ON ►
4. Verify transponder code and
select Altitude►
5. Call for or select Flaps for
Takeoff
6. Scan arrival and final for
traffic ►
1
2
2
3
4
5
CLIMB FLOW
1. ◄ Verify landing gear
operating light is off
2. ◄ Fuel Pump OFF and
Monitor Fuel Flow ►
3. ◄ Set Climb Power – 26” MP
& 2600 RPM
4. ◄ Flaps 0o
1
2
2
3
4
CRUISE FLOW
1. ◄ Turn off Recog or Landing
Light
2. ◄ Set Cruise Power (If X-C,
set to 65% Best Power)
3. ◄ Lean 100 degrees Rich of
Peak (if above 3,000 MSL)
4. ◄ Scan systems for normal
operating ranges ►
4
1
2
3
DESCENT FLOW
7
1. Obtain latest weather ►
2. ◄ Set altimeter and
verify►
3. ◄ Place the Recog or
Landing Light ON
4. ◄ Slowly increase mixture
to full rich
5. ◄ Check all systems
normal ►
6. ◄ Test Annunciator
7. ◄ Fuel Selector set to the
fullest tank
2
1
6
2
4
5
3
APPROACH FLOW
VFR
-Brief Passengers
-Brief Landing, Go Around,
and Taxi
IFR
-Brief Approach
1. ◄ Verify correct Approach
Freq and Course set ►
2. ◄ Set minimums bug(s) ►
2
1
LANDING FLOW
1. ◄ Landing Gear Down ►
2. ◄ Verify Fuel Selector to
fullest tank ►
3. ◄Fuel Pump ON
4. ◄Prop Full Forward
5. ◄Mixture Rich
6. ◄ Call for “Flaps __ “
7. Set Landing flaps ►
3
4
1
5
2
6
AFTER LANDING FLOW
1.
2.
3.
4.
5.
Fuel Pump OFF ►
Recog Lights OFF ►
Transponder to STBY ►
Flaps 0o ►
Reset trim to Takeoff
Position ►
1
2
3
4
5
PARKING FLOW
1. Radio Master OFF ►
2. All Electrical Switches
OFF ►
3. ◄ Mixture IDLE CUTOFF
4. ◄ Battery and Alternator
Switches OFF
5. ◄ Magnetos OFF and
Remove Key
1
4
5
2
3