STANDARDIZED FLIGHT MANEUVERS GUIDE (C 172RG)

June 2006

TABLE OF CONTENTS
Contents.................................................................... 2 Purpose..................................................................... 3 Back to Basics......................................................... 4 Slow Flight................................................................. 5 Power-Off Stall .......................................................... 6 Power-On Stall .......................................................... 7 Steep Turns............................................................... 8 Chandelles ................................................................ 9 Lazy Eights................................................................ 10 Eights-on-Pylons ....................................................... 11 Steep Spiral............................................................... 12 Normal and Crosswind Takeoff and Climb ................ 13 Normal and Crosswind Approach and Landing ......... 14 Soft Field Takeoff and Climb ..................................... 15 Soft Field Approach and Landing .............................. 16 Maximum Performance Takeoff and Climb ............... 17 Maximum Performance Approach and Landing ........ 18 NormalTraffic Pattern ................................................ 19 Power-Off 180 Degree Accuracy Approach and Landing .............................................................. 20 Balked Landing (Go Around)..................................... 21 Aircraft Key Figures................................................... 22

PURPOSE
The purpose of this guide is to establish a standard for specific flight maneuvers. Applicable maneuvers from this guide will be used for all Initial and Annual Flight Evaluations. Standardizing the way maneuvers are performed establishes a solid foundation of basic procedural skills and knowledge. This, coupled with experience gained over time, will enable all pilots to handle most unusual situations and emergencies in a more predictable fashion with a greater chance of a successful outcome. Flight instructors and students should find these standards helpful in preparation for any flight evaluation. Chandelles, lazy eights, steep spirals, eights-on-pylons, and power-off 180 degree accuracy approach and landings are commercial maneuvers and will only be required for Commercial Pilots. This guide does not replace the practical test requirements for pilot certification or flight reviews. The specific airspeeds, power settings, and flap settings used in this guide are for the C172RG. Stalls, slow flight, chandelles, lazy 8s, steep turns, and unusual attitudes shall be performed at an altitude which allows for recovery no lower than 1500 feet AGL. Steep spirals and emergency procedures will be terminated at 500 feet AGL unless the aircraft is in a position to land.

BACK TO BASICS
1. Every maneuver begins and ends the same way: SLUF (Strait and Level Unaccelerated Flight i.e.; cruise power, trimmed, on altitude and heading, and stabilized). That way, you know exactly when you are beginning the maneuver, and exactly when you are done.

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The recovery altitude is the altitude you are at when you are finished with the maneuver (i.e.; SLUF). It will probably be different than the altitude from which you started the maneuver. That being said, your instructor may want you to return to your original altitude after recovering from a power off stall. There is no requirement to establish a positive rate of climb when recovering from a stall in a fixed gear aircraft. The PTS only requires a positive rate of climb prior to retracting the landing gear. However, the aircraft should be in a pitch attitude that will result in a positive rate of climb at the end of the maneuver. To consistently raise or lower the flaps incrementally, use airspeeds that equate to something useful. Pattern airspeeds work well for extending the flaps and V-speeds work well for retracting them during a stall recovery or a go-around. Clearing turns will be accomplished by turning 90 degrees in each direction. The importance of proper trim techniques cannot be over emphasized. Trim constantly changes throughout the flight. Any change in power, pitch, bank, airspeed or weight/CG (fuel burn) requires a corresponding trim change. You should constantly strive to keep the aircraft trimmed hands off. A properly trimmed aircraft will allow you to do other things with your eyes and hands (e.g. navigating, taking notes, inserting coordinates in the GPS) without having to constantly monitor altitude, airspeed and heading. The following maneuver descriptions are designed to produce standardized performance by each pilot. Therefore, they should be considered procedural in nature. By performing each maneuver as described, you will consistently fly the aircraft (and think through the maneuver) the same way every time. This will develop a sound knowledge and flying skills base and allow you to handle any emergency or unusual flight situation in a predictable fashion based on a solid foundation of the basics.

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SLOW FLIGHT
1. 2. 3. 4. 5. Clear the area using clearing turns. Fuel: BOTH - Mixture: FULL RICH - Carb Heat: ON. Establish and announce altitude and heading. Power, approximately 15 MP; PROP FULL. Airspeed in flap operating range, extend flaps in 10-degree increments to desired setting. (85 KIAS flaps 10; 75 KIAS flaps 20; 65 KIAS flaps 30) As airspeed diminishes, adjust power and pitch attitude to maintain level flight. Establish and maintain an airspeed at which any further increase in pitch, load factor, and/or reduction in power would result in an immediate stall. Recognize and announce the first aerodynamic indications of an oncoming stall (e.g., stall warning, mushy flight controls, buffeting). Perform coordinated turns, climbs, and descents as directed by the instructor. Recover to cruise flight by simultaneously applying maximum power, carburetor heat cold, flaps 20. Adjust pitch attitude to maintain altitude. Retract flaps to 10 degrees at Vx, and full up at Vy. (The recovery is analogous to a Go-Around procedure.)

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POWER-OFF STALL
1. 2. 3. 4. 5. 6. Clear the area using clearing turns. Lower the landing gear. Fuel: BOTH - Mixture: FULL RICH - Carb Heat: ON. Power, approximately 15 MP; PROP FULL. Establish and announce altitude and heading. Airspeed in flap operating range, extend flaps in 10-degree increments to desired setting. (85 KIAS flaps 10; 75 KIAS flaps 20; 65 KIAS flaps 30) When airspeed reaches an approach speed of 60 to 65 KIAS, reduce power to idle. Establish a glide and trim at that speed while continuing to maintain heading unless instructor directs a turn. After establishing a stabilized descent, call out the altitude you have picked for the simulated ground and transition smoothly to a pitch attitude that will hold that altitude. Recognize and announce the first aerodynamic indications of an oncoming stall (e.g., stall warning horn, mushy controls, buffeting). Recognize and announce the stall, then promptly recover by simultaneously: A. B. C. 10. 11. Decreasing angle of attack (relaxing backpressure) Maintaining wings level using primarily rudder inputs. Applying full power, carburetor heat cold, flaps 20.

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Adjust pitch to maintain altitude. Retract flaps to 10 degrees at Vx, and full up at Vy. Raise the gear after establishing a positive rate of climb (VSI reversal). After gear is retracted, determine and announce your new cruise altitude. Return to cruise flight by setting cruise power, and trimming the aircraft to maintain altitude and heading.

POWER-ON STALL
1. 2. 3. 4. 5. 6. Clear the area using clearing turns. Lower the landing gear. Fuel: BOTH - Mixture: FULL RICH - Carb Heat: ON Power, approximately 15 MP; PROP FULL. Establish and announce altitude and heading. Slow to lift-off speed (60 65 KIAS), then simultaneously apply full power, carburetor heat cold, and establish a takeoff attitude. Establish desired bank angle (as directed by instructor). If a turn is used, 20degree max bank angle. Transition smoothly from the takeoff attitude to the pitch attitude that will induce a stall. (Feet on the horizon or approximately 20 degrees nose high). (Max allowable pitch is 30 degrees). Recognize and announce the first aerodynamic indications of the oncoming stall (e.g., stall warning horn, mushy aileron control, buffeting). Announce the stall (at the buffet); then promptly recover by simultaneously: A. B. 11. 12. Decreasing angle of attack (relaxing backpressure). Maintaining wings level using primarily rudder inputs.

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Maintain present altitude and accelerate to Vy. Raise the gear after establishing a positive rate of climb (VSI reversal). After gear is retracted, determine and announce your new cruise altitude. Return to cruise flight by setting cruise power and maintaining altitude, heading, and airspeed.

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STEEP TURNS
1. 2. Clear the area using clearing turns. Establish cruise flight (Power approximately 2400 RPM and 22 MP, airspeed at or below VA). Trim for level, hands-off flight. Establish and announce altitude and heading. Determine a visual reference point (if practical). Smoothly roll into a 45 degree banked turn using coordinated ailerons and rudder. (50 degrees for Commercial Pilots) Maintain a level turn by looking outside and dragging the nose across the horizon. Vary backpressure to maintain altitude, ailerons to maintain bank angle, rudder to maintain coordinated flight, and power to maintain airspeed. Approaching the visual reference point (within approximately 5-10 degrees of initial heading) transition smoothly back to straight and level flight using coordinated ailerons and rudder. Reduce backpressure to maintain altitude and power to maintain airspeed. Smoothly transition into a step turn in the opposite direction. After completion of the second 360 degree turn, return to cruise flight by setting cruise power and maintaining altitude, heading, and airspeed.

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CHANDELLES
1. 2. Clear the area using clearing turns. Establish cruise flight (Power approximately 2400 RPM and 22 MP, airspeed at or below VA). Trim for level, hands-off flight. Establish and announce altitude and heading. Determine visual reference points and wind direction. PROP FULL. Smoothly roll into the wind and establish a 30-degree bank. Apply full power while increasing backpressure to increase pitch to approximately 5-10 degrees nose high. Maintain 30 degrees bank and continue to increase pitch until the 90 degree point (altitude is increasing, airspeed is decreasing). Gradually start rolling out bank at the 90 degree point while maintaining pitch. Complete the rollout to wings level at the 180 degree point. Airspeed should be approximately 1.2 VS. Momentarily hold airspeed without stalling. Resume straight and level flight while letting airspeed increase to cruise. Reduce power to cruise setting and maintain altitude, heading, and airspeed.

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LAZY EIGHTS
1. 2. Clear the area using clearing turns. Establish cruise flight (Power approximately 2400 RPM and 19 20 MP, airspeed at or below VA). Trim for level, hands-off flight. NOTE: The hardest part of Lazy 8s is returning to the starting airspeed and altitude at the 180 and 360 degree points. When you slow from normal cruise speed to below Va, reset the power to between 19 and 20 MP. This lower MP will give you a tactical advantage in loosing the altitude you gained during the first part of the maneuver without busting the 10 KIAS PTS tolerance. 3. Establish and announce altitude and heading. Determine visual reference points and wind direction. (Select a reference point abeam the wingtip.) Raise the nose above the horizon and begin a climb (approximately 5-10 degrees nose high). Slowly roll in bank and enter a coordinated climbing turn. Pass the 45 degree point with maximum nose-up for the maneuver. (Bank is increasing through 15 degrees; speed is decreasing; pitch begins decreasing; bank angle continues to increase). Arrive at the 90 degree reference point with a maximum bank angle of 30 degrees. (Pitch is momentarily level, then descending through the horizon; bank begins to decrease; speed begins to increase). Take note of the altitude and airspeed at the 90 degree point. Pass the 135 degree point with the lowest pitch attitude for the maneuver. (Bank is reducing through 15 degrees; speed continues to increase; pitch begins increasing; bank angle continues to decrease). At the 180 degree point the aircraft is momentarily level at the same altitude and airspeed as at entry. Smoothly roll bank in the opposite direction and re-accomplish the maneuver. Complete the rollout to wings level at the 180 degree point. Airspeed, altitude, and heading should be the same as at entry. Resume cruise flight after completing the maneuver.

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EIGHTS-ON-PYLONS
1. 2. Clear the area using clearing turns. Establish cruise flight at 800 feet AGL. (Power approximately 2400 RPM and 22 MP, airspeed at or below VA). Trim for level, hands-off flight. Calculate pivotal altitude (ground speed in knots squared divided by 11.3). Select 2 pylons approximately nm apart, perpendicular to the wind. NOTE: Fly over one of the 2 pylons, put the wingtip on the other pylon and note the bank angle on the attitude indicator. 20 degrees bank angle means the pylons are approximately nm apart. If the bank angle is more than 20 degrees, the pylons are less than nm apart. If the bank angle is less than 20 degrees, the pylons are more than nm apart. 5. Enter the maneuver by approaching the midpoint between the pylons diagonally, with the wind to your back. Just past the intended pylon, roll into a turn around that pylon (approximately 30 to 40 degrees of bank) and place the wingtip on that pylon. Use ailerons to correct up and down movement and elevator (pivotal altitude) to correct fore and aft movement of the pylon on the wingtip. NOTE: If the pylon moves forward of the wingtip, apply forward elevator ( i.e. descend to increase ground speed). If the pylon moves aft of the wingtip, apply aft elevator pressure (i.e. climb to decrease ground speed). Do not use rudder to maintain wingtip position on the pylon. 8. 9. Crossing the midpoint between the pylons, roll back to wings level. Just past the opposite pylon, roll into a turn around that pylon (approximately 30 to 40 degrees of bank) and place the wingtip on that pylon. Use ailerons to correct up and down movement and elevator to correct fore and aft movement of the pylon on the wingtip. Complete the maneuver by crossing the midpoint between the pylons wings level, at the same altitude and airspeed at which the maneuver was entered.

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STEEP SPIRAL
1. 2. Clear the area using clearing turns. Establish cruise flight (Power approximately 2400 RPM and 22 MP, airspeed at or below VA). Trim for level, hands-off flight at an altitude that will allow at least 3 descending 360 degree turns. Select an appropriate landing area. While maneuvering to the intended landing area, slow the aircraft to best glide speed and configure for landing (up to full flaps may be used). Maintain altitude and trim for hands-off at best glide speed. Abeam the intended landing area, reduce power toward idle (approximately 10 MP) , allow the nose to drop, and re-trim for hands-off at best glide speed. PROP FULL. Maintain a constant radius turn around the intended landing area by varying bank angle to correct for wind. (Normal 20-30 degrees of bank; Max 60 degrees). After the 3rd 360 degree turn, execute a power off landing or go around, as applicable.

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NOTE 1: Clear the engine at least once during the maneuver. NOTE 2: If you are not at an airfield suitable for landing, discontinue the approach and execute a go around above 500 feet AGL.

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NORMAL / CROSSWIND TAKEOFF AND CLIMB

1. 2. Accomplish the before takeoff checklist. Align aircraft with runway centerline with ailerons fully deflected into the wind if crosswind is present. Smoothly apply full power and check instruments. Announce, Engine instruments in the green, Airspeed alive. As the aircraft accelerates, reduce aileron deflection as necessary and maintain runway alignment with rudder. At 55 KIAS, apply backpressure to establish Vy climb attitude. NOTE: If a significant crosswind exists, increase the rotation speed by one half the gust factor, not to exceed 10 knots. This holds the aircraft on the ground a little longer so that a smooth and definite liftoff can be made. 6. As the aircraft lifts off, establish a crab into the wind; then level the wings. Raise the gear after establishing a positive rate of climb and set climb power (2500 RPM, 25 MP). Maintain climb power, Vy, and a ground track along the extended runway centerline during climb out.

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NORMAL / CROSSWIND APPROACH AND LANDING

1. 2. Accomplish the before landing checklist. (GUMPS) While flying the appropriate traffic pattern, assess the wind by the required wind correction angles and by the surface wind indicators. (Consider the use of reduced flap settings for landing, depending on the crosswind conditions.) Prior to 300 feet AGL on final approach, stabilize the aircraft with the final flap setting and crab angle. Maintain final approach airspeed of 65 KIAS with approximately 500 feet per minute rate of descent, PROP FULL, and 12 to 15 MP. NOTE: If gusty conditions are present, increase final approach speed by one half the gust factor, not to exceed 10 knots. 4. Prior to the flare, establish and maintain a drift correction using the wing low (side-slip) method: opposite rudder to keep the aircrafts longitudinal axis aligned with the runway centerline, aileron into the wind to control drift. NOTE: When to transition to the sideslip depends on pilot proficiency. Establishing the sideslip earlier on final (for low time pilots) allows for a more stabilized approach with maximum exposure to the control inputs needed for the touchdown. 5. At the appropriate flare altitude, reduce power toward idle and slow the descent by increasing pitch attitude. As the aircraft decelerates, increase aileron and rudder deflection to maintain the necessary sideslip. Allow the aircraft to touch down on the upwind main wheel first, followed by the downwind main wheel, then the nose wheel. NOTE: The 172RG will develop a definite sink rate if the power is retarded to the idle hardstop prior to touchdown. A normal flare and touchdown is accomplished with power at approximately 11 to 12 MP. Retard the throttle to the idle hardstop after touchdown. 6. Maintain backpressure on the yoke throughout the landing roll and continue to increase aileron deflection fully into the wind as the aircraft slows to taxi speed.

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SOFTFIELD TAKEOFF AND CLIMB

1. 2. Accomplish the before takeoff checklist. Prior to taxiing onto the takeoff surface, check the flaps up and apply full elevator backpressure. Taxi onto the takeoff surface at a speed consistent with safety. Avoid stopping on a soft surface. Smoothly apply full power and check instruments while adjusting the elevator to maintain minimum nose wheel pressure on takeoff surface (approximately 1 to 2 off the runway). Announce Engine instruments in the green, Airspeed alive. Lift off at the lowest possible airspeed, then reduce back pressure to lower the pitch attitude to remain in ground effect (one wingspan length) while the aircraft accelerates. Establish Vx or Vy pitch attitude as appropriate. Maintain takeoff power and a ground track along the extended runway centerline during climb out. Retract the gear after establishing a positive rate of climb and set climb power (2500 RPM, 25 MP) when clear of obstacles. Continue climbout at Vy. NOTE: If a crosswind exists, apply the appropriate crosswind procedures as described in crosswind takeoff procedures and raise the flaps.

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SOFTFIELD APPROACH AND LANDING

1. 2. Accomplish the before landing checklist. (GUMPS) Select the desired touchdown point and complete the appropriate traffic pattern. Extend downwind to allow sufficient time on final for establishing the desired descent profile. Stabilize the airplane on final approach at 55 KIAS (1.3 Vso). Descent rate should be approximately 500 feet per minute, flaps full down, and power between 12 to 15 MP. PROP FULL. When the intended landing area is assured, reduce power toward idle. As you initiate the flare, increase power to break the descent rate of the aircraft just above the landing surface. Maintain pitch with elevator and control descent rate with power. Hold this power setting all the way through the flare and touchdown. As the main wheels touch, hold backpressure to prevent the nose wheel from touching. Once the aircraft is stabilized with the main wheels on the ground, smoothly reduce power as required while maintaining sufficient backpressure to hold the nose off the runway as long as possible. Adjust power according to the surface conditions. When the nose wheel settles to runway, maintain full elevator back pressure to minimize the weight on the nose wheel. NOTE: If a crosswind exists, apply the appropriate crosswind procedures as described in crosswind takeoff procedures.

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MAXIMUM PERFORMANCE TAKEOFF AND CLIMB (SHORT FIELD)

1. 2. 3. Accomplish the before takeoff checklist. Set flaps as recommended by POH. Taxi into position at the end of the runway so that maximum runway is available for takeoff. Smoothly advance the throttle to full power. Check engine instruments and announce Engine instruments in the green, Airspeed alive. Rotate at 55 KIAS and establish Vx pitch attitude. After liftoff, establish and maintain Vx until clear of real or simulated obstacles. Retract the gear after establishing a positive rate of climb and trim the aircraft for Vx. Once all obstacles are cleared, lower the nose and accelerate to Vy. Trim the aircraft to maintain Vy and continue the climb to cruise altitude. Note: If crosswind exists, apply the appropriate crosswind procedures as described in crosswind takeoff procedures.

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MAXIMUM PERFORMANCE APPROACH AND LANDING (SHORT FIELD)

1. 2. Accomplish the before landing checklist. (GUMPS) Select the desired touchdown point and complete the appropriate traffic pattern. Extend downwind to allow sufficient time on final for establishing the desired descent profile. Stabilize the airplane on final approach at 55 KIAS (1.3 Vso). Descent rate should be approximately 500 feet per minute, flaps full down, and power between 12 to 15 MP. Select an appropriate aim point situated approximately 100-200 feet short of the specified touchdown point and adjust power as necessary to avoid over- or undershooting that aim point. Precise airspeed control is essential for judging the descent profile. In the flare, reduce power toward idle to land on (or slightly beyond) the specified touchdown point. Touch down at minimum control airspeed with no side drift, minimum float, and with the airplanes longitudinal axis aligned with and over the runway center/landing path. Begin smoothly applying brakes immediately after touchdown. Retract the flaps while holding positive backpressure on the elevator. Continue applying full elevator backpressure and maximum braking (without skidding the tires) until the aircraft has slowed to normal taxi speed.

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NOTE: If crosswind exists, apply the appropriate crosswind procedures as described in crosswind takeoff procedures.

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NORMAL TRAFFIC PATTERN

Accomplish the before landing checklist prior to entering the pattern. (GUMPS) 1. Entry: Enter traffic pattern from a 45 to downwind, at pattern altitude (1000 feet AGL), Carb Heat on, approximately 19 MP, gear down and 85-95 KIAS. Abeam Touchdown Point: Pwr to 15 MP, Flaps to 10 degrees, Trim for 500 feet per minute rate of descent (Approximately 85 KIAS). Turn to Base: 45 degrees to touchdown point (700 feet AGL), Flaps 20 degrees (Flaps, Turn, Talk), Re-trim for 500 feet per minute rate of descent (Approximately 75 KIAS). Turn to Final: 20 degrees to touchdown point (500 feet AGL), Flaps 30 degrees (Flaps, Turn, Talk). Roll out on final approximately NM from touchdown, 300-400 feet AGL. Adjust pitch and power to maintain a stabilized approach at approximately 65 KIAS and 500 feet per minute rate of descent. Recheck PROP FULL. Turn to Crosswind: Maintain climb at Vy with max continuous power until within 300 feet below pattern altitude. Turn to Downwind: level off at pattern altitude, reduce power to approximately 19 MP, Carb Heat on.

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POWER-OFF 180 DEGREE ACCURACY APPROACH AND LANDING

1. Position the aircraft on a normal downwind and complete the before landing checklist. (GUMPS) Determine projected ground track for a continuous turn to final (based on wind). Determine desired reference altitudes around the turn to final (based on field elevation). NOTE: As a general rule of thumb, divide the final turn into thirds. If the pattern altitude is 1000 feet AGL, plan on being approximately 700 feet AGL at the first 3rd of the turn, 500 feet AGL at the second 3rd of the turn, and rolling out on final at approximately 300 feet AGL and nm from the intended touchdown point. If you are above these projected altitudes, add more flaps or extend the ground track. If you are below these projected altitudes, shorten the ground track. 4. 5. 6. Close the throttle abeam the intended touchdown point. PROP FULL. Establish glide speed based on wind and projected ground track. Evaluate aircraft performance based on determined ground track and reference altitudes. Lower flaps as desired. (Consider delaying the last 10 degrees of flaps until landing is assured). Touchdown at or within 200 feet beyond the intended touchdown point, on centerline, with the aircraft aligned parallel to the runway.

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BALKED LANDING (GO-AROUND)

1. Smoothly apply full power, retract the flaps to 20 degrees and push Carb Heat in. Establish a pitch attitude equivalent to Vy. (Warning: Jamming the throttle forward can cause the engine to falter or quit. Additionally, if the prop is not full forward, significant engine damage can occur) 2. If obstacles are present, establish a Vx pitch attitude and maintain Vx until clear of obstacles. As the aircraft accelerates, retract flaps to 10 degrees at Vx and flaps up at Vy. Retract the gear after a positive rate of climb is established. Continue climb to pattern altitude. Side step to the right to keep conflicting runway traffic in sight. Announce the go-around on CTAF or to the Tower

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NOTE: The decision to execute a go around is no reason for embarrassment, but rather the manifestation of sound judgment. Welcome any opportunity to practice this vital maneuver!

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KEY FIGURES FOR C-172RG

GENERAL: MAX GROSS WEIGHT ENGINE PROPELLER FUEL OIL WING SPAN MIN TURN RADIUS - 2650 - 4 CYL; 180 HP; LYCOMING - CONSTANT SPEED (12 26.5 DEGREES); 76 DIAMETER; Mc CAULEY - 90 GAL MAX; 88 GAL USABLE; 100LL (BLUE) 110/130 (GREEN) - 8 QT MAX; 5 QT MIN; SAE 50 (SUMMER); SAE 30 (WINTER) - 36 - 27 5.5

ENGINE: MAX RPM NORMAL RANGE WARM-UP MANIFOLD PRESSURE CYL HEAD TEMP FUEL PRESSURE 2700 2100 - 2700 800 1000 15 25 200 500 DEGREES 0.5 8.0 PSI

OIL: MAX TEMP NORMAL RANGE MIN PRESSURE MAX PRESSURE NORMAL POWER 245F 100 245 F 25 PSI 115 PSI 30 60 PSI

ACCELERATION: FLAPS UP FLAPS DOWN - +3.8 TO 1.52G - +2.0 TO 0G

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MAG CHECK (1800 RPM): MAX DROP COMPARISON - 150 RPM (FOR EITHER MAG) - +/- 50 RPM (BETWEEN MAGS)

VACUUM CHECK (1800 RPM): ALLOWABLE RANGE - 4.5 TO 5.4 PSI

ELECTRICAL SYSTEM: ALTERNATOR BATTERY OVER VOLTAGE LIMIT - 60 AMP - 24 VOLT - 31.5 VOLTS

ELECTRICAL INSTRUMENTS: FUEL QUANTITY INDICATORS OIL TEMP CYLINDER HEAD TEMP COURSE DIRECTION INDICATOR (CDI) RADIO MAGNETIC INDICATOR (RMI) TURN COORDINATOR AMMETER

ENGINE DRIVEN INSTRUMENTS ENGINE TACHOMETER (RPM) OIL PRESSURE MANIFOLD PRESSURE FUEL PRESSURE

VACUUM DRIVEN INSTRUMENTS: DIRECTION GYRO (DG) ATTITUDE SITUATION INDICATOR (ASI)

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PITOT STATIC DRIVEN INSTRUMENTS: AIRSPEED INDICATOR (AI) VERTICAL SPEED INDICATOR (VSI) ALTIMETER (ALT) INSTRUMENT GROUP CATEGORIES: POWER PERFORMANCE FLIGHT WARNING - RPM; OIL TEMP; OIL PRESS; MAN PRESS; CYL HEAD TEMP - AI; VSI; TURN COORDINATOR - ASI; ALT; DG; CDI; RMI - AMMETER; VACUUM GAGE; LOW VOLTAGE LIGHT; LOW VACUME LIGHT

KEY SPEEDS: VA VNE VNO VFE VS VSO VX VY VR - 105 - 164 - 145 - 100 - 50 - 42 - 67 - 84 - 55 VLO VLE BEST GLIDE - 140 - 164 - 73 (GEAR AND FLAPS UP) FINAL - 65 (FULL FLAPS) MAX X WIND - 15 HYDROPLANE - 55 STALL WARNING - 5-10 KTS ABOVE THE STALL

NORMAL CLIMB 2500 RPM; 25 MP; 85 95 KIAS CRUISE POWER SETTINGS (4000; +18C [STD DAY]) 2400 RPM (65%); 22 MP; 126 KIAS; 8.8 GPH

NORMAL PATTERN (NO WIND, STD DAY): PATTERN ENTRY ABEAM TOUCHDOWN TURN TO BASE TURN TO FINAL DESCENT ON FINAL - 1000 AGL; GEAR DOWN; C/H ON; 19 MP - 15 MP; FLAPS 10; TRIM FOR 500 FPM DESC - 700 AGL; 45 DEGREE ANGLE-OFF; FLAPS 20; RE-TRIM FOR 500 FPM DESC - NM FROM TOUCHDOWN; 300-400 AGL; FLAPS 30; RE-TRIM FOR 500 FPM DESC - 500 FPM (4.5 DEGREE G/S) @ 65 KIAS (55 KIAS SHORT/SOFT, 65 KIAS NO-FLAP); 12-15 MP; PROP FULL

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