Maule Student Handbook - Henderson State University

Henderson State University 

Department of Aviation 

Record of Revisions 

Maule Student Handbook 

Revision No. Page Action Remarks Initials 

1 All N/A 1. Original Issuance N/A 

2 All R 1. Page numbering system modified & Table of Contents added 

“ “ “ 2. SOPA changed to make flows more manageable and easier to 

understand 

“ “ “ 3. QRH changed to correspond with changes made to SOPA 

“ “ “ 4. Abbreviated checklist changed to correspond with changes 

made to SOPA 

“ “ “ 5. Expanded checklist changed to correspond with changes 

made to SOPA 

“ “ “ 6. Standardization Manual name changed to Standardized 

Maneuvers and Configurations (SMAC) to correspond with 

SOPA 

“ “ “ 7. SMAC (former Standardization Manual) changed to 

correspond with SOPA 

“ “ “ 8. (SMAC) Short Field Landing—Inputting 40 o Flaps is 

changed to the Final Leg instead of the Base Leg. 

“ “ “ 9. (SMAC) Soft Field Landing—Inputting 40 o Flaps is changed 

to the Final Leg instead of the Base Leg. 

10. Electrical system voltage added to Quick Reference 

Numbers 

“ A-1 A 11. Appendix 1 added (relocated MXT-7-160 AFM) 

“ A-2 A 12. Appendix 2 added (relocated MXT-7-180A AFM) 

“ A-3 A 13. Appendix 3 added – Maule Maintenance Guide (for 

reference only) 

A-4 A 14. Appendix 4 added – Depicts Maule cockpit flows 

A-5 A 15. Appendix 5 added – Briefing Guide 

Action Legend: R=Remove and Replace D=Delete and Destroy A=Add 

i

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List of Effective Pages 


Page(s) Date Page(s) Date Page(s) Date 

All 25-Aug-08 

All 24-Aug-09 

ii




Table of Contents 


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 

Maule MXT-7-160 AFM .................................................................................. Appendix 1 

Maule MXT-7-180A AFM ............................................................................... Appendix 2 

Maule Maintenance Guide ................................................................................ Appendix 3 

Cockpit Flows ................................................................................................... Appendix 4 

Briefing Guide .................................................................................................. Appendix 5 

iii


HENDERSON STATE UNIVERSITY 

DEPARTMENT OF AVIATION 

Quick Reference Numbers 

For the Maule MXT-7-160 & -180A

Quick Reference Numbers 

V SPD MXT-7-160 MXT-7-180A 

Do not exceed in any operation --------------- V NE ----------- 156 KIAS ------------ 161 KIAS 

Exceed only in smooth air --------------------- V NO ----------- 128 KIAS ------------ 129 KIAS 

No full/abrupt control inputs ------------------ V A ------------ 109 KIAS ------------ 109 KIAS 

Max flap extended speed ----------------------- V FE ------------- 82 KIAS ------------- 85 KIAS 

Stall speed landing configuration ------------- V S0 -------------- 38 KIAS ------------- 41 KIAS 

Stall speed clean configuration ---------------- V S1 -------------- 50 KIAS ------------- 53 KIAS 

Best angle of climb ----------------------------- V X -------------- 65 KIAS ------------- 65 KIAS 

Best rate of climb ------------------------------- V Y -------------- 78 KIAS ------------- 78 KIAS 

Max gliding distance speed -------------------- ------------------ 72 KIAS ------------- 72 KIAS 

Max crosswind component -------------------- ------------------ 13 KIAS ------------- 13 KIAS 

Max window open speed ----------------------- ---------------- 104 KIAS ------------ 104 KIAS 

Fuel grade ---------------------------------------- -------------------- 100LL ---------------- 100LL 

Fuel consumption (75% power) --------------- ---------------- 10.0 GPH ------------ 10.5 GPH 

Fuel consumption (65% power) --------------- ------------------ 8.8 GPH ------------- 9.5 GPH 

Oil grade ----------------------------------------- -------------- 15W50 X-C --------- 15W50 X-C 

Oil capacity -------------------------------------- ------------------- 8 quarts -------------- 8 quarts 

Max Weight -------------------------------------- ------------- 2200 Pounds -------- 2400 Pounds 

Electrical System Voltage --------------------- ---------------------------- -------------- 12 volts 

Fuel Capacity 

Aircraft Model Mains (Usable) Aux (Usable) 

N43HS --------- MXT-7-180A ---------- 21.5 gal/side --------------- N/A 

N54HS ---------- MXT-7-160 ----------- 21.5 gal/side --------------- N/A 



N103HS -------- MXT-7-160 ----------- 21.5 gal/side --------------- N/A 

N110HS -------- MXT-7-160 ----------- 21.5 gal/side --------------- N/A 

N114HS ------- MXT-7-180A ---------- 21.5 gal/side ---------- 15.0 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: 109KIAS. 

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 instruction sin weight and balance section of airplane flight manual. 

8. Demonstrated crosswind 13 knots. 

HSU-AVN Maule Student Handbook Page 1-1

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HSU-AVN Maule Student Handbook Page 1-2



Aircraft Checklists 


Preflight Walk-around Inspection (Read & Do) 

1. Left Wing Fuel Drain ---------------------- DRAIN 

2. Fuselage Fuel Drain ------------------------ DRAIN 

3. Left Landing Gear ----------------------- INSPECT 

4. Left Flap ---------------------------------- INSPECT 

5. Left Aileron ------------------------------ INSPECT 

6. Left Wing Tip ---------------------------- INSPECT 

7. Left Landing Light ---------------------- INSPECT 

8. Left Tie Down --------------------------- REMOVE 

9. Pitot Tube --------------------------------- INSPECT 

10. Stall Warning Switch ------------------- INSPECT 

11. Left Fuel Vents -------------------------- INSPECT 

12. Left Wing Top --------------------------- INSPECT 

13. Left Wing Tank ---------------------------- CHECK 

14. Gascolator ----------------------------------- DRAIN 

15. Propeller ---------------------------------- INSPECT 

16. Air Intakes -------------------------------- INSPECT 

17. Tow Bar ----------------------------------- REMOVE 

18. Nose Gear -------------------------------- INSPECT 

19. Oil Quantity -------------------------------- CHECK 

20. Right Wing Top-------------------------- INSPECT 

21. Right Fuel Tank---------------------------- CHECK 

22. Right Fuel Vents ------------------------- INSPECT 

23. Right Tie Down -------------------------- REMOVE 

24. Right Landing Light --------------------- INSPECT 

25. Right Wing Tip -------------------------- INSPECT 

26. Right Aileron ----------------------------- INSPECT 

27. Right Flap -------------------------------- INSPECT 

28. Right Fuel Drain ---------------------------- DRAIN 

29. Right Landing Gear --------------------- INSPECT 

30. Right Fuselage --------------------------- INSPECT 

31. Cargo Door -------------------------------- SECURE 

32. Right Static Port --------------------------- CLEAR 

33. Right Stabilizer -------------------------- INSPECT 

34. Right Elevator ---------------------------- INSPECT 

35. Rudder ------------------------------------ INSPECT 

36. Tail Skid / Tie Down -------------------- REMOVE 

37. Left Elevator ----------------------------- INSPECT 

38. Left Stabilizer ---------------------------- INSPECT 

39. Left Fuselage ----------------------------- INSPECT 

40. Left Side Static Port ----------------------- CLEAR 

SAFETY CHECK (Read & Do) 

All Electrical Switches ----------------------------- OFF 

Magnetos ---------------------- OFF, KEY REMOVED 

BAT Switch ------------------------------------------- ON 

Fuel Qty ----------------------- CHECKED (REFUEL) 

Exterior Lights (Night) -------------------- CHECKED 

BAT Switch ------------------------------------------ OFF 

PREFLIGHT CHECK 

Squawk Book --------------- CHECKED, AC_____ 

Weight & Balance ---------------------- COMPLETE 

Hobbs ----------------------------------- RECORDED 

Exterior Check -------------------------- COMPLETE 

Fuel ---------------- FLT PLAN FUEL ON BOARD 

Parking Brake ------------------------------------- SET 

Circuit Breakers -------------- (BOTH) CHECKED 

Fuel Selectors ------------------- BOTH SELECTED 

Flaps --------------------------------------------------- 0° 

Trim -------------------------------- SET, TAKE OFF 

Seatbelts ---------------------- (BOTH) FASTENED 

Crew/ Pax Briefing --------------------- COMPLETE 

BEFORE START CHECK 

BAT & ALTR Switches -------------------------- ON 

Anti-Collision Lights ----------------------------- ON 

Nav Lights ---------------------------------- OFF (ON) 

Ramp -------------------------------- (BOTH) CLEAR 

BEFORE TAXI CHECK 

Oil Pressure ------------------------------ CHECKED 

Alternator --------------------------------- CHECKED 

Altimeter ----------------- (BOTH) __.__IN, ____FT 

Heading --------- SET, ___ DEGREES, NORMAL 

Flight Plan ---------------------- SET, ACTIVATED 

TAXI CHECK 

Flight Instruments ------------ (BOTH) CHECKED 

Flight Controls --------------------------- CHECKED 

ENGINE CHECK (Read & Do) 

Parking Brake ------------------------------------- SET 

Power -------------------------------------- 2000 RPM 

Magnetos --------------------------------- CHECKED 

Carburetor Heat -------------------------- CHECKED 

Vacuum Pressure ------------------------ CHECKED 

Engine Instruments ----------------------- NORMAL 

Alternator -------------------------------- CHARGING 

Power --------------------------------------------- IDLE 

Heading -------------- (BOTH) SET, ___DEGREES 

Altimeter ----------------- (BOTH) __.__IN, ____FT 

Burn Out/Time on Grd -------------- __:__Z, __:__Z 

Doors ----------------------------------------- CLOSED 

Passengers ---------------------------------- BRIEFED 

HSU-AVN Maule Student Handbook Page 2-1 

(REV 1)

TAKE OFF PROCEDURES 

Normal/ X-W Short Field Soft Field 

Flaps 0° Flaps 24° Flaps 24° 

V R 52 KTS V R 48 KTS V R ≈48 KTS 

Target Pitch Attitude 

Pitch ≈8° Pitch ≈8° Pitch ≈8° 

V Y 78 KTS V X 65 KTS V X 65KTS 

BEFORE TAKEOFF CHECK 

Take Off Briefing ------------------------ COMPLETE 

Flaps ----------------- SET, __DEGREES, VERIFIED 

V SPDS --------------__, __, CHECKED & SET 

Transponder ------------------- SET____, ALTITUDE 

Landing Lights --------------------------------------- ON 

CLIMB CHECK 

Flaps ---------------------------------------------------- 0° 

Cruise Climb ------------------------------ _______KTS 

CRUISE CHECK 

Landing Lights -------------------------------------- OFF 

Flaps -------------------------------------- (X-C only) -7° 

Power ------------------------------------------------- SET 

Mixture ------------ (at/above 3000’ X-C only) LEAN 

Systems --------------------------- (BOTH) CHECKED 

DESCENT CHECK 

Landing Lights --------------------------------------- ON 

Altimeter ----------------- (BOTH) __.__IN, _____FT 

Mixture --------------------------------------------- RICH 

Fuel Selectors ------------------------------------- BOTH 

Aircraft Systems ---------------- (BOTH) CHECKED 

LANDING FLAPS AND V REF SPEEDS 

Normal Landing X-Wind Short/Soft Field 


V REF 61 KTS V REF 65 KTS V REF 52 KTS 

GA Procedure 

TOGA Power, Target Pitch 8° 

Retract Flaps to 24°, V X 65 KTS, 

@ 500 ft AGL Flaps 0°, V Y 78 KTS 

APPROACH CHECK 

Passenger Briefing ----------------------- COMPLETE 

Landing/GA Procedure --------------------- BRIEFED 

Flaps __, V REF ------------------------------- __ KNOTS 

(IFR flight) 

Approach Briefing ------------------------ COMPLETE 

Minimums --------------------- (BOTH) SET, ____FT 

App Freq & Crs ------------- (BOTH) ___, ___INBD 

LANDING CHECK 

Mixtures ------------------------------------------- RICH 

Carburetor Heat -------------------------------------- ON 

Flaps -------------------------------- SET, __ DEGREES 

AFTER LANDING CHECK 

(Clear of runway) 

Transponder -------------------------------- STBY (ON) 

Landing Lights ----------------------- OFF (ON-Night) 

Carburetor Heat ------------------------------------- OFF 

Flaps ----------------------------------------------------- 0° 

Trim ----------------------------------- SET, TAKE OFF 

PARKING CHECK 

Avionics Switch ------------------------------------ OFF 

Mixture--------------------------------- IDLE CUT-OFF 

Electrical Switches --------------------------------- OFF 

Panel Lights ----------------------------------------- OFF 

BAT & ALTR Switches --------------------------- OFF 

Magnetos --------------------- OFF, KEY REMOVED 

Parking Brake --------------------------------------- OFF 

SECURING CHECK (Read and Do) 

Hobbs/ Tachometer ----------------------RECORDED 

Maintenance Write Ups ------------------RECORDED 

Controls -------------------------------------- SECURED 

Doors ------------------------------------------- CLOSED 

Baggage Door --------------------------------- CLOSED 

Tie Down ------------------------------------ SECURED 


(REV 1)



Expanded Checklists 


MAULE MXT-7 CHECKLIST 

(Expanded Checklist) 

The purpose of the expanded checklist is to assist a pilot new to the Maule MXT-7. 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 and 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 checklists. 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. 


The “SAFETY CHECK” is designed to protect crew, passengers, and persons on the ramp as 

well as the aircraft from harm and damage. Since the aircraft is un-powered applying power can 

cause systems to activate if not verified off. 

All Electrical Switches --------------------------------------------- OFF 

Scan the entire instrument panel and verify all switches are off. 

Verify that the Avionics master switch is off to protect the radio. 

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. 

BAT Switch ----------------------------------------------------------- ON 

The Master Switch is a split rocker. Select the left side BAT 

Switch only. 

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 AUX tank, if 

HSU-AVN Expanded Checklist Page 3-1 

(REV 1)

installed as policy should remain empty unless authorized to use. 

If fuel in the AUX tank then the current W&B is void and a new 

W&B must be computed. 

Exterior Lights (Night) ----------------------------------- CHECKED 

Verify that all lights are in working condition for night flights. 

BAT Switch ---------------------------------------------------------- OFF 

PREFLIGHT CHECK 

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 flight is legal and safe. 

Weight & Balance --------------------------------------- COMPLETE 

Hobbs ------------------------------------------------------ RECORDED 

Exterior Check ------------------------------------------- COMPLETE 

The complete walk around checklist can be found in the QRH. 

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 FOM. (Minimum ½ tanks) 

Parking Brake ------------------------------------------------------- SET 

Be sure not to overly press down on the brake peddles; doing so 

might prevent or make it difficult to release the parking brake later. 

Circuit Breakers ------------------------------- (BOTH) CHECKED 

All circuit breakers must be set unless collared by maintenance. It 

remains the pilot’s responsibility to verity that all systems required 

for flight are available and working. 

Fuel Selector ------------------------------------------------------ BOTH 

The Fuel Selector should be in the (Both) position for Take Off 

and Landing. 

Flaps -------------------------------------------------------- 0 DEGREES 

Verify that the flaps have been returned to 0 degrees after the walk 

around is complete. 

Trim --------------------------------------------------- SET, TAKE OFF 


(REV 1)

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. Finally, share with the passengers the weather 

and expected comfort level of the flight. 

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 who will be the PF (pilot flying) and who 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. 

BEFORE START CHECK 

BAT & ALTR Switches -------------------------------------------- ON 

Anti-Collision Lights ------------------------------------------------ ON 

Nav Lights ----------------------------------------------------- OFF (ON) 

Navigation Lights are required to be on between official sunset 

through official sunrise. 

Ramp -------------------------------------------------- (BOTH) CLEAR 

Visually check around the aircraft to confirm that the area is clear 

for an engine start. 

BEFORE TAXI CHECK 

Oil Pressure ------------------------------------------------- CHECKED 

Caution: If oil pressure doesn’t exceed 25 psi within 30 seconds 

shut down the engine 

Alternator --------------------------------------------------- CHECKED 

Verify that the alternator is charging the battery (a positive needle 

to the right on the ammeter). If the ammeter needle is deflected to 

the left the alternator isn’t working and the battery is discharging 

requiring that the flight be terminated. 


(REV 1)

Altimeter ------------------------- (BOTH) __.__ INCHES, ____FT 

The PIC will set the altimeter and both pilots will verify that the 

altimeter is 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 ----------------------------- Set, ___ DEGREES, NORMAL 

The purpose of setting the Heading Indicator at this time is to assist 

the pilot in situational awareness during taxing. It is quite 

possible that the gyro is not completely spun up therefore the 

Heading Indicator is prone to precession and will be reset during 

Engine run up. 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. 

TAXI CHECK 

Flight Instruments ----------------------------- (BOTH) CHECKED 

During turns (S turns if needed) verify that the Heading Indicator 

and the Compass are turning correctly and in the right direction 

and rate. The Turn Coordinator should show a turn in the correct 

direction and the ball should move in the opposite direction. The 

Attitude Indicator should maintain level flight. 

Flight Controls --------------------------------------------- CHECKED 

Check both for freedom of movement and correct deflection of 

control surfaces in response to control wheel movement. This 

should be done using the “box method”. (with controls pushed 

forward, deflect fully to the left…with controls fully to the left, 

pull full aft…with controls full aft, deflect fully to the right…with 

controls fully to the right, push full forward) 

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. 


(REV 1)

Magnetos ---------------------------------------------------- CHECKED 

Maximum drop of 175 RPM per magneto allowed and a maximum 

difference of 50 RPM. 

Carburetor Heat ------------------------------------------- CHECKED 

The use of carburetor heat should cause a drop in engine rpm. 

Normal drop 150 RPM +/- 50 RPM. 

Vacuum Pressure ----------------------------------------- CHECKED 

Verify Vacuum gauge reads in the green arc during engine run up. 

At idle the vacuum reads low. 

Engine Instruments ---------------------------------------- NORMAL 

The engine should be running smoothly and all engine indications 

should be normal. 

Alternator ------------------------------------------------- CHARGING 

The ammeter should read a positive charge and the Alternator 

INOP Light – Out 

Power ----------------------------------------------------------------- IDLE 

Heading ------------------------------- (BOTH) SET, ___ DEGREES 

The Heading Indicator should turn in the right direction during taxi 

verifying that it is operating normally. Reset the Heading Indicator 

to the current compass heading. 

Altimeter ------------------------- (BOTH) __.__ INCHES, ____ FT 

State the barometric pressure and read the altitude verifying that 

the altimeter is correct. 

Burn out/Time on Ground --------------------------- __:__Z, __:__Z 

Compute the time till fuel exhaustion and one (1) hour less for 

Time on Ground. The clock should be set to UTC (Zulu). State 

times in Zulu. 

Doors ------------------------------------------------------------ CLOSED 

Passengers ----------------------------------------------------- BRIEFED 

Notify the passengers that the aircraft is about to takeoff and share 

with them any information that will help to alleviate any concerns 

they might have about the flight. 


(REV 1)

Take Off Procedures 








(REV 1)

BEFORE TAKEOFF CHECK 

Take Off Briefing ---------------------------------------- COMPLETE 

Determine the type of Takeoff that will be used, and brief all data 

from the Takeoff Procedures Guide. Reference the “Before 

Takeoff Briefing” in the QRH if needed to brief the crew: i.e.: 

Initial heading & altitude, abort procedure, return to field, etc. 

Flaps -------------------------------- SET, __DEGREES, VERIFIED 

Visually verify that the correct flaps are set based on Takeoff 

briefing. 

V SPDS --------------------------------------- __, __, CHECKED & SET 

From the Takeoff Procedures Guide determine and set the V 

speeds. 

Transponder ------------------------- CODE SET____, ALTITUDE 

Verify code and altitude is selected 

Landing Lights ------------------------------------------------------ ON 

CLIMB CHECK 

Flaps ---------------------------------------------------------------------- 0° 

If other than normal takeoff procedures were used verify that the 

flaps have been retracted to 0°. Flaps should not be retracted 

beyond 24° until reaching 500 ft AGL. 

Cruise Climb--------------------------------------------------_____KTS 

In normal operations, the cruise climb airspeed will be at least 85 

knots. Conditions may cause the aircraft’s climb rate to be lower 

than 500 fpm at this speed. In this case, speed should be slowed to 

maintain at least a 500 fpm climb. Speed should not be slowed 

below V Y (78 knots). 

CRUISE CHECK 

Landing Lights ------------------------------------------------------ OFF 

Do not turn landing lights off until reaching cruise altitude and 10 

miles or greater from the airport. The FAA recommends that all 

pilots comply with “Operation Lights On” which calls for landing 

lights to be on when below 10,000 feet. 


(REV 1)

Flaps ----------------------------------------------------- (-7) DEGREES 

If flight is to another airport retract flaps to the -7 degrees position 

for optimum fuel and TAS. 

Power ------------------------------------------------------------------ SET 

2500 rpm should be considered the maximum cruise power setting. 

Consider using 2200 to 2400 rpm for fuel conservation and engine 

wear and tear. This will also provide a more comfortable cabin 

noise level for the crew and passengers. 

Mixture ----------------------------- (at/above 3000’ X-C only) Lean 

HSU requires that the pilot use 75 degrees rich of peak for leaning 

for all X-C flights. 

Systems ------------------------------------------ (BOTH) CHECKED 

Cross check the electrical, vacuum, fuel, and engine systems for 

normal operations. 

DESCENT CHECK 

Landing Lights ------------------------------------------------------- ON 

Altimeters ---------------------------- (BOTH) __.__Inches, ____FT 

Obtain weather and airport information prior to descent point. 

Mixture ------------------------------------------------------------- RICH 

Increase mixture to full rich slowly as needed consistent with the 

amount of altitude to lose. 

Fuel Selector ------------------------------------------------------ BOTH 

Aircraft Systems ------------------------------- (BOTH) CHECKED 

Scan the engine instruments, ammeter, and the vacuum gage for 

system status. 

Landing Flaps and V REF Speeds 




GA Procedure 





(REV 1)

APPROACH CHECK 

Passenger Briefing --------------------------------------- COMPLETE 

Advise the passengers of the approximate arrival time. Verify that 

seatbelts are fastened and the passengers have been briefed on any 

specific flight conditions that they may need to know. 

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 by 

reviewing the GA procedures listed above. 

Flaps __, V REF ----------------------------------------------- __ KNOTS 

Set speed to be used on landing based on the Landing Flaps and 

V REF Speeds table. 

(IFR flight) 

Approach Briefing --------------------------------------- COMPLETE 

Reference the “Approach Briefing” in the QRH if needed to brief 

the crew. 

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. 

LANDING CHECK 

Mixture ------------------------------------------------------------ RICH 

Carburetor Heat ----------------------------------------------------- ON 

Flaps ------------------------------------------------ SET, __ DEGREES 

Flaps are not to be extended unless at or below V FE (82 KIAS -160, 

85 KIAS -180A). 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”-------“24 o , 40 o on Final”. 


(REV 1)

AFTER LANDING CHECK 

(Clear of runway) 

Transponder ------------------------------------------------ STBY (ON) 

Note: The airport may require that the transponder remain on 

during taxi. 

Landing Lights ---------------------------------------- Off (ON-Night) 

Carburetor Heat ------------------------------------------------------ Off 

Flaps -------------------------------------------------------- 0 DEGREES 

Verify flaps are set to 0 degrees and not -7 degrees 

Trim --------------------------------------------------- SET, TAKE OFF 

PARKING CHECK 

Avionics Switch ----------------------------------------------------- OFF 

Electrical Switches -------------------------------------------------- OFF 

Mixture ------------------------------------------------ IDLE CUT-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 

Determine the status of the aircraft. If there is any chance that the 

aircraft could move do to weather keep the parking park set until 

the aircraft is secure. Furthermore, if required advice the lineman 

that the aircraft parking brake is set or insure that a tug is 

connected to the aircraft before releasing the parking brake. 


(REV 1)

SECURING CHECK (Read & Do) 

Hobbs/ Tachometer ------------------------------------- RECORDED 

Maintenance Write Ups -------------------------------- RECORDED 

Controls ------------------------------------------------------- SECURED 

Doors ------------------------------------------------------------ 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 


(REV 1)

This Page Intentionally Left Blank. 


(REV 1)



Standard Operating Procedures-Amplified 

(SOPA) 


STANDARD OPERATING PROCEDURES AMPLIFIED (SOPA) 

In developing standards for flying an aircraft the goal is to first and for most 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 is to be done and what standard method the 

FAA, Maule, 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 is PIC and the right side 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 word (BOTH) placed 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 entire set 

of 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. In single pilot operations, he only change 

will be that you will do all of the flows and checks yourself. The pilot will be expected to perform all 

the required actions, flows, and checklists. Even in a single pilot environment the pilot will be expected 

to call for all checklists, read the Challenge and Response verbally, then announce out loud that the 

checklist is complete. 

### 


(REV 1)

SAFETY PROCEDURES: 

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) 


All Electrical Switches -------------------- OFF 

Magnetos ------------ OFF, KEY REMOVED 

BAT Switch ---------------------------------- ON 

Fuel ------------------- CHECKED (REFUEL) 

Exterior Lights (Night) ----------- CHECKED 

BAT Switch --------------------------------- OFF 

Announce: “SAFETY CHECK complete” 

HSU-AVN Maule Student Handbook Page 4- 2 

(IREV 1)

PREFLIGHT PROCEDURES: 

Prior to entering the aircraft for flight, the exterior checklist must be completed. 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. The W&B should have been 

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. If fuel in the Aux tanks 

was not known or approved another W&B is required along with authority to use. It is understood that 

the pilot will have checked to verify that all required aircraft documents are on board. 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 record 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 Quick Reference 

Handbook (QRH) if necessary. 

After the briefing is complete, accomplish the following flow: 

Check Circuit Breaker In or Collared ► 

◄ Set Parking Break 

◄ Fuel Selector set to both 

Flaps set to 0° ► 

Trim set to Take Off position ► 

◄ Seatbelts fastened► 

◄ Call for & respond to the “PREFLIGHT CHECK” 

SIC 

PIC 

Squawk Book --------- Checked, AC_______ 

Weight & Balance--------------- COMPLETE 

Hobbs ----------------------------- RECORDED 

Exterior Check ------------------- COMPLETE 

Fuel --------- FLT PLAN FUEL ON BOARD 

Parking Brake ------------------------------- SET 

Circuit Breakers -------- (BOTH) CHECKED 

Fuel Selector ----------------------------- BOTH 

Flaps ------------------------------------------- 0° 

Trim -------------------------- SET, TAKE OFF 

Seatbelts ---------------- (BOTH) FASTENED 

Pax/ Crew Briefing -------------- COMPLETE 

Announce: “PREFLIGHT CHECK complete” ► 


(IREV 1)

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. 

After briefing the start procedure, accomplish the following flow: 

◄ Nav Lights On (if night ops) 

◄ Anti-Collision Lights On 

◄ Bat & Altr Switches On 

◄ Confirm parking brake set 

◄ Confirm ramp is Clear ► 

◄ Call for & Respond to the “BEFORE START CHECK” 

SIC 

PIC 

BAT & ALTR Switches -------------------- ON 

Anti-Collision Lights ----------------------- ON 

Nav Lights -------------------------- OFF (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. 

### 


(IREV 1)

BEFORE TAXI PROCEDURE: 

After engine start, the crew will verify oil pressure and 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 ► 

Avionics Master Switch On ► 

◄ Check Compass is normal & Set Heading Indicator 

Record the ATIS/AWOS ► 

◄ Set altimeter and check altitude ► 

◄Verify the GPS test sequence results and data base is in date for IFR ► 

◄Load flight plan into GPS 

Note: If the aircraft is only 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” 

SIC 

PIC 

Oil Pressure --------------------------------- CHECKED 

Alternator ----------------------------------- CHECKED 

Altimeter -----------(BOTH) __.__INCHES, ____FT 

Heading --- (BOTH) Set ___ DEGREES, NORMAL 

Flight Plan ------------------------- SET, ACTIVATED 

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.) 

### 


(IREV 1)

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: 

◄ Call for and respond to the “TAXI CHECK” 

Set transponder code ► 

Modify flight plan as required and activate ► 

Set Nav/Com as appropriate ► 

◄ Verify braking 

Check Flight Controls ► 

◄ Verify Flight Instruments during turns ► 

SIC 

PIC 

Flight Instruments ------ (BOTH) CHECKED 

Flight Controls --------------------- CHECKED 

Announce: “TAXI CHECK complete” ► 

Note: The crew will have the taxi chart (if published) 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. 

### 


(IREV 1)

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. 

The crew will both participate in the Engine Check. After the check, brief the passengers on the conduct 

of the flight and contact ground control (if needed): 

◄ Call for & respond to the “ENGINE CHECK”: 

SIC 

PIC 

Parking Brake ------------------------------- SET 

Power -------------------------------- 2000 RPM 

Magnetos --------------------------- CHECKED 

Carburetor Heat ------------------- CHECKED 

Vacuum Pressure ------------------ CHECKED 

Engine Instruments ---------------- NORMAL 

Alternator ------------------------ CHARGING 

Power -------------------------------------- IDLE 

Heading ------- (BOTH) SET ___ DEGREES 

Altimeter (BOTH) __.__ INCHES, ____ FT 

Burn out/Time on Ground -__:__ Z, __.__ Z 

Doors --------------------------------- CLOSED 

Passengers ---------------------------- BRIEFED 

Announce: “ENGINE CHECK complete” ► 

### 


(IREV 1)

TAKEOFF PROCEDURES: 







◄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: 

◄ Set Airspeed Bugs to V R and either V X or V Y 

Verify transponder code and select Altitude ► 

◄ Landing Lights - On 

◄ Call for or select Flaps for Takeoff 

◄ Scan arrival and final for traffic ► 

◄ Call for & respond to the “BEFORE TAKEOFF CHECK” 

SIC 

PIC 

Take Off Briefing --------------- COMPLETE 

Flaps -------- SET, __DEGREES, VERIFIED 

V SPDS ---------------__, __, CHECKED & SET 

Transponder ---------- SET ____, ALTITUDE 

Landing Light -------------------------------- ON 

Announce: “BEFORE TAKEOFF CHECK” complete” ► 

Request Takeoff clearance or announce taking off on the Common Traffic Advisory Frequency. 

Set Takeoff / Go Around (TOGA) power and make the following call outs on Takeoff: 

“TOGA Power checked” ► 

“Airspeed Active” ► 

◄ “Checks” (not needed if single pilot) 

“Rotate, ___ degrees” ► 

Positive Rate ► 

Accelerate to V Y 78 knots (or V X if needed) and climb to a minimum of 500 AGL before commencing 

any turns. 


(IREV 1)

CLIMB PROCEDURES: 

Once clear of the traffic pattern and flaps have been retracted, establish cruise climb of 85 knots or 

greater while maintaining at least a 500 fpm climb. Forfeit speed down to V Y 78 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. 

◄ Call for and respond to the “CLIMB CHECK” 

### 

PM 

PF 

Flaps ------------------------------------------- 0° 

Cruise Climb-------------------------____ KTS 

Announce “CLIMB CHECK complete” ► 


(IREV 1)

CRUISE PROCEDURES: 

(Designate) who will lean engine to 75 degrees Rich of Peak using the EGT (if installed), otherwise lean 

to roughness then enrich until engine runs smooth plus two turns. Do a systems scan for normal 

operating ranges: i.e.: suction gauge in normal range, oil pressure, oil temp, and cylinder head temp 

Upon reaching cruise altitude, accomplish the following flow: 

◄ Turn Landing light OFF 

◄ Set cruise power 

◄ Lean Mixture (if above 3,000’ MSL) 

◄ If X-C set flaps to -7 degrees 

◄ Systems Check ► 

◄ Call for and respond to the “CRUISE CHECK” 

PM 

PF 

Landing Lights ----------------------------- OFF 

Flaps ----------------------------(X-C only) -7° 

Power ---------------------------------------- SET 

Mixture ---(at/above 3000’ X-C only) LEAN 

Systems ------------------ (BOTH) CHECKED 

Announce: “CRUSIE CHECK complete” ► 

NOTE: When switching fuel tanks for balance turn Fuel Pump – ON. When fuel flow is stable, turn 

Fuel Pump - OFF 

### 


(IREV 1)

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 then 20 minutes before landing. 

Approaching Descent point, accomplish the following flow: 

Copy the latest weather, set altimeter ► 

◄ Check all systems normal ► 

◄ Slowly increase mixture to full Rich 

◄ Place the landing light ON 

◄ Fuel Selector set to both 

◄ Call for & respond to the “DESCENT CHECK” 

PM 

PF 

Landing Lights ------------------------------ ON 

Altimeter ---------(BOTH) __.__ IN, ____FT 

Mixture ------------------------------------ RICH 

Fuel Selector ----------------------------- BOTH 

Aircraft Systems -------- (BOTH) CHECKED 

Announce: “DESCENT CHECK complete”. ► 

### 


(IREV 1)

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 V REF Speeds 




GA Procedure 




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 perform the following flow: 

◄ Brief Landing, Go Around, and Taxi Route anticipated. 

(Refer to the “Approach Briefing” in the QRH if necessary for briefing information.) 

◄ Set V REF bug 

(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(s) ► 

◄ Verify correct Approach Frequency and Course set ► 

◄ Call for & respond to “APPROACH CHECK” 

### 

PM 

PF 

Passenger Briefing ----------------------- COMPLETE 

Landing/ GA Procedure --------------------- BRIEFED 

Flaps __, V REF ------------------------------ __ KNOTS 

(IFR flight) 

Approach Briefing ----------------------- COMPLETE 

Minimums ----------------------- (BOTH) Set, ____ FT 

App Freq & Course ------ (BOTH) ___.__, ___INBD 

Announce: “APPROACH CHECK complete” ► 


(IREV 1)

LANDING PROCEDURES: 

On the 45 o to downwind Set Power to approximately 2200 RPM. Airspeed 90 knots: 

At midfield downwind or descent point to land if other than downwind, accomplish the following flow: 

◄ Call for & respond to “LANDING CHECK” 

◄ Mixture Rich if not previously done 

◄ Carburetor Heat On 

◄ Fuel Selector on Both if not previously done 

◄ Call for “Flaps ____” 

Set Landing flaps ► 

PM 

PF 

Mixture ------------------------------------ RICH 

Carburetor Heat ----------------------------- ON 

Flaps ----------------------- SET, __DEGREES 

Announce “LANDING CHECK complete” ► 

Note: Call out any deviations from landing speed or excessive sink rate: Any Airspeed greater 

than +/- 5 knots from V REF . 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. 


(IREV 1)

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: 

Turn transponder to STBY or switch to ON ► 

◄ Turn Landing lights OFF 

◄ Carburetor Heat - OFF 

Raise flaps to 0°► 

Reset trim to Take Off position ► 

◄ Call for & respond to “AFTER LANDING CHECK” 

SIC 

PIC 

Transponder ----------------------- STBY (ON) 

Landing Lights --------------------- OFF (ON) 

Carburetor Heat ---------------------------- OFF 

Flaps ------------------------------------------- 0° 

Trim -------------------------- SET, TAKE OFF 

Announce “AFTER LANDING CHECK complete” ► 


(IREV 1)

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: 

Avionics Master Switch OFF ► 

All Panel lights OFF ► 

All electrical switches OFF ► 

◄ Mixture IDLE CUTOFF 

◄ Battery/Alternator Switches OFF 

◄ Magnetos OFF and remove Key 

◄ Call for & respond to the “PARKING CHECK” 

SIC 

PIC 

Avionics Master ---------------------------- OFF 

Mixture ----------------------- IDLE CUT-OFF 

Electrical Switches ------------------------- OFF 

Panel Lights --------------------------------- OFF 

BAT & ALTR Switches ------------------- OFF 

Magnetos ------------ OFF, KEY REMOVED 

Parking Break ------------------------------- OFF 

Announce “PARKING CHECK complete” ► 

### 


(IREV 1)

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/Tachometer -------------- RECORDED 

Maintenance Write Ups -------- RECORDED 

Controls ---------------------------- SECURED 

Doors --------------------------------- 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. 

### 


(IREV 1)



Standardized Maneuvers and Configurations 

(SMAC) 


Standardized Maneuvers and 

Configurations (SMAC) 

Explained for the Maule MXT-7-160 & -180A 

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. 

The Maule aircraft is made in such a way that it is very difficult to see over the 

instrument panel properly. Because of this problem, students and instructors should verify that 

each person has an appropriate line of sight to physically be able to see over the instrument 

panel. To verify this, each person’s line of sight should start no lower than approximately two 

inches below the top of the pilot’s window. 

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. 


(REV 1)

( REV 1) Henderson State University : SMAC: Maule Maule Student Handbook Page5-2 

Objectives 

Taxi 

1. Students will be able to taxi and perform any other ground operations with no instructor input 

2. Students will be able to properly apply Crosswind Corrections 

3. Students will be able to comply with any and all hand signals given by airport ground crew 

4. Students will be able to comply with any and all airport signs and markings 

Procedures 

1. Contact Ground Control (if applicable) to receive taxi instructions 

2. Release brakes or Parking brake 

3. Determine wind direction and adjust controls for proper crosswind correction (see Figure 1) 

4. 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) 

5. If throttle is fully closed, roll throttle to the right 2-3 turns to begin the taxi 

6. After the aircraft begins to roll, apply gentle brake pressure to ensure brakes are working properly 

7. After the aircraft begins to roll again, power may be reduced to maintain a speed no faster than the appearance of a 

brisk walk 

8. Apply rudder pressure as needed for directional control to maintain the nose wheel on the centerline (if applicable). 

9. Use brakes only when necessary to slow or stop the aircraft 

Tolerances 

1. Flight controls must be placed properly for the appropriate wind conditions 

2. Control must be maintained without excessive use of brakes 

3. Compliance with all airport taxiway signs and markings 

4. Compliance with all air traffic control instructions or light-gun signals (see figure 3) 

5. Must taxi no faster than a brisk walk 

6. Must avoid other aircraft and hazards

Taxi 

Up aileron on 

LH wing and 

elevator neutral 

(turn into the 

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) 

Down elevator and 

aileron down on LH 

wing (DIVE AWAY 

FROM WIND) 

Signal Aircraft On Surface Aircraft in flight 

Steady Green Cleared for takeoff Cleared to Land 

Flashing Green Cleared to taxi Return for landing 

Steady Red Stop Give way to other 

aircraft 

Flashing Red Taxi clear of runway 

in use 

Airport unsafe—do 

not land 

Flashing White Return to starting 

point on airport 

Not Applicable 

Alternating Red 

And Green 

Exercise extreme 

caution 

Exercise extreme 

caution 

FIGURE 1—PROPER 

CROSSWINGD CONTROLS 

FIGURE 3—LIGHT-GUN SIGNALS 

A FULL DESCRIPTION OF AIRPORT AND 

TAXIWAY SIGNS AND MARKINGS CAN BE 

FOUND IN THE AERONAUTCIAL 

INFORMATION MANUAL (AIM) PAGES 2-3- 

1 THROUGH 2-3-14 

FIGURE 2—PROPER FEET POSITIONING 

A FULL DESCRIPTION OF GROUND 

SIGNALMAN HAND SIGNALS CAN BE 

FOUND IN THE AERONAUTICAL 

INFORMATION MANUAL (AIM) PAGE 4-3-7 

( REV 1) Henderson State University : SMAC: Maule MXT-7 Maule Student Handbook Page5-3


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. Perform takeoff as prescribed 

2. Maintain extended runway centerline until you reach traffic Pattern Altitude (1,000 MSL at M89) 

3. Depart either straight ahead OR 45 o in the direction of the traffic pattern (see figure 4) 

4. Make appropriate radio communication 

5. 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 45 o departure; climb at least 1,000 feet above traffic pattern altitude before turning on course. (see 

figure 5) 

Procedures (Entry) 

1. Perform “Approach Flow” and “Approach Check” prior to entering the traffic pattern 

2. Descend to traffic pattern altitude at least 2 nautical miles prior to entry 

3. Maneuver the airplane to enter abeam the midpoint of the runway at a 45 o entry to the downwind leg (see figure 6) 

4. 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 45 o entry to the downwind leg 

Tolerances 

1. Perform departures and entries as prescribed

Traffic Patterns (Entering and exiting) 

45 o 

Either depart 

straight ahead or 

depart 45 o to the 

traffic pattern side 

of the runway. 

45 o 

X-Wind 

Upwind 

Maintain runway 

centerline until 

you reach Traffic 

Pattern Altitude 

Depart straight out 

or 45 o , climb to 

1,000 feet above 

Traffic Pattern 

Altitude, and then 

turn on course. 

45 o 

Arrive on a 45 o angle 

to the downwind leg. 

You should enter the 

downwind leg at the 

midpoint of the field. 

Downwind 

36 

36 

FIGURE 4 - EXIT 

FIGURE 5 – 

DEPARTING TO 

THE OPPOSITE 

SIDE OF TRAFFIC 

PATTERN 

36 

Base 

FIGURE 6 - ENTRY 

Final 

A FULL DESCRIPTION OF TRAFFIC PATTERN PROCEDURES CAN BE FOUND IN THE 

AERONAUTICAL INFORMATION MANUAL PAGES 4-3-2 THROUGH 4-3-3 



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. Perform “Before Takeoff Flow” and “Before Takeoff Check” 

2. Hold short at the appropriate “Hold Short Lines” (see figure 7) 

3. Clear the area by scanning final approach, base leg, runway, opposite final approach, and opposite base leg 


5. Taxi onto the runway and align the aircraft with the centerline 

6. Place crosswind control as necessary 

7. Apply Takeoff/Go Around (TOGA) Power and monitor engine instruments. If the engine is making 2300-2500 RPM, 

State, “TOGA POWER CHECKED”. If not, abort takeoff immediately. 

8. Apply enough right rudder to maintain centerline and allow airspeed to accelerate 

9. As the ground roll commences, monitor the airspeed indicator. When it begins to register, State, “AIRSPEED ACTIVE”. 

If the airspeed indicator does not register, abort takeoff immediately. 

10. As airspeed accelerates, gradually remove the crosswind correction as needed. 

11. At 52 knots (V R ), State, “ROTATE, 8 Degrees” and smoothly apply back pressure on the controls 

12. Continue applying back pressure until a pitch attitude is reached (≈ 8 o ) to allow the aircraft to accelerate to and 

maintain its best rate of climb of 78 knots (V Y ) 

13. Maintain runway centerline throughout climb out, crabbing into the wind as needed (see figure 8) 

Tolerances 

1. Maintain runway centerline on takeoff roll and throughout climb out 

2. Maintain 78 knots (V Y ) +10/-5 knots (Private) +/-5 knots (Commercial)

Normal and Crosswind Takeoff 

360 0 010 0 

22 

Hold Short Here 

and visually clear 

the area. 

Aircraft Ground Track 

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 



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. Maintain 90 knots (approximately 2200 RPM) on the downwind leg crabbing, if necessary, to parallel the runway 

6. At midfield, perform “Landing Flow” and “Landing Check” 

7. Abeam the touchdown point, reduce power to approximately 1700 RPM and pitch to maintain 80 knots 

8. Confirm you are within the white arc and introduce 24 o Flaps (1 st Notch) 

9. Turn to the base leg approximately 45 0 from the landing point and slow to 70 knots 

10. Clear the area by scanning the extended final approach, runway, and opposite final approach and opposite base leg 

11. 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 

12. Make turn to final adjusting for wind so as not to undershoot or overshoot the extended centerline of the runway 

13. Slow to 61 knots 

14. Establish a stabilized descent allowing for wind 

15. Restate, “Landing Check Complete”. If the landing flow/check was not previously completed and verified, execute a 

go around immediately. 

16. Smoothly round out into the flare approximately 10 -15 feet over the ground 

17. Bleed off airspeed as to touchdown approaching stall speed 

Tolerances 

1. Maintains a stabilized descent throughout the final approach to landing 

2. Airspeeds +10/-5 knots (Private) +/-5 knots (Commercial) 

3. Touches down +400/-0 feet (Private) +200/-0 feet (Commercial) of landing point 

4. On touchdown and rollout, the centerline should never be outside of the main wheels

Normal and Crosswind Landing 

45 0 from landing point 

Verify “Landing 

Checklist” 

Perform “Landing Flow” 

Base Leg— 

Slow to 70 

knots 

1700 RPM 

24 0 Flaps 

80 knots 

Continue climb to TPA. 

Turn to downwind at the 

appropriate distance 

away from runway. 

Final Approach— 

Slow to 61 knots. 

Confirm Landing 

Checklist is 

complete 

22 

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 approaches. 

4 

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. 


Objectives 


Short Field Takeoff 

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 V X and V Y 

Procedures 


2. Hold short at the “Hold Short Lines” (see figure 7) 

3. Clear the area by scanning final approach, base leg, runway, opposite final approach, and opposite base leg 


5. Taxi onto the runway and align the aircraft with the centerline using ALL of the available runway 

6. Apply brakes 

7. Apply Takeoff/Go Around (TOGA) Power and monitor engine instruments. If the engine is making 2300-2500 RPM, State, “TOGA 

POWER CHECKED”. If not, abort takeoff immediately 

8. Release Brakes 

9. Apply enough right rudder to maintain centerline and allow airspeed to accelerate 

10. As the ground roll commences, monitor the airspeed indicator. When it begins to register, State, “AIRSPEED ACTIVE”. If the 

airspeed indicator does not register, abort takeoff immediately. 

11. At 48 knots (V R ), State, “ROTATE, 8 Degrees” and smoothly apply back pressure on the controls 

12. Continue applying back pressure until a pitch attitude is reached (≈ 8 o ) to allow the aircraft to accelerate to and maintain its best 

angle of climb at 65 knots (V X ) (see figure 10) 

13. Maintain 65 knots (V X ) until the obstacle is cleared or you reach 100’ AGL. 

14. Transition to 78 knots (V Y ) by slightly lowering the nose and SLOWLY reducing the flaps. The flaps should reach 0 0 around the 

same time 78 knots (V Y ) is achieved (see figure 10) 

15. Set a pitch attitude (≈ 8 o ) to allow the aircraft to maintain 78 knots (V Y ) 

16. 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. V X Airspeed +10/-5 knots (Private), +5/-0 knots (Commercial) 

3. V Y Airspeed +10/-5 knots (Private), +5/-5 knots (Commercial)

Short Field Takeoff 

Slightly lower the nose to accelerate to 78 knots (V Y ) 

Retract flaps SLOWLY from 24 0 – 0 0 . 

Set Pitch attitude to maintain 78 knots (V Y ) 

Establish Pitch Attitude that 

will maintain 65 knots (V X ) 

Obstacle cleared or 

100 Feet AGL 

50 FEET 

Use all available runway 

Hold Brakes 

Apply TOGA Power 

Monitor Engine Instruments 

48 knots (V R ) 

State, “ROTATE” 

FIGURE 10 

A FULL DESCRIPTION OF V X AND V Y CAN BE FOUND IN THE 

JEPPESEN PRIVATE PILOT MANUAL PAGES 8-16 THROUGH 8-19. 


Objectives 


Short Field Landing 

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 (See “Normal Traffic Pattern” on pages 4-5 for more details) accordingly for 

an upwind landing 



4. State location of the obstacle, Landing Point, and Go around point (See Figure 11) 





9. Turn to the base leg at a distance approximately 1.5 times the distance used for a normal landing, slow to 65 knots 

10. Clear the area by scanning extended final approach, runway, and opposite final approach and opposite base leg 

11. 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 

12. Make turn to final adjusting for wind so as not to undershoot or overshoot the extended centerline of the runway 

13. Introduce 40 o Flaps (2 nd Notch) and Slow to 52 knots 

14. Maintain 500 AGL until the landing point can be seen over the obstacle. If the obstacle is fictitious, maintain 500 AGL until a slightly 

steeper than normal approach is achieved. 

15. Reduce Power to 1300 - 1500 RPM to establish a stabilized descent allowing for wind 

16. Restate, “Landing Check is complete”. If the landing check was not previously completed and verified, execute a go around 

immediately. 

17. The landing should be firm with little or no floating in ground effect 

18. 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 

Slow to 65 knots 

Maintain 500 AGL 

Extend Downwind 1.5 times normal 

40 o Flaps 

Slow to 52 knots 

Maintain 500 AGL 

until landing point 

can be seen over 

the obstacle 

50 Feet 

Abeam Touchdown Point 

1700 RPM 

24 0 Flaps 

75 knots 

1300 - 1500 RPM 

Maintain a stabilized 

descent to the 

touchdown point 

Touchdown point: 

Beginning of Aiming 

Point Markings 

(1,000’ Markers) 

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 approaches. 

FIGURE 11 


Objectives 


Soft Field Takeoff 

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 


2. Hold short at the “Hold Short Lines” (see figure 7). 

3. Clear the area by scanning final approach, base leg, runway, opposite final approach, and opposite base leg. 

4. Make appropriate radio communication. 

5. Taxi onto the runway while maintaining maximum back pressure to keep as much weight as possible off the nose wheel (see figure 

12). 

6. Align the airplane with the centerline with no braking and apply Takeoff/Go Around (TOGA) Power. If the engine is making 2300- 

2500 RPM, State, “TOGA POWER CHECKED”. If not, abort takeoff immediately. 

7. As the ground roll commences, monitor the airspeed indicator. When it begins to register, State, “AIRSPEED ACTIVE”. If the 

airspeed indicator does not register, abort takeoff immediately. 

8. As the airplane builds speed, reduce back pressure, as needed, to maintain a V Y pitch attitude (see figure 12). 

9. With the airplane already at a V Y 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”. 

10. After the airplane lifts off, adjust pitch to remain in ground effect just above the runway. (see figure 12). 

11. While in this state, accelerate to 65 knots (V X ). 

12. Establish a V X pitch attitude (≈ 8 o ) to maintain 65 knots in the climb until you reach 100 feet AGL. 

13. Transition to 78 knots (V Y ) by slightly lowering the nose and SLOWLY reducing the flaps. The flaps should reach 0 0 around the 

same time 78 knots (V Y ) is achieved (see figure 10) 

14. Set a pitch attitude to allow the aircraft to maintain 78 knots (V Y ) 

15. 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 V Y pitch 

attitude 

Lift off at the 

slowest 

possible speed 

Level off and 

accelerate to 

65 knots (V X ) 

Reduce flaps to 0 0 

& transition from 

65 knots (V X ) to 

78 knots (V Y ) 

FIGURE 12 

A FULL DESCRIPTION OF GROUND 

EFFECT CAN BE FOUND IN THE 

JEPPESEN PRIVATE PILOT MANUAL, 

PAGE 3-18. 



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. Select runway to be used and enter traffic pattern (See “Normal Traffic Pattern” on pages 4-5 for more details) 







8. Turn to the base leg approximately 45 0 from the landing point, and slow to 65 knots 

9. Clear the area by scanning final approach, runway, and opposite final approach and opposite base leg 

10. 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 

11. Turn to final adjusting for wind so as not to undershoot or overshoot the extended centerline of the runway 

12. Introduce 40 o flaps, and slow to 52 knots 

13. Establish a stabilized descent allowing for wind 

14. Restate, “Landing Check is complete”. If the landing check was not previously completed and verified, execute a go around 

immediately. 

15. Smoothly round out into the flare approximately 10 -15 feet over the ground 

16. 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) 

17. 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. 

18. 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 



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 V X pitch attitude. 

CAUTION: the power along with the likely elevator trim used in landing 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 24 0 ; If at 0 o flaps, remain at 0 o flaps 

5. Once a positive rate of climb has been established, transition to 78 knots (V Y ) by slightly lowering the nose and SLOWLY 

reducing the flaps. The flaps should reach 0 0 around the same time 78 knots (V Y ) is achieved (see figure 14) 

6. 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) 

7. If no conflicting traffic exists, maintain runway centerline 

8. Complete the “Go Around” checklist 

9. Maintain TOGA power until traffic pattern altitude is reached 

10. Re-enter the traffic pattern and avoid any conflicting traffic 

Tolerances 

CAUTION: Instructors and students should avoid making any radio calls until aircraft is in a stable climb at a safe 

distance above the ground. Remember…aviate, navigate, then communicate! 

1. Airspeed +10/- 5 knots (Private), +/- 5 knots (Commercial)

Go Around 

Normal Approach to 

Landing 

Establish V X pitch 

attitude, set flaps to 24 0 

Positive Rate of 

Climb; Flaps 0 0 , 

accelerate to 78 

FIGURE 14 

Maintain TOGA power until 

traffic pattern altitude, and 

re-enter the traffic pattern 

Traffic Pattern Side 

of the Runway 

Side step to the opposite side 

of the traffic pattern 

Establish climb to a safe 

maneuvering altitude 

Makes Decision to Go Around 

FIGURE 15 



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. Establish and state point of intended landing 

2. Establish final approach speed and configuration (24 0 flaps) 

3. Maintain 500 Feet AGL on final until a steeper than normal approach path is achieved 

4. Reduce Power to idle 

5. Apply aileron and lower the wing in the direction of the wind (if applicable) 

6. 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. 

a. 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. 

b. CAUTION: Due to the flight path of the aircraft and the position of the pitot tube, airspeeds could be erroneous. 

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 



Steep Turns 

Objectives 

1. Students will develop smooth control and coordination in steep angles of bank 

2. Students will understand control inputs necessary for a steep banked turn 

3. Students will understand and apply the effects of over-banking tendency (Refer to figure 17) 

4. Students will understand why back elevator pressure is needed in a turn 

5. 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 2300 RPM. 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 90 o turns in opposite directions or one 180 o 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 45 0 (private), 50 0 (commercial) bank in either direction (The appropriate angle of bank 

should be reached well within the first 90 0 of the turn) 

7. When rolling in the bank, apply approximately 100 - 200 RPM (3 to 4 rolls of the throttle) to maintain the target airspeed 

8. Continue the turn for 360 0 (During the 360 0 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 +/- 5 0 

4. Heading +/- 10 0 on the rollout

Steep Turns 

Path of the Inside 

wing travels a 

shorter distance 

Path of the 

Outside wing 

must travel a 

farther distance 

Lift = 2,000 lbs 

Weight = 2,000 lbs 

Vertical Lift = 2,000 lbs 

45 0 

Total lift = 2,829 lbs. 

This is the total lift 

the airplane has to 

create to maintain 

altitude at 45 0 bank. 

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 

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 

Weight = 2,000 lbs 

FIGURE 18 

Horizontal Lift = 

2,000 lbs. This is 

the force that 

makes the 

airplane turn. 

For greater detail, 

see page 3-56 of 

the Jeppessen 

Private Pilot Text 


Objectives 


Rectangular Course 

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) 


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 2300 RPM. Note the airspeed that results from this power setting as the entry speed. This speed 

should be maintained throughout the maneuver. 


7. Enter the maneuver on a 45 o 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 


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 


16. Terminate the maneuver by departing on a 45 o from the downwind leg at the midpoint of the field. 

Tolerances 



3. Maintains a constant distance from the field

RECTANGULAR COURSE 

Crab into the wind 

WIND 

WIND 

Start turns 

abeam the 

corners 

WIND 

WIND 

Slowest Groundspeed 

WIND 

Fastest Groundspeed 

Begin a wind circle by positioning yourself directly over an 

intersection or prominent point. Complete a 360 o turn with a 

constant rate of turn and determine where the wind is coming 

from by where you are after the 360 o turn. 

Crab into the wind 

FIGURE 19 – Wind Circle 

FIGURE 20 – Rectangular Course 


Objectives 


S-Turns Across a Road 


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 


around M89) 



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. 




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 90 o 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 0 o 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 90 o 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 



3. Applies adequate wind drift direction to track a constant radius turn on each side of the selected straight line.

S-Turns 

WIND 

Approaching Reference Line 

Bank will be continue to 

decrease to 0 o as you reach 

the reference line 

Over Reference Line 

Bank will be at 0 o and you should be 

perpendicular to the line as you cross. 

90 o point 

Bank will be reduced to a 

moderate bank. Notice distance 

away from reference line. 

START 

Steep bank. 

Groundspeed is 

at its fastest. 

Approaching Reference Line 

Bank will continue to 

increase as groundspeed 

increases. 

START 

Start immediately 

after completing 

first turn. Shallow 

Bank. Groundspeed 

is at its slowest. 

90 o point 

Bank will be increased to a 

moderate bank. Notice distance 

away from reference line. It 

should be the same as the first. 

ENTRY 

Enter the 

maneuver 

downwind. 

FIGURE 21—S-Turns 


Objectives 


Turns around a Point 


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 


around M89) 



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) 




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 90 o )—Steepest bank; Groundspeed will be the fastest 

b. Section 2 (Second 90 o )—Shallower Bank; Groundspeed will begin to slow as you go from a crosswind to a headwind 

c. Section 3 (Third 90 o )—Shallowest Bank; Groundspeed will be the slowest 

d. Section 4 (Fourth 90 o )—Steeper Bank; Groundspeed will begin to quicken as you go from a crosswind to a tailwind 

11. Complete this circuit at least twice. 

Tolerances 



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 

Steeper 

Bank 

Steepest 

Bank 

ENTRY 

Enter the 

maneuver 

downwind 

WIND 

FIGURE 22—Turns around a point 



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 



3. Begin with a power setting of 2300 RPM. 


5. Begin the maneuver on a cardinal heading (N, S, E, W) or as specified by the instructor or examiner 

6. Reduce power to approximately 1700 RPM 

7. When power is reduced, you must increase back pressure in order to maintain altitude 

8. When power is reduced and back pressure is added, the airplane will begin to slow 

9. Slow the aircraft to 60 knots; as you approach 60 knots, power will need to be added slightly (approximately 1900 RPM) 

in order to maintain altitude and airspeed. 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. 

10. Once the aircraft is stable at 60 knots, perform a 90 o turn in either direction or as specified by the instructor or 

examiner. Use a standard rate turn or about 10-15 o bank to complete the turn. 

11. Introduce 24 o Flaps (1 st notch), slow to 50 knots. Manage pitch or power as necessary 



13. Introduce 40 o Flaps (2 nd notch), slow to approximately 40 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 or power as 

necessary 



*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 

15. 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 50 knots, then reduce flaps to 24 o Flaps 

iii. Maintain altitude and allow the airplane to accelerate to 65 knots (V X ) 

iv. Reduce flaps to 0 o , maintain altitude, and accelerate to cruise 

v. Reduce power to 2200-2300 RPM 

Tolerances 

1. Altitude +/- 100 feet (Private), +/- 50 feet (Commercial) 

2. Airspeed +10/-0 knots (Private), +5/-0 (Commercial) 

3. Bank +/- 10 o (Private), +/- 5 0 (Commercial) 

4. Heading +/- 10 0 (Private & Commercial)

Slow Flight 

Recovery (other than Power Off Stall) 

Full Throttle; Maintain altitude; 

Accelerate to 50 knots; Flaps to 24 o ; 

Accelerate to 65 knots; Flaps to 0 o ; 

Return to Cruise 

Introduce 40 o Flaps 

(2 nd Notch) 

Slow to ~40 knots. 

Manage power and 

pitch as necessary 

ENTRY 

Power ~1700 RPM 

Pitch to maintain altitude; 

Slow to 60 knots; Increase 

power as necessary (~1900 

RPM) to maintain altitude 

Introduce 24 o Flaps (1 st Notch) 

Slow to 50 knots. Manage 

power and pitch as necessary. 

FIGURE 23—Slow Flight 



Power Off Stalls 

Objectives 

1. Students will understand when and why a power off stall occurs 

2. Students will understand how to recognize an approaching stall 

3. Students will understand spin avoidance techniques 

4. Students will apply proper recovery techniques to recover from a stall in the least amount of altitude loss possible 

Procedures 







7. When airspeed is within the white arc (flap operating range), introduce 40 o Flaps 

8. If performing at the completion of slow flight, begin procedures here: 

9. Slowly reduce power to idle (Keep hand on throttle) 

10. 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* 

11. 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 V X pitch attitude 

c. Reduce flaps to 24 o 

d. Maintain 65 knots (V X ) until you have established a positive rate of climb and climb back to the altitude at the point of 

stall or an altitude as assigned 

e. Reduce flaps to 0 o , Climb at V Y , if necessary 

f. Return to Cruise 

Tolerances 

1. Altitude: Least amount of loss possible 



Power Off Stalls 

Power to 1700 RPM; 

40 o flaps 

Reduce Power to 

Idle; Increase pitch 

attitude until the 

stall occurs 

Simultaneously lower 

nose and add full 

power. Once stall is 

broken, return to V X 

pitch attitude 

Reduce flaps to 24 o ; 

establish a positive 

rate of climb; Flaps 

to 0 o ; 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 17 o . 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 



Power On Stalls 

Objectives 

1. Students will understand when and why a power on stall occurs 

2. Students will understand how to recognize an approaching stall 

3. Students will understand spin avoidance techniques 

4. Students will apply proper recovery techniques to recover from a stall in the least amount of altitude loss possible 

Procedures 







7. Increase pitch attitude to maintain altitude 

8. Slow to approximate rotation speed (V R = 52 knots) 

9. Increase power to 2200 RPM (This setting is used to simulate full power) 

10. As power is being increased, begin to pitch up. 

11. 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 V Y pitch attitude 

c. Maintain 78 knots (V Y ) until you have established a positive rate of climb 

d. Return to Cruise 

Tolerances 

1. Altitude: Least amount of loss possible 



Power On Stalls 

Power to 1500 RPM; 

Slow to V R = 52 

knots 

Apply simulated full 

power (2200 RPM); 

continuously pitch 

up until the wing 

stalls 

Lower the nose. 

Once stall is broken, 

return nose to V Y 

pitch attitude 

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. THIS AIRCRAFT IS NOT APPROVED FOR 

SPINS. UNDER NO CIRCUMSTANCES SHOULD A MAULE 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. 



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 (72 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, carburetor heat on, 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, 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


(from altitude) 

After one spiral, notice how 

much altitude is lost to 

determine how many more turns 

you need to execute 

Fly to the key point. Once above the 

key point, perform a spiral above the 

point to lose altitude (if necessary). 

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 




(from the traffic pattern) 

Objectives 

1. Students will develop judgment, planning, and procedures when little or no power is available in the traffic pattern. 


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 (72 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 45 o 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


(from the traffic pattern) 

4 

3 

5 

2 

6 

1 

1 

2 

3 

4 

5 

6 

If engine is 

lost here, 

land straight 

ahead 

If engine is lost here, land 

straight ahead within 45 o of 

your path 

If engine is lost here, set up 

for a tailwind landing. 

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) 



Power Off 180 o Accuracy Approach 

and Landing 

Objectives 

1. Students will develop judgment and procedures necessary for accurately flying the airplane, without power, to a safe 

landing. 


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 “Before Landing” checklist 

4. Abeam the touchdown point, retard throttle to idle and begin the power off approach 

5. Pitch for best glide speed (72 knots) 

6. 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. 

7. Introduce flaps as necessary throughout the base and final legs. Landing may be accomplished with 24 o or 40 o flaps. 

8. As flaps are introduced adjust airspeed as necessary. 

a. 24 o flaps—hold 60 knots 

b. 40 o flaps—hold 55 knots 

9. Touchdown in as normal landing attitude. DO NOT REDUCE FLAPS IN ORDER TO TOUCHDOWN. 

Tolerances 

1. Touches down within +200/- 0 feet of the specified landing point

Power Off 180 o Accuracy Approach 

and Landing 

Judge wind direction, wind strength, 

and sink rate to determine how far the 

downwind leg should be. 

Abeam the 

touchdown point, 

retard throttle to idle 

WIND 

WIND 

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 180 o 



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 60 o 

2. The maneuver should begin at an altitude that will allow at least three 360 o 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 (72 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 360 o turn. This will prove vital if used in conjunction with an 

emergency approach and landing. 

9. Complete three 360 o 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 can be used. 

o This maneuver can be used in conjunction with a simulated emergency approach and landing. 

Tolerances 

1. Bank ≤ 60 o at the steepest point 


3. Rollout heading +/- 10 o

Steep Spiral 

Power Idle; Pitch 

for Best Glide 

Speed (72 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 



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 





5. Align the longitudinal axis of the aircraft with field section lines 

6. Smoothly roll into a 30 o turn in either direction or as specified by the instructor or examiner 

7. 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 90 o point of the turn. 

8. At the 90 o point, notice 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 90 o point 

9. From the 90 o point to the 180 o point, slowly reduce the bank angle to 0 o . This should be a gradual reduction in bank to 

reach 0 o at the 180 o point. 

10. When the bank is level at the 180 o point, maintain the same pitch attitude momentarily and note the altitude. 

11. 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 +/- 5 o 

2. Airspeed just above stall at the 180 o point 

3. Rollout heading +/- 10 o

Chandelles 

Continue maintaining the pitch attitude from the 

90 o point. Continue slowly rolling bank to 0 o . 

Airspeed should be approaching stall speed. 

At the completion of the 180 o 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 0 o 

Roll into a 30 o bank turn, Apply 

full power; Start a gradual and 

continuous pitch up 

FIGURE 30--Chandelles 



Lazy Eights 

Objectives 

1. Students will develop coordination of controls through a wide range of airspeeds and pitch attitudes 

Procedures 



3. Begin with a power setting of 2300 RPM. Note the airspeed that results from this power setting as the entry speed. 

Airspeeds at the 180 o and 360 o should match the entry speed. 


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 45 o reference point. The rate of role should be such that it reaches 

approximately 15 o of bank at the 45 o reference point. The rate of pitch should be such that it reaches the maximum pitch 

up for the maneuver at the 45 o reference point. 

8. From the 45 o point to the 90 o point, the bank should gradually increase to 30 o , and the pitch should gradually be reduced 

back to level. 

9. From the 90 o point to the 135 o point, the bank should gradually be reduced to approximately 15 o . The pitch should 

gradually be reduced to reach the maximum pitch down at the 135 o point. The maximum pitch down should mirror the 

distance above the horizon reached in the first 45 o of the maneuver. 

10. From the 135 o point to the 180 o point, bank should gradually be reduced to 0 o . The pitch should be gradually increased to 

level. Both should reached their desired completion at the 180 o 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. Bank ≤ 30 o at the steepest point 

2. Airspeed +/- 10 knots at 180 o points from entry airspeed 

3. Rollout heading +/- 10 o 

4. Altitude +/- 100 feet from entry altitude

Lazy Eights 

90 o Point 

Level Pitch 

30 o bank 

135 o Point 

Max Pitch Down 

≈ 15 o bank 

Repeat in the 

opposite 

direction 

45 o Point 

Max Pitch Up 

≈ 15 o bank 

180 o Point 

Level Pitch 

0 o bank 

FIGURE 31—Lazy 8’s 



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. 


3. Select proper altitude for approximate pivotal altitude (See Pivotal Altitude Chart) 

4. Begin with a power setting of 2300 RPM. Note the airspeed that results from this power setting as the entry speed. This 

speed should be maintained throughout the maneuver. 


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 

o 

from one pylon to the other. 

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, where as a group of trees would be too large. 

8. Enter the maneuver with a quartering tailwind or on a 45 o to the downwind 

9. As the first point approaches the wingtip, bank the airplane towards the point. The point should be just below the 

wingtip. From this point, use the row of rivets along the bottom 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 

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. 

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 45 o downwind to the second point. This will result in a 270 o turn around 

the first point. 

12. Complete the second pivot in the opposite direction using the same procedures as the first. 

Tolerances 

*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. 

1. Bank ≤ 30 o to 40 o at the steepest point

Eights on Pylons 

Slowest 

Groundspeed; 

Lowest Pivotal 

Altitude 

Fastest 

Groundspeed; 

Highest Pivotal 

Altitude 

Slowest 

Groundspeed; 

Lowest Pivotal 

Altitude 

Fastest 

Groundspeed; 

Highest Pivotal 

Altitude 

WIND 

ENTRY 

FIGURE 32—8’s on pylons 

Pivotal Altitude 

PA=Groundspeed 2 / 11.3 

Groundspeed 

80 

85 

90 

95 

100 

Pivotal Altitude 

570 AGL (770 MSL) 

640 AGL (840 MSL) 

720 AGL (920 MSL) 

800 MSL (1,000 MSL) 

885 AGL (1,085 MSL) 



Instrument Approaches (Precision; Full) 

6 

5 

4 

2 

1 

3

Instrument Approaches (Precision; Full) 

1 

1. Perform “Approach Flow” and “Approach Checklist” as early as possible (as soon as approach information is received) 

2. Tune and identify Navigation Aids needed for the approach 

3. Navigate to IAF with one NAVAID set with the localizer frequency and outbound course. 

4. Slow to 90 knots prior to crossing the IAF (≈ 2300 RPM) 

2 

3 

4 

5 

6 

1. Complete Five T’s 

a. Turn: Intercept outbound course (remember reverse sensing) 

b. Time: 2:00 (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 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 


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 




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 


2. As the glide slope CDI “comes off the wall”, introduce 24 o flaps and slow to 75 knots. The airplane should be at 75 knots 

crossing the FAF. 

3. This should “trigger” the remainder of the Landing Flow followed by verification of the Landing Check. 

1. Intercept glide slope 


a. Turn: as needed to remain on the inbound course (from this point forward, do not correct more than 5 o at a time) 

b. Time: start time at the FAF to identify missed approach point in case of glide slope failure. Interpolate between the 60 

knot and 90 knot times to determine the appropriate time 

c. Twist: NA 

d. Throttle: decrease by approximately 400 RPM (1700- 1800 RPM); maintain 75 knots and approximately 400 FPM 

descent 


3. If performing an approach and landing, break out, reduce power, and slow to 61 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 

1. Pitch up (Set V Y pitch attitude), Power Up (Throttle full open), Clean Up (Retract Flaps to 0 o at safe airspeed and altitude) 

2. Perform Missed Approach Procedure as published or as instructed by the instructor, examiner, or ATC. 



Instrument Approaches (Precision; Vector) 

5 

4 

3 

2 

1

Instrument Approaches (Vectored) 

1 

2 

3 



3. Follow ATC radar vectors with the primary NAVAID set with the localizer frequency and inbound course. 

1. Ensure inbound course for the approach is dialed in the OBS properly 

2. Unless otherwise instructed by ATC, slow to 90 knots (≈ 2300 RPM) prior to intercepting localizer 

3. Include localizer in normal scan for proper interception of the inbound course 



b. Time: NA 




2. As the glide slope CDI “comes off the wall”, introduce 24 o flaps and slow to 75 knots. The airplane should be at 75 knots 

crossing the FAF. 

3. This should “trigger” the remainder of the Landing Flow followed by verification of the Before Landing Check. 

4 

5 

1. Intercept glide slope 


a. Turn: as needed to remain on the inbound course (from this point forward, do not correct more than 5 o at a time) 

b. Time: start time at the FAF to identify missed approach point in case of glide slope failure. Interpolate between the 60 

knot and 90 knot times to determine the appropriate time 

c. Twist: NA 

d. Throttle: decrease by approximately 400 RPM (1700- 1800 RPM); maintain 75 knots and approximately 400 FPM 

descent 


3. If performing an approach and landing, break out, reduce power, and slow to 61 knots. Remain on glide slope 






Instrument Approaches (Non-Precision) 

6 

5 

4 

2 

1 

3

Instrument Approaches (Non-Precision) 

1 



3. Navigate to IAF with one NAVAID set with the appropriate frequency and outbound course for the approach. 

4. Slow to 90 knots prior to crossing the IAF (≈ 2300 RPM) 

2 

3 

4 


a. Turn: Intercept outbound course 

b. Time: 2:00 (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 




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 





b. Time: NA 




2. Introduce 24 o flaps 1.5 NM from the FAF. Slow to 75 knots. The airplane should be at 75 knots crossing the FAF. 

3. This should “trigger” the remainder of the Landing Flow followed by verification of the Landing Checklist. 

5 

6 

1. 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. Interpolate between 

the 60 knot and 90 knot times to determine the appropriate time 

b. Turn: as needed to remain on the inbound course (from this point forward, do not correct more than 5 o at a time) 

c. Twist: NA 

d. Throttle: decrease by approximately 800 RPM (1300 - 1400 RPM); maintain 75 knots and approximately 800 FPM 

descent 


2. If performing an approach and landing, descend to the Minimum Descent Altitude (MDA), break out as instructed by the 

instructor or examiner, slow to 61 knots, and land 







Maule MXT-7-160 

Airplane Flight Manual (AFM)



Maule MXT-7-180A 

Airplane Flight Manual (AFM)

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Aircraft Maintenance Manual 

For the Maule MXT-7-160 & -180A 

Important Notes: 

1. This maintenance manual if for information purposes only! 

2. Students are not to perform maintenance on any aircraft for any 

reason. 

3. All maintenance is to be performed by Henderson’s aircraft 

maintenance staff.

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Cockpit Flows 


PREFLIGHT FLOW 

1. Check Circuit Breaker In 

or Collared ► 

2. ◄ Set Parking Break 

3. ◄ Fuel Selector set to 

both 

4. Flaps set to 0° ► 

5. Trim set to Take Off 

position ► 

6. ◄ Seatbelts fastened► 

2 

1 

3 

4 

5

BEFORE START FLOW 

1. ◄ Nav Lights On (if 

night ops) 

2. ◄ Anti-Collision Lights 

On 

3. ◄ Bat & Altr Switches 

On 

4. ◄ Confirm parking 

brake set 

5. ◄ Confirm ramp is 

Clear ► 

4 

2 

1 

3

BEFORE TAXI FLOW 

1. ◄ Alternator charge ► 

2. ◄ Verify Oil Pressure 

normal ► 

3. Avionics Master Switch 

On ► 

4. ◄ Check Compass is 

normal & Set Heading 

Indicator 

5. Record the ATIS/AWOS 

► 

6. ◄ Set altimeter and 

check altitude ► 

7. ◄Verify the GPS test 

sequence results and data 

base is in date for IFR ► 

8. ◄Load flight plan into 

GPS 

4 5 

6 

7 8 

2 

1 

3

TAXI FLOW 

1. Set Nav/Com as 

appropriate ► 

2. Modify flight plan as 

required and activate ► 

3. Set transponder code & 

turn on (if not already)► 

4. ◄ Test brakes 

5. Flight Controls checked ► 

6. ◄ Verify Flight 

Instruments ► 

6 

1 2 

3 

5 

4

BEFORE TAKE OFF FLOW 

1. ◄ Set Airspeed Bugs to 

VR and either VX or VY 

2. Verify transponder code 

and select Altitude ► 

3. ◄ Landing Lights - On 

4. ◄ Call for or select Flaps 

for Take Off 

5. ◄ Scan arrival and final 

for traffic ► 

1 

2 

3 

4

CRUISE FLOW 

1. ◄ Turn Landing light 

OFF 

2. ◄ Set cruise power 

3. ◄ Lean Mixture (if above 

3,000’ MSL) 

4. ◄ If X-C set flaps to -7 

degrees 

5. ◄ Systems Check ► 

2 

3 

5 

1 

4

DESCENT FLOW 

1. Copy the latest weather, 

set altimeter and verify ► 

2. ◄ Check all systems 

normal ► 

3. ◄ Slowly increase 

mixture to full Rich 

4. ◄ Place the landing light 

ON 

5. ◄ Fuel Selector set to 

both 

1 

2 

4 

3

APPROACH FLOW 

1 

2 

-Brief Passengers 

-Brief Landing, Go Around, 

and Taxi 

3 

1. ◄ Set VREF bug 

-IFR—Brief Approach 

2. ◄ Set minimums bug(s) ► 

3. ◄ Verify correct Approach 

Freq and Course set ►

LANDING FLOW 

- (VFR) Midfield downwind 

should trigger this flow 

1. ◄ Mixture Rich if not 

previously done 

2. ◄ Carburetor Heat On 

3. ◄ Fuel Selector on Both if 

not previously done 

4. ◄ Call for “Flaps __ “ 

5. Set Landing flaps ► 

2 

1 

4 

3

AFTER LANDING FLOW 

1. Turn transponder to STBY 

or switch to ON ► 

2. ◄ Turn Landing lights 

OFF 

3. ◄ Carburetor Heat - OFF 

4. Raise flaps to 0°► 

5. Reset trim to Take Off 

position ► 

1 

3 

2 

4 

5

PARKING FLOW 

1. Avionics Master Switch 

OFF ► 

2. All Panel lights OFF ► 

3. All electrical switches 

OFF ► 

4. ◄ Mixture IDLE CUTOFF 

5. ◄ Battery/Alternator 

Switches OFF 

6. ◄ Magnetos OFF and 

remove Key 

3 

2 

1 

6 

5 

4



Briefing Guide 


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 V SPEEDS 

Procedures Guide available on the aircraft checklist. 

‣ Brief the Go Around Procedures

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Maule Student Handbook - Henderson State University

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