1 2 - ERAU ETA - Embry-Riddle Aeronautical University

PIPER SEMINOLE 

PA-44-180 

Standardization 

Manual

PA-44-180 STANDARDIZATION MANUAL 

Copyright © 2009 

Embry-Riddle Aeronautical University 

All rights reserved. 

Revised 01-01-09 © Embry-Riddle Aeronautical University Rev 03

PA-44-180 STANDARDIZATION MANUAL i 

TABLE OF CONTENTS 

Page 

Revision Highlights ...................................................................................... iii 

List of Effective Pages ................................................................................. iv 

Introduction ................................................................................................... 1 

Section - 1 Takeoff and Climb 

Normal Takeoff and Climb ............................................................................ 5 

Crosswind Takeoff and Climb ...................................................................... 7 

Short-Field Takeoff and Maximum Performance Climb .............................. 11 

Section – 2 Traffic Pattern Operations 

Traffic Pattern Arrival .................................................................................. 15 

Traffic Pattern Departure ............................................................................ 17 

Section – 3 Flight Maneuvers 

Clearing Turns ............................................................................................ 21 

Maneuvering During Slow Flight ................................................................ 23 

Approaches to Stalls .................................................................................. 25 

Power-Off Stall ........................................................................................... 27 

Power-On Stall ........................................................................................... 29 

Accelerated Stall ........................................................................................ 31 

Steep Turns ................................................................................................ 33 

Emergency Descent ................................................................................... 35 

Section – 4 One Engine Inoperative Operations 

V MC Demonstration ..................................................................................... 39 

Flight Principles – One Engine Inoperative ................................................ 41 

Maneuvering With One Engine Inoperative ................................................ 45 

Engine Failure During Takeoff Before V MC (simulated) .............................. 49 

Engine Failure After Liftoff (simulated) ....................................................... 51 

Approach and Landing with an Inoperative Engine .................................... 55 

Section – 5 Approach and Landing 

Normal Approach and Landing ................................................................... 59 

Crosswind Approach and Landing ............................................................. 63 

Short-Field Approach and Landing ............................................................. 67 

No Flap Approach and Landing .................................................................. 71 

Go-Around/Rejected Landing ..................................................................... 75 

Rev 03 © Embry-Riddle Aeronautical University Revised 01-01-09

ii 


TABLE OF CONTENTS 

(continued) 

Page 

Section – 6 Instrument Operations 

Instrument Takeoff (ITO) ........................................................................... 79 

DME Arc .................................................................................................... 81 

Approaches with Course Reversal ............................................................ 83 

Radar Vectors for Approach ...................................................................... 85 

Precision Approach (ILS)........................................................................... 87 

Precision Approach (ILS) – One Engine Inoperative ................................. 91 

Non-Precision Approach ............................................................................ 95 

Determining Approach Rate of Descent .................................................... 97 

Non-Precision Approach – One Engine Inoperative .................................. 99 

Missed Approach Procedure ................................................................... 103 

Circling Approach .................................................................................... 105 

Holding ..................................................................................................... 109 

Autopilot/Flight Director Operations ......................................................... 113 


PA-44-180 STANDARDIZATION MANUAL iii 

REVISION HIGHLIGHTS 

The following items were changed, modified, added, or deleted in this 

revision. 

Rev # Date Page Description Initials 

01 09-01-07 All Complete revision. WSC 




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LIST OF EFFECTIVE PAGES 

This list of effective pages is used to determine the current status of every 

page in this document. Any page dated “01/01/09” indicates it has not 

been changed since 01/01/09. 

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23 03 01/01/09 60 03 01/01/09 FAA Accepted. 

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PA-44-180 STANDARDIZATION MANUAL v 

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FAA Accepted. 

Signature on file. 


vi 


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PA-44-180 STANDARDIZATION MANUAL 1 

INTRODUCTION 

The ERAU PA-44-180, Piper Seminole Standardization Manual provides 

standardized procedures for the training maneuvers required to be learned 

in ERAU flight courses utilizing the PA-44-180, Piper Seminole. Used in 

combination with the FAA Airplane Flying Handbook, FAA Practical Test 

Standards, and other ERAU approved sources of information; this manual 

will assist you in attaining the insight, understanding, and skill of a required 

professional aviator. 

During all visual maneuvers, your instructor will show you various flight 

attitudes referencing the natural horizon and integrating instrument 

references. However, fully utilizing outside visual references is critically 

important in establishing a good habit pattern for collision avoidance and 

maintaining a safe flying environment. Collision avoidance precautions can 

never be overstated. 

The pitch attitudes and power settings contained within should be 

considered approximate values and are provided simply as a means of 

assisting you more quickly in attaining the performance levels required. 

Minor changes to those values may be required to achieve the desired 

performance. During maneuvers without outside visual reference, you will 

attain the skills necessary to safely control the airplane solely by reference 

to the flight instruments, replacing the natural horizon with an attitude 

indicator. Pitch attitude reference should then be applied to the attitude 

indicator as the only horizon reference. 

To help develop an understanding of each maneuver and the performance 

standards that must be attained prior to attempting a maneuver in flight, all 

pilots must use a combination of the ERAU PA-44-180, Piper Seminole 

Standardization Manual and other ERAU approved information sources, 

and the FAA’s Airplane Flying Handbook, Instrument Flying Handbook, and 

the appropriate Practical Test Standard (PTS). 

We encourage and welcome your help in making suggestions to improve 

the quality of this document. All recommended changes to this publication 

should be submitted, in writing, to the Chief Flight Instructor. Please 

include a complete example of the item with your revision recommendation 

included. 


2 PA-44-180 STANDARDIZATION MANUAL 




Section - 1 

TAKEOFF AND CLIMB 



NORMAL TAKEOFF AND CLIMB 

10-13 

1-5 6 

7, 8 



NORMAL TAKEOFF AND CLIMB 

Ref: 

FAA-H-8083-3A (Airplane Flying Handbook) 

Objective: To safely execute a takeoff under normal conditions. 

Maneuver Standards: 

1. Ensure that the Before Takeoff Checklists are complete. 

2. Taxi into takeoff position utilizing all runway possible, positioning the 

flight controls for existing wind conditions. 

3. Smoothly and continuously apply full throttles, maintaining directional 

control and runway centerline with the rudder pedals. 

4. Check engine instruments, manifold pressure and tachometer (RPM). 

5. As appropriate, call out, “Engine Instruments in the Green, Airspeed 

Alive.” 

6. At V R (75 KIAS), call out, “V R , Rotate”, and increase control yoke back 

pressure to pitch up until the top of the glareshield meets the horizon 

(approx. 9-10°). 

7. After liftoff, establish and maintain V Y (88 KIAS) while maintaining the 

flight path over the runway centerline. Trim as necessary. 

8. With a positive rate of climb and no available landing area remaining, 

depress the brake pedals, call out, “Positive Climb, Gear Up”, and 

retract the landing gear. 

9. After the landing gear has retracted, call out, “Gear Up, No Lights.” 

10. During the climbout (no less than 200’ AGL), lower the nose 

momentarily to ensure that the airspace ahead is clear, and then reestablish 

and maintain V Y (88 KIAS), while maintaining the flight path 

over the extended runway centerline. Trim as necessary. 

11. At 500’ AGL, lower the pitch (approx. 4-5°) to establish and maintain 105 

KIAS (or 100 KIAS if remaining in the traffic pattern). 

12. Set climb power, 25” MP/2500 RPM. Re-trim as necessary. 

13. Execute a departure procedure, or remain in the traffic pattern, as 

appropriate. 

NOTE 

If remaining in the traffic pattern, leave the Cowl Flap levers in the 

Open position (unless engine Cylinder Head Temperature (CHT) 

requires otherwise) and leave the Fuel Pump switches in the ON 

position. 

14. Complete the Climb Flow/Checklist, when appropriate. 



CROSSWIND TAKEOFF AND CLIMB 

1-7 8 

9, 10 

11 

12-15 




Ref: 


Objective: To safely execute a takeoff during crosswind conditions. 


1. Ensure the Before Takeoff Checklists are complete. 

2. Note wind direction and velocity. 


flight controls for existing wind conditions (full ailerons into the wind and 

neutral stabilator). 

4. Smoothly and continuously apply full throttles, slightly leading the 

“upwind” engine throttle at the beginning of the takeoff roll (both throttles 

should reach full forward about the same time). Maintain directional 

control and runway centerline with the rudder pedals. 

5. Check engine instruments, manifold pressure and tachometer (RPM). 

6. As appropriate, call out, “Engine Instruments in the Green, Airspeed 

Alive.” 

7. During the ground roll, decrease aileron input to keep wings level. 

8. At V R (75 KIAS), call out, “V R , Rotate”, and increase control yoke 

backpressure to pitch up until the top of the glareshield meets the 

horizon (approx. 9-10°). 

9. After liftoff, establish and maintain V Y (88 KIAS) while maintaining the 

flight path over the runway centerline. Trim as necessary. 


depress the brake pedals, call out, “Positive Climb, Gear Up”, and 

retract the landing gear. 




V Y (88 KIAS), while maintaining the flight path over the 

extended runway centerline. Trim as necessary. 




15. Execute a departure procedure, or remain in the traffic pattern, as 

appropriate. 




(continued) 

NOTE 




position. 







SHORT-FIELD TAKEOFF AND 

MAXIMUM PERFORMANCE CLIMB 

10, 11 

12-15 

1-6 7, 8 

9 





Ref: 


Objective: To obtain maximum performance during takeoff to minimize the 

runway length required. 


1. Ensure the Before Takeoff Checklists are complete. 


flight controls for existing wind conditions. 

3. Firmly depress the brake pedals to ensure holding the airplane in 

position during full power run-up. 

4. Smoothly and continuously apply full throttles, checking engine 

instruments, manifold pressure and tachometer (RPM). 

5. As appropriate, call out, “Engine Instruments in the Green” and release 

the brakes, maintaining directional control and runway centerline with 

the rudder pedals. 

6. As appropriate, call out, “Airspeed Alive.” 

7. At V R (70 KIAS, or as recommended for lower takeoff weight), call out, 

“V R , Rotate”, and increase control yoke backpressure to pitch up 

(approximately 10°). 

8. After liftoff, establish and maintain obstacle clearance speed (82 KIAS, 

or as recommended for lower takeoff weight) until all obstacles are 

cleared (50’ AGL), while maintaining the flight path over the runway 

centerline. 


depress the brake pedals, call out, “Positive climb, Gear Up”, and retract 

the landing gear. 


11. With obstacle(s) cleared, establish and maintain V Y (88 KIAS). Trim as 

necessary. 



V Y (88 KIAS), while maintaining the flight path over the 

extended runway centerline. Trim as necessary. 







(continued) 


15. Execute a departure procedure or remain in the traffic pattern, as 

appropriate. 

NOTE 




position. 




Section – 2 

TRAFFIC PATTERN 

OPERATIONS 



TRAFFIC PATTERN ARRIVAL 

14-15 

45° Entry Leg 

1-41 2 3 

45 o Entry 

Leg 

Downwind 

Leg 

Downwind Leg 

Crosswind Leg 

12 

12-13 11 

4 

5 

65 

6 

10-11 

7 10 

7 8 8-99 

W 

Departure I 

Leg N 

D 

Departure 

Leg 

Final 

Final 

Leg 

Leg 

Upwind 

Leg 

Base Leg 

Base Leg 



TRAFFIC PATTERN ARRIVAL 

Ref: 


Aeronautical Information Manual (AIM) 

Objective: To develop the ability to safely and efficiently arrive at an 

uncontrolled airport, or after arrival, the procedure to utilize for 

traffic pattern operations. 


1. Complete the Descent Flows/Checklists. 

2. At least 10 nm from the airport, attempt to determine the active runway. 

If the runway in use cannot be determined: 

3. Over fly the airport at 500-1000’ above traffic pattern altitude to observe 

traffic, wind direction indications, etc. to determine a runway to use. 

NOTE 

Remain vigilant for turboprop and jet traffic that may operate in traffic 

patterns as high as 2500’ AGL. 

4. At least 2 nm from the runway, enter the traffic pattern at traffic pattern 

altitude on a 45° entry to the downwind, maintaining a one-half mile 

distance from the runway on the downwind leg. 

5. Complete the appropriate approach and landing procedure. 

NOTE 

The above procedures assume an ideal pattern situation. Other 

traffic, ATC, local traffic pattern restrictions and noise abatement 

procedures, obstacles, etc., may require a modification of these 

procedures. In all cases, the pilot shall exercise good judgment and 

maintain positive airplane control. 



TRAFFIC PATTERN DEPARTURE 

3 

2 1 

6 

4, 5 



TRAFFIC PATTERN DEPARTURE 

Ref: 


Objective: To safely depart an airport after takeoff or integrate into the flow 

of traffic when remaining in the traffic pattern. 


For Non-Tower Operations: 

Departing the pattern 

1. Continue straight out for at least 2 miles before turning on course, or, 

2. After reaching pattern altitude and beyond the departure end of the 

runway, exit the pattern with a 45° turn in the direction of the traffic 

pattern. 


Remaining in the pattern 

1. Extend the upwind leg to establish the appropriate spacing, 

2. Commence a turn to the crosswind leg when beyond the departure end 

of the runway and within 300’ of pattern altitude. 


NOTE 


traffic, ATC, local traffic pattern restrictions and noise abatement 

procedures, obstacles, etc., may require a modification of these 

procedures. In all cases, the pilot shall exercise good judgment and 

maintain positive airplane control. 






Section – 3 

FLIGHT MANEUVERS 



CLEARING TURNS 

1 21-6 3 4 5 7 8-10 8 9 10 11-13 

12 



CLEARING TURNS 

Ref: Aeronautical Information Manual (AIM), Section 4 

Objective: To exercise conscientious and continuous surveillance of the 

airspace in which the airplane is being operated. 


NOTE 

While in a local practice area, monitor the respective practice area 

frequency, making position reports prior to beginning each maneuver 

(e.g., “Ashby Practice Area, Seminole Niner Tree Fife Echo Romeo, 

two east Lake Ashby, four thousand fife hundred, Stalls.” 

1. Verify that the Fuel Selectors are ON. 

2. Set the Mixture Controls as required. 

First 90° clearing turn: 

3. Set power 20” MP/2300 RPM. 

4. Visually scan the area to the left and to the right of the aircraft. 

5. Select a visual landmark off the wing tip in the direction of the turn to be 

executed as a 90° reference point to roll onto. 

6. Enter into a 30° bank turn in the direction of the visual landmark. 

7. Continuously scan the area above, below and ahead of the flight path. 

8. After 90° of turn has been completed, rollout to wings level on the 

selected landmark. 

Second 90° clearing turn: 

9. Visually scan the area to the left and right of the aircraft. 

10. Select a visual landmark off the wing tip in the direction of the turn to be 

executed as a 90° reference point to roll onto. 

11. Enter a 30° bank turn in the same or opposite direction. 

12. Continuously scan the area above, below and ahead of the flight path. 

13. After 90° of turn has been completed, rollout wings level on the selected 

landmark. 

NOTE 

After completion of the second clearing turn and with no conflicting 

traffic observed, immediately commence the maneuver to be 

performed. 



MANEUVERING DURING SLOW FLIGHT 

9 7, 8 6 

5 

1 2 3 4 



MANEUVERING DURING SLOW FLIGHT 

Ref: 


Objective: To recognize changes in aircraft flight characteristics and 

control effectiveness at critically slow airspeeds in various 

configurations. 


1. Select an altitude where recovery will occur no lower than 3000’ AGL. 

2. Perform clearing turns. 

3. Reduce power to 15” MP, adjusting pitch (trim) to maintain altitude. 

Maintain heading. 

For Gear/Flaps Down (“Dirty”) configuration: 

− Below V LO (140 KIAS), call out, “Gear Down”, and extend the landing 

gear. Verify gear DOWN and call out, “3 Green, No Red, One in the 

Mirror. Verify.” The Pilot Monitoring (PM) will verify the gear down 

condition and respond, “Gear Down, Verified.” 

− Below V FE (111 KIAS), extend the flaps to 40°, adjusting pitch (trim) to 

maintain altitude. 

4. At V YSE (88 KIAS) or below, advance the Propeller Controls to the Full 

Forward (high RPM) position. 

5. When approximately 5 knots above target speed, increase power 

(approx. 15” MP “Clean”, or 17” MP “Dirty”) and set the pitch attitude 

(trim as necessary) to maintain minimum airspeed at the entry altitude 

(straight and level). 

6. Turn, climb, and descend as directed. 

7. To recover, smoothly and continuously increase power to full, adjusting 

pitch to maintain altitude, trim as necessary. Maintain heading. 

For Gear/Flaps Down (“Dirty”) configuration: 

− Retract the flaps incrementally to 10°. 

− Below V LO (109 KIAS), call out, “Gear Up”, and retract the landing 

gear. 

− After the landing gear has retracted, call out, “Gear Up, No Lights.” 

− At or above V X (82 KIAS), retract the flaps to 0°. 

7. As cruise airspeed is attained, set cruise power, 23” MP/2300 RPM. 

8. Re-trim as necessary. 

9. Complete the Cruise Flow/Checklist. 






APPROACHES TO STALLS 

Ref: 

FAA-S-8081-5D (ATP and Aircraft Type Rating PTS) 

Objective: To transition from cruise flight to critically slow airspeeds in 

various configurations. 




3. While maintaining heading, reduce power to 15” MP, adjusting pitch 

(trim) to maintain altitude. 

For Gear/Flaps Down configuration: 

− Below V LO (140 KIAS), call out, “Gear Down”, and extend the landing 


Mirror. Verify.” The PM will verify the gear down condition and 

respond, “Gear Down, Verified.” 

− Below V FE (111 KIAS), extend the flaps to 25° (Takeoff configuration), 

or 40° (Landing configuration), adjusting pitch (trimming) to maintain 

altitude. 



5. While maintaining altitude, slowly establish the pitch attitude, power 

setting, and, if applicable, bank (15°-30°) that would induce a stall. 

6. At the first indication of an impending stall, call out, “Stalling”, and initiate 

recovery, maintaining heading while smoothly and continuously 

increasing power to full and adjusting pitch to maintain altitude. Trim as 

necessary. 

For Gear/Flaps Down configuration: 

− Retract the flaps incrementally to 10°. 

− Below V LO (109 KIAS), call out, “Gear Up”, and retract the landing 

gear. 

− After the landing gear has retracted, call out, “Gear Up, No Lights.” 

− At or above V X (82 KIAS), retract the flaps to 0°. 

7. As cruise airspeed is attained, set cruise power, 23” MP/2300 RPM. 

8. Re-trim as necessary. 




POWER-OFF STALL 

14 

1, 2 

3-7 8 

9 10 

11-13 



POWER-OFF STALL 

Ref: 


Objective: To recognize the indications of an imminent or full stall during 

power-off situations with the landing gear and flaps down, and 

to make prompt, positive, and effective recoveries with a 

minimum loss of altitude. 




3. Reduce power to 15” MP, adjusting pitch (trimming) to maintain altitude. 

4. Below V LO (140 KIAS), call out, “Gear Down”, and extend the landing 


Mirror. Verify.” The PM will verify the gear down condition and respond, 

“Gear Down, Verified.” 

5. Below V FE (111 KIAS), extend the flaps to 40°, adjusting pitch (trimming) 

to maintain altitude. 



7. Maintain altitude until reaching 80 KIAS and then establish a stabilized 

descent (trimmed) at 80 KIAS to simulate a normal approach to landing 

(3° Down). 

8. Descending no lower than 200’ from the entry altitude, simultaneously 

reduce power to idle and slowly pitch Up to the V Y attitude (approx. 9- 

10°) in straight flight, or in turns with up to 20° bank. 

9. At the stall, call out, “Stalling”, reduce angle of attack to regain control 

effectiveness and apply full power. 

10. Maintain coordinated use of the ailerons and rudder to level the wings 

and prevent a spin. 

11. Adjust pitch to the V Y attitude (9-10° Up), retract the flaps incrementally 

to 10° (re-trim as necessary), and minimize altitude loss. 

12. Below V LO (109 KIAS) and with a positive rate of climb established, call 

out, “Positive Climb, Gear Up”, and retract the landing gear. 


14. At or above V X (82 KIAS), retract the flaps to 0°. 

15. Return to the altitude, heading, and airspeed specified. 



POWER-ON STALL 

1, 2 

3-6 

11 



POWER-ON STALL 

Ref: 


Objective: To recognize the indications of an imminent or full stall during 

power on situations with the landing gear down and to make 

prompt, positive, and effective recoveries with a minimum loss 

of altitude. 




3. Reduce power to 15” MP, adjusting pitch (trimming) to maintain altitude. 

4. Below V LO (140 KIAS), call out, “Gear Down”, and extend the landing 






6. At V R (75 KIAS), set 22” MP (based on 3,000’ pressure altitude), or as 

appropriate for another altitude, and slowly increase pitch Up to 

approximately 18° in straight flight or in turns with up to 20° bank. 

NOTE 

Manifold pressure must be established at a value to obtain 65% power 

(PTS requirement). 

7. At the stall, call out, “Stalling”, reduce the angle of attack to regain 

control effectiveness and add full power. 

8. Maintain coordinated use of the ailerons and rudder to level the wings 

and prevent entering into a spin. 

9. Adjust pitch to the V Y attitude (9-10° Up), re-trimming as necessary, and 

minimize altitude loss. 










ACCELERATED STALL 

Ref: 


Objective: To demonstrate that the stall is a function of angle of attack, 

weight, and load factor, rather than airspeed. 


1. Select an altitude no lower than 3000’ AGL. 


3. Reduce power to 15” MP to allow the airplane to decelerate to 88 KIAS, 

adjusting pitch (trimming) to maintain altitude. 

NOTE 

The flaps must be in the 0°(Up) position. 

4. At 88 KIAS, advance the Propeller Control to the full forward (high RPM) 

position, and establish a 45-50 o bank to the left or right. 

5. After the bank and turn are established, smoothly and steadily increase 

stabilator back-pressure. 

6. As the airspeed reaches 77 KIAS (20 knots above the unaccelerated 

stall speed), firmly increase stabilator back-pressure. 

7. At the imminent stall (buffet): 

a. Note the indicated airspeed, 

b. Call out, “Stalling”, 

c. Reduce the angle of attack to regain control effectiveness, and 

d. Add full power. 

8. Maintain coordinated use of the ailerons and rudder to: 

a. Level the wings, 

b. Prevent entering into a spin, and 

c. Minimize altitude loss. 




STEEP TURNS 

1 

2 

3 

4 

8 

7 

5-6 

9-10 

11-12 



STEEP TURNS 

Ref: 


Objective: To develop smoothness, coordination, orientation, division of 

attention, and control techniques while executing high 

performance turns. 



2. Select a prominent visual reference point directly ahead of the airplane 

and out towards the horizon. 

3. Adjust the pitch and power to maintain altitude and 120 KIAS (approx. 

19” MP/2500 RPM). Re-trim as necessary. 

4. Note the pitch attitude required for level flight. 

5. Roll into a 45° bank (Private) or 50° bank (Commercial) in the direction 

previously cleared. 

6. Rolling through 30° of bank, increase power (approx. 21” MP) to 

maintain airspeed while pitching up (1° Up) to maintain altitude. Use 

trim, as necessary, to assist with increasing the backpressure. 

7. Referencing the selected visual point, initiate your rollout approximately 

20°-25° before the entry heading. 

8. Transitioning through 30° of bank, reduce power (19” MP) to maintain 

airspeed and decrease pitch (trimming) to maintain altitude. 

9. Return to wings level flight at the entry heading, altitude, and airspeed. 

10. Immediately roll into a 45° bank (Private) or 50° bank (Commercial) in 

the opposite direction and repeat steps 6 through 9. 

11. Upon completion of the maneuver, resume normal cruise, 23” MP/2300 

RPM. Trim as necessary. 




EMERGENCY DESCENT 

1-8 

12-16 

Recover no lower than 1500’ AGL with no more than a 2000’ descent. 



EMERGENCY DESCENT 

Ref: 


Objective: To descend the airplane as rapidly as possible, within the 

operating limitations of the airplane. 


1. Select an altitude where recovery will occur no lower than 1500’ AGL 

and a descent will be no more than 2000’. 

2. Brief all passengers. 


4. Verify that the Cowl Flaps are closed. 

5. Pull out the Carburetor Heat Controls and move both down to the ON 

position. 

6. Reduce the Throttles to idle and move the Propeller Controls to the Full 


7. At or below V LO (140 KIAS), call out, “Gear Down”, and extend the 

landing gear. Verify gear DOWN and call out, “3 Green, No Red, One in 

the Mirror. Verify.” The PM will verify the gear down condition and 


8. Pick a visual landmark off the wing tip in the direction of turn to be made. 

9. Simultaneously roll into a 30°- 45° bank in that direction while lowering 

the pitch (visually placing the outside air temperature (OAT) gauge on 

the horizon) to maintain 135 KIAS (approx. 13-15° Down). 

10. Roll out on the 90° point (visual landmark) in the turn, making shallow S- 

turns to continue checking for other traffic while descending. 

11. Approaching the target altitude, begin to level off by increasing pitch to 

reduce the descent rate. 

12. At target altitude, adjust pitch to maintain level flight, allowing the 

airspeed to decrease at or below V LO (109 KIAS). 

13. At or below V LO (109 KIAS), call out, “Gear Up”, and retract the landing 

gear. 


15. Pull out the Carburetor Heat Controls and move both up to the OFF 

position. 

16. Resume normal cruise, 23” MP/2300 RPM. Trim as necessary. 







Section – 4 

ONE ENGINE 

INOPERATIVE 

OPERATIONS 



V MC DEMONSTRATION 

1-3 

4 5-7 8 

12, 13 

9-11 

The entry and completion altitude may be no lower than 4000’ AGL. 

NOTE 

During training, to show the effect of angle of bank on Vmc, the 

maneuver will be demonstrated with 5º bank toward the operating 

engine, with 0º bank and with 5º bank toward the inoperative engine at 

least once during the course. 



V MC DEMONSTRATION 

Ref: 


Objective: To recognize the indications of loss of directional control due to 

attempted flight below V MC with one engine inoperative. 




3. Prior to commencing the second clearing turn, set power to 15” MP and 

smoothly advance the Propeller Controls to the Full Forward (high RPM) 

position. 

4. Set the Stabilator Trim for takeoff, verify that the flaps are in the Up 0° 

(retracted) position, and verify that both Cowl Flaps are in the Full Open 

position. 

5. Reduce the power to idle on the engine to be simulated inoperative and 

then smoothly set full power on the operating engine. 

6. Establish a 2-3° bank towards the operating engine (best performance) 

while simulataneously adjusting rudder pressure to maintain directional 

control. 

7. Establish and maintain a single-engine climb attitude at approximately 

92 KIAS (V SSE +10 kts.). 

8. Slowly increase the pitch attitude to reduce the airspeed at a rate of 

approximately 1 knot per second while applying rudder pressure to 

maintain directional control until full rudder is applied. 

9. Initiate recovery at the first indication of a loss of directional control (yaw 

or roll) or a stall warning (horn or buffet): 

a. Simultaneously reduce power on the operating engine while 

decreasing the angle of attack to regain control and airspeed. 

b. Recover with 20° of the entry heading. 

c. Smoothly increase power on the operating engine to full, adjusting 

rudder pressure as necessary to maintain directional control, and 

accelerate to V XSE or V YSE , as appropriate. 

10. Increase power on the simulated inoperative engine (if necessary, 

maintain 20” MP/2000 RPM until CHT reaches 200° F). 





FLIGHT PRINCIPLES – 

ONE ENGINE INOPERATIVE 

9-11 

15, 16 

1 

2-8 

12 

13 14 



FLIGHT PRINCIPLES – ONE ENGINE INOPERATIVE 

Ref: 


Objective: To demonstrate the elements related to principles of flight with 

an engine inoperative and recognize the affects on aircraft 

performance. 



2. Open the right engine Cowl Flap and close the left engine Cowl Flap. 

3. Ensure that both Carburetor Heat Controls are in the OFF position. 

4. Reduce power to 12” MP, maintaining altitude with pitch (trimming). 

5. At V YSE (88 KIAS), advance the Propeller Controls to Full Forward (high 

RPM) position. 

6. Set the simulated inoperative engine (left) to zero thrust (set 2180 RPM 

with the throttle). 

7. Smoothly advance the throttle on the operating engine (right) to full 

(maximum continuous power). 

NOTE 

The right engine is used as the operating engine for training 

consistency purposes. 

8. Establish a 2-3° bank towards the operating engine while maintaining 

heading. 

9. Pitch to maintain V YSE - 10 kts. (78 KIAS). Note stabilized VSI reading. 

10. Return to V YSE (88 KIAS). 

11. Pitch to maintain V YSE + 10 kts. (98 KIAS). Note stabilized VSI reading. 

12. Return to V YSE (88 KIAS). Note stabilized VSI reading. 

13. While maintaining V YSE (88 KIAS): 

a. Call out, “Gear Down”, and extend the landing gear. Verify gear 

DOWN and call out, “3 Green, No Red, One in the Mirror. Verify.” 

The PM will verify the gear down condition and respond, “Gear 

Down, Verified.” Note stabilized VSI reading. 

b. Extend the flaps to 40°. Note stabilized VSI reading. 

c. Call out, “Gear Up”, and retract the landing gear. After the landing 

gear has retracted, call out, “Gear Up, No Lights.” Note stabilized 

VSI reading. 



FLIGHT PRINCIPLES – 


(continued) 

d. Retract the flaps to 0° and reduce the power on the simulated 

inoperative engine to idle (windmilling propeller). Note stabilized 

VSI reading. 

14. Increase power on simulated inoperative engine (left) (if necessary, 

maintain 20” MP/2000 RPM until CHT reaches 200° F). 








MANEUVERING WITH ONE ENGINE INOPERATIVE 

1-5 

1 

2 

3 

20 

21 

4 56 

7 

8 

9 

6-8 

9 

10 1112 

13 14 10-15 

17 18 

19 

15 16 16-18 




Ref: 


Objective: To respond appropriately to an engine failure occurring in flight, 

maintaining aircraft control, and maneuvering with one engine 

inoperative. 


1. Upon experiencing an engine failure, maintain aircraft control. 

2. Maintain altitude with pitch, allowing the airspeed to decrease no lower 

than V YSE (88 KIAS), or as necessary for best performance. 

3. Ensure that the Mixture Controls are set to the Full Rich position, the 

Propeller Controls are set to the Full Forward (high RPM) position, and 

the Throttles are set to the Full Forward (full power) position. 

4. Verify that the landing gear is in the UP (retracted) position. 

5. Verify that the flaps are in the UP 0° position. 

6. Identify the failed engine by noting the direction of the yaw and what 

rudder is needed to control the yaw (“Dead Foot, Dead Engine…”). 

7. Verify identifying the failed engine by reducing the throttle of the 

suspected inoperative (“dead”) engine to determine if there is any 

change. 

8. Initiate a turn towards the nearest suitable airport. 

9. If altitude permits, attempt to troubleshoot the cause of the engine failure 

utilizing the Emergency Checklist, and restart if able. 

If unable to restart the inoperative engine: 

10. Feather the propeller by moving the propeller control to the FEATHER 

(full aft) position and move the Mixture Control to idle cut-off (full aft) 

position. 

11. Utilizing the Emergency Checklist, complete the shutdown of the 

inoperative engine. 

12. Monitor CHT, adjusting the Cowl Flap position on the operating engine, 

as required. 

13. Set one-engine inoperative cruise with 25” MP/2500 RPM, or as 

required. 

14. Set Stabilator and Rudder Trims to maintain altitude and V YSE (88 KIAS), 

or as necessary for best performance. 




(continued) 

15. Utilizing the Emergency Checklist, complete the securing of the 

inoperative engine. 

16. To restart the inoperative engine, utilize the Abnormal Checklist 

(maintain 20” MP/2000 RPM until CHT reaches 200° F). 








ENGINE FAILURE DURING TAKEOFF BEFORE V MC 

(simulated) 

1 

2, 2 3 4, 4 5 

X 

No simulated engine failure shall occur at an indicated airspeed 

greater than 28 KIAS (50% V MC ). Only the Mixture Control may be 

used to simulate the failed engine. 



ENGINE FAILURE DURING TAKEOFF BEFORE V MC 

(simulated) 

Ref: 


Objective: To recognize engine failures that occur prior to liftoff, promptly 

responding with appropriate control inputs to maintain safe 

control of the aircraft. 


NOTE 

No simulated engine failure shall occur at an indicated airspeed 

greater than 28 KIAS (50% V MC ). Only the Mixture Control may be 

used to simulate the failed engine. 

1. During the takeoff roll, upon recognition of a loss of directional control: 

a. Immediately reduce both Throttles to the full aft (idle) position. 

b. Maintain directional control with the rudder pedals and brakes, as 

required. 

2. When the situation is well under control, notify ATC or announce on the 

CTAF, as appropriate, to advise. 

3. Restore power to the inoperative engine and taxi clear of the runway. 

NOTE: 

If unable to restart, advise ATC/CTAF and perform a single-engine taxi 

to clear the runway. 

4. Complete the After Landing Flow/Checklist. 

5. If applicable, return to the runway approach end or taxiway 

intersection,as appropriate, for takeoff. 



ENGINE FAILURE AFTER LIFTOFF 

(simulated) 

67 8 96 

2-5 

1 

234 5 

X 

107 

400 FEET 

No simulated engine failure after liftoff shall occur at an altitude less 

than 500’ AGL and an airspeed less than V SSE (82 KIAS). Only the 

Throttle may be used to simulate the failed engine. 




(simulated) 

Ref: FAA-H-8083-3A (Airplane Flying Handbook) 

Objective: To follow the appropriate procedures for engine failures that 

occur shortly after liftoff. 


NOTE 

No simulated engine failure after liftoff shall occur at an altitude less 

than 500’ AGL and an airspeed less than V SSE (82 KIAS). Only the 

Throttle may be used to simulate the failed engine. 

1. Upon recognizing an engine failure, maintain directional control and 

establish and maintain V XSE (2° Up) or V YSE (1° Up), as appropriate, and 

establish zero sideslip for best performance (2°- 3° bank and ½ ball slip 

toward the operating engine. 

2. Verify that the: 

a. Mixture Controls are in the Full Forward (Full Rich) position. 

b. Propeller Controls are in the Full Forward (high RPM) position. 

c. Throttles are in the Full Forward (maximum continuous power) 

position. 

d. Gear Selector switch is in the Up (retracted) position. 

e. Flap Control Handle is in the 0° (Up) position. 

3. Identify the failed engine by noting the direction of the yaw and what 

rudder is needed to control the yaw (“Dead Foot, Dead Engine…”). 

4. Verify the failed engine by reducing the throttle of the suspected 

inoperative “dead” engine to determine if there is any change. 

5. Indicate the propeller control (blue knob) that would be used to Feather 

the inoperative engine propeller by moving the approipriate propeller 

control aft approximately 1” to signal the Instructor Pilot (IP) to set zero 

thrust (simulated feathered propeller). 

NOTE 

When feathering the simulated inoperative engine propeller, the Pilot 

Flying (PF) must clearly select the appropriate propeller control to 

feather to the IP. The IP will then call out, “I have the inoperative 

engine” and set zero thrust. 




(simulated) 

6. Maintain V XSE (82 KIAS) until obstructions are cleared, then V YSE (88 

KIAS). Trim as necessary. 

7. If time permits, complete the Engine Securing Checklist. 






APPROACH AND LANDING 

WITH AN INOPERATIVE ENGINE 

(simulated) 

9 

6 

6-8 

5 

4 

10 7 

4, 5 3 1-32 

1 

8 11 9 10 12 





(simulated) 

Ref: 


Objective: To safely execute a one engine inoperative approach and 

landing. 


1. Complete the Engine Failure During Flight Checklist. 




3. Set power to 23” MP/2500 RPM, or as required, to maintain 90 KIAS. 

4. Abeam the point of intended landing and below V LO (140 KIAS), call out, 

“Gear Down”, and extend the landing gear. Verify gear DOWN and call 

out, “3 Green, No Red, One in the Mirror. Verify.” The PM will verify the 

gear down condition and respond, “Gear Down, Verified.” 

5. Set power to 20” MP to commence a descent at 90 KIAS. 

6. At the 45° point to the intended touchdown point, commence a turn to 

the base leg. 

NOTE 


traffic, ATC, may require a modification of these procedures. In all 

cases, the pilot shall exercise good judgment and maintain positive 

airplane control. 

7. If performance allows, set the flaps to 10°. 

8. Visually verify that the final approach (including the extended final and 

the opposite base leg) is clear, and turn final. 

9. When landing is assured, set the flaps to 25°. Maintain 90 KIAS. 

10. By 300’ AFE, complete a GUMP check. If the approach is stabilized, 

call out, “200 feet, Stabilized, Continuing.” 

NOTE 

If the approach is not stabilized, call out, “200 feet, Not stabilized, 

Going around”, and execute a two-engine go-around. 





(simulated) 

11. Verify gear DOWN and call out, “3 Green, No Red, One in the Mirror. 

Verify.” The PM will verify the gear down condition and respond, “Gear 

Down, Verified.” 

12. At the round out, commence reducing power to idle, continuing the flare 

to touchdown on the main wheels first, holding the nose wheel off with 

back pressure (3° Up) throughout the rollout, settling gently. 

13. Maintain directional control and slow sufficiently before turning. 

NOTE 

The IP will adjust the simulated inoperative engine throttle to maintain 

zero-thrust. However, the PF should reduce both throttles to idle after 

touchdown when advised by the IP. When taking control of the 

simulated inoperative engine, the PF must call out, “I have the 

inoperative engine.” 



Section – 5 

APPROACH AND 

LANDING 



NORMAL APPROACH AND LANDING 

96 

6-8 5 4, 45 3 

1-3 2 1 

10 7 

11 8 9 1012 




Ref: 


Objective: To safely and accurately establish and maintain a stabilized 

approach to a landing in a designated area. 






3. Set power to 17” MP/2300 RPM and, at or below V FE (111 KIAS), set the 

flaps to 10° to establish and maintain 100 KIAS (1° Up). Trim as 

necessary. 






6. At the 45° point to the intended touchdown point (or as appropriate for 

wind conditions), commence a turn to the base leg. 

7. Set the flaps to 25°, and establish and maintain 90 KIAS (3° nose 

down). Trim as necessary. 



9. When landing is assured, set the flaps to 40°. Establish and maintain 80 

KIAS (3° Down). Trim as necessary. 



NOTE 


Going around”, and execute a go-around. 







(continued) 


to touch down on the main wheels first, holding the nose wheel off with 

back pressure (3° nose up) throughout the rollout; allow settling gently. 

13. Maintain directional control throughout the rollout, slowing sufficiently 

before turning onto a taxiway. 






CROSSWIND APPROACH AND LANDING 

86 

2 1 

6, 57 4, 45 3 

1-3 

97 

10 

11 8 9 1012 




Ref: 



approach to as landing, correcting for a crosswind during the 

approach, touchdown, and roll out. 

Maneuvers Standards: 







necessary. 







wind conditions), commence a turn to the base leg. Set the flaps to 25°, 

and establish and maintain 90 KIAS (3° nose down). Trim as necessary. 



8. When landing is assured, set the flaps to 40°, and establish and 

maintain 80 KIAS (+ ½ gust factor). Trim as necessary. 

NOTE 

In gusty wind conditions, use no more than 25° of flaps. 



NOTE 






(simulated) (continued) 




11. Use the wing-low method (side slip) for drift control. 

NOTE 

Power may be maintained/increased on the upwind engine during the 

roundout and flare to help maintain directional control. 

12. At the round out, reduce power to idle and continue the flare to touch 

down on the upwind main wheel first, followed with the downwind main 

wheel touchdown, while holding the nose wheel off with back pressure 

(3° pitch up) throughout the rollout; allow settling gently. 

13. Increase aileron deflection into the wind while maintaining directional 

control throughout the rollout, slowing sufficiently before turning onto a 

taxiway. 






SHORT-FIELD APPROACH AND LANDING 

86 

6, 5 7 4, 45 

79 

10 

8 

1-3 

3 2 

9 10 11-14 

1 




Ref: 



approach to a landing, obtaining maximum performance by 

stopping in a minimum distance. 








necessary. 







wind conditions), commence a turn to the base leg. Set the flaps to 25°, 

and establish and maintain 90 KIAS (3° nose down). Trim as necessary. 



8. When landing is assured, set the flaps to 40°, and establish and 

maintain 75 KIAS (2° Down), or as recommended for lower landing 

weight. Trim as necessary. 



NOTE 









(continued) 

11. Before the roundout, begin smoothly reducing power, continuing the 

power reduction during the roundout while increasing the pitch to 

maintain a constant glide path to the desired touchdown point (airspeed 

will begin decreasing). 

12. Touch down at minimum controllable airspeed with a power-off stall 

pitch attitude, on the main wheels first (minimum float), and with the 

throttles at the idle (closed) position. 

NOTE 

Avoid closing the throttles rapidly, which may result in an immediate 

increase in the rate of descent and a hard landing. 

13. Immediately after touchdown, lower the nose wheel to touch down. 

14. At nose wheel touch down: 

− Call out, “Flaps Up, Max Braking” 

− Retract the flaps to the Up (0º) position (for maximum braking 

effectiveness), 

− Hold the control wheel full back and 

− Apply braking as necessary to stop within the shortest distance 

possible, consistent with safety and controllability. 

NOTE 

For training purposes, retraction of the flaps and application of the 

brakes are authorized only during dual flight activities. 








NO FLAP APPROACH AND LANDING 

8 

6, 7 4, 5 

9 

1-3 

10 11 

The landing gear unsafe warnings related to the 25° and 40° wing flap 

positions will be inoperative. 




Ref: 


Objective: To execute an approch and landing with an inoperative flap 

system, or when landing in strong/gusty crosswinds without 

flaps. 


NOTE 

The landing gear unsafe warnings related to the 25° and 40°wing flap 

positions will be inoperative. 





3. Set power to 15” MP/2300 RPM to establish and maintain 100 KIAS (2° 

nose up). Trim as necessary. 





5. Set power to 12” MP to commence a descent at 100 KIAS (2° Down). 


wind conditions), commence a turn to the base leg. 



8. Set power to approximately 10” MP to establish and maintain 90 KIAS. 

Trim as necessary. 



NOTE 









(continued) 


to touch down on the main wheels first, holding the nose wheel off with 

back pressure (3° Up) throughout the rollout; allow settling gently. 








GO-AROUND/REJECTED LANDING 

1 

2, 3 

4 

5-8 

9-11 



GO-AROUND/REJECTED LANDING 

Ref: 


Objective: To safely perform a go-around/rejected landing procedure. 


1. Upon deciding to go-around: 

a. Simultaneously establish an appropriate climb attitude (based on 

airspeed at the go-around), 

b. Verify that the Mixture Controls are in the Full Forward (full rich) 

position, 

c. Verify that the Propeller Controls are in the Full Forward (high RPM) 

position, and 

d. Apply full power. 

2. Establish and maintain V X (82 KIAS) or V Y (88 KIAS), as appropriate. 

3. With the rate of descent slowed or stopped, retract the flaps 

incrementally to 10°. 

NOTE 

Depressing the button on the end of the Flap Control Handle and 

allowing the handle to move down slightly, then releasing the button, 

will cause the handle to stop at the next lower flap setting (notch), 

preventing any inadvertent flap retraction. 




6. Maneuver to the left or right side of the runway, as appropriate (nonpattern 

side), to clear and avoid conflicting traffic, maintaining directional 

control and proper wind-drift correction throughout the climb. 

7. Clear of obstacles, lower the nose to check for potential traffic and clear 

the airspace ahead, and then establish/re-establish V Y (88 KIAS). 

8. At or above V X (82 KIAS), retract the flaps to 0°. 

9. Open the cowl flaps as necessary. 

10. At 500’ AGL, lower pitch (4-5° Up) to establish and maintain 105 KIAS 

(or 100 KIAS if remaining in the traffic pattern). 

11. Execute a departure procedure or remain in the traffic pattern, as 

appropriate. 







Section – 6 

INSTRUMENT 

OPERATIONS 



INSTRUMENT TAKEOFF (ITO) 

1-6 

7, 8 

9 

10 

11-13 



INSTRUMENT TAKEOFF (ITO) 

Ref: 

FAA-H-8083-15 (Instrument Flying Handbook) 

Objective: To develop the skill necessary to safely perform a takeoff solely 

by reference to the flight instruments. 


1. Align the airplane with the runway centerline and depress the brake 

pedals to ensure holding the airplane in position. 

2. Check/set the heading indicator or Horizontal Situation Indicator (HSI), 

and the heading “bug” (if equipped) to the runway alignment heading. 

3. Verify that the Attitude Indicator (AI) is set correctly. 

4. Smoothly apply partial power to increase rudder effectiveness, checking 

engine instruments, manifold pressure and tachometer (RPM). 

5. If appropriate, call out, “Engine Instruments in the Green.” 

6. Gradually release the brakes while smoothly and continuously 

increasing the power. 

7. Maintain precise heading control using the rudder pedals. If appropriate, 

call out, “Airspeed Alive.” 

8. At V R (75 KIAS), call out, “V R , Rotate”, and, referencing the attitude 

indicator, pitch Up approximately 4-5°. 

9. After liftoff, establish and maintain V Y (88 KIAS) (10° Up). Trim as 

necessary. 

10. With a positive rate of climb, depress the brake pedals, and call out, 

“Positive Climb, Gear Up”, and retract the landing gear. 



KIAS. Trim as necessary. 

13. Set climb power, 25” MP/2500 RPM. Trim as necessary. 


NOTE 

For Airline Transport Pilot (ATP) training, the takeoff is made in visual 

meterological conditions (VMC). However, instrument meteorological 

conditions (IMC) must be encountered before reaching 100’ AGL. 



DME ARC 

W 

N 

S 

E 

6 

4, 5 

5 4 3 2 

1 

1-3 

VOR 

6-8 

9 

LEAD RADIAL 

7 8 

9 

10 

11 12 

NDB 

10-12 

VOR 



DME ARC 

Ref: 


Objective: To track a predetermined DME arc at a specified distance. 


1. Tune and identify the navaid and DME. 

2. Verify that the HI or HSI is aligned with magnetic compass. 

3. Establish a track to the DME fix. 

4. Determine when to start the initial turn - For groundspeed less than 150 

kts., calculate .5% of groundspeed (e.g., .5% * 140 = .7 miles). 

NOTE 

The procedure above is based on a 90° intercept. If radar vectored to 

the arc at an intercept angle less than 90°, the distance required to 

lead the turn to join the arc will be less than the value calculated for 

the 90° intercept. 

5. Determine whether to join the arc with a left or right turn. 

6. Start the turn to intercept the arc by distance calculated. 

7. Turn to a heading that is 90° from the radial you are tracking. 

8. Note the DME distance after the turn is completed: 

− If the DME is .1 greater than the arc, turn 10° toward the arc. 

− If the DME is .1 less than the arc, maintain your current heading until 

the DME increases to the assigned DME distance, then turn 10° 

toward the arc. 

9. To help maintain positional orientation and situational awareness, use 

the OBS to determine your position along the arc. 

10. Complete the Descent Flow/Checklists. 

11. At the lead radial, commence a turn to an appropriate heading to 

intercept the final approach course. 

12. For arcs without a lead radial, commence a turn to an appropriate 

heading to intercept the final approach course 5° to 10° prior to the final 

approach course. 



APPROACHES WITH COURSE REVERSAL 

W 

N 

E 

VOR 

S 

8 

7 

9, 10 

6 

6-8 

5 

4 3 21-31 

VOR 

4, 5 

NDB 



APPROACHES WITH COURSE REVERSAL 

Ref: 


Aeronautical Information Manual (AIM), Section 4 

Objective: To safely and accurately maneuver the airplane to the final 

approach course. 


1. Review the appropriate approach chart to determine frequencies, 

courses, altitudes and missed approach procedures. 

2. Prior to reaching the Initial Approach Fix (IAF), tune and identify the 

navaid. 

3. Verify that the HI or HSI is aligned with the magnetic compass. 

4. At the IAF, perform the “5 Ts”: 

− Time: Take the time. 

− Turn: To track the course outbound. 

− Twist: Set the OBS to outbound course. 

− Throttle: Slow to 100 KIAS (17” MP). 

− Talk: Make required reports. 

5. When cleared, begin descent to initial approach altitude. 

6. Set the flaps to 10° (0° with one engine inoperative). 


8. Set the OBS to the inbound course. 

9. Complete the published course reversal within the published distance 

limit. 

10. Intercept the final approach course inbound. 

11. Fly the published altitude(s). 

NOTE 

Continue with a Precision or Non-Precision Approach Procedure, as 

appropriate. 



RADAR VECTORS FOR APPROACH 

W 

N 

E 

VOR 

S 

4 

5 

3 

21-3 

1 

VOR 

NDB 



RADAR VECTORS FOR APPROACH 

Ref: 



Objective: To safely and accurately maneuver the airplane in response to 

ATC instructions to the final approach course. 


1. Review the appropriate approach charts to determine frequencies, 

courses, altitudes, and missed approach procedures. 

2. Prior to reaching the Initial Approach Fix (IAF), tune and identify the 

navaid. 


4. When within 30° of the final approach course, or 5 nm of the final 

approach fix (FAF): 

a. Slow to 100 KIAS (17” MP). 

b. Set the flaps to 10° (0° with one engine inoperative). 

c. Complete the Descent Flows/Checklists. 

5. When cleared for the approach, intercept the final approach course 

inbound. 

NOTE 

Continue with a Precision or Non-Precision Approach Procedure, as 

appropriate. 



PRECISION APPROACH (ILS) 

W 

N 

S 

E 

1 

2 

2 

3-5 

3 

4 

6-8 

PLAN VIEW 

PROFILE VIEW 

1 

2 

3-5 

2 

3 

6-8 

4 



PRECISION APPROACH (ILS) 

Ref: 


Objective: To safely and accurately maneuver the airplane vertically and 

horizontally on a precision approach. 


1. At the FAF (glideslope intercept): 

a. Below V LO (140 KIAS), call out, “Gear Down”, and extend the 

landing gear. Verify gear DOWN and call out, “3 Green, No Red, 

One in the Mirror. Verify.” The PM will verify the gear down 


b. Set power to 15” MP and adjust pitch to 1° Down to maintain 

glideslope and 100 KIAS. 

NOTE 

To determine an approximate rate of descent to maintain the 

glideslope, divide groundspeed by 2, and then multiply the result by 

10 (e.g., 90 knots/2= 45, 45 x 10 = 450 fpm). 

2. At the Outer Marker (OM) or Locator Outer Marker (LOM): 

a. Check the altimeter crossing the OM/LOM. 

b. Perform the “5 Ts: 


− Turn: To track the inbound course. 

− Twist: Verify that the OBS is set to inbound course. 

− Throttle: Maintain 100 KIAS. 


3. At 1000’ above DA(H), call out, “1000’ above DA(H).” 

4. At 500’ above DA(H), call out, “500’ above DA(H),” and complete a 

GUMP check. Verify gear DOWN and call out, “3 Green, No Red, One 

in the Mirror. Verify.” The PM will verify the gear down condition and 



6. At DA(H), continue the descent when: 

a. At least one visual reference for the intended runway is distinctly 

visible and identifiable, and the flight visibility is not less than 

prescribed in the standard instrument approach being used. Call 

out, “(Visual Reference) in Sight, Continuing.” 



PRECISION APPROACH (ILS) (continued) 

NOTE 

Descend no lower than 100 above touchdown zone elevation when 

referencing the approach light system without seeing the red 

terminating bars or red side-row bars. 

b. With the runway in sight and in a position from which a descent 

to a landing on the intended runway can be made at a normal 

rate of descent using normal maneuvers. Call out, “Runway in 

Sight, Landing.” At or below V FE (111 KIAS), set the flaps as 

appropriate for landing (up to 40°). 

NOTE 

Maintain the localizer and glideslope during the visual descent to a 

point over the runway where the glideslope must be abandoned to 

accomplish a normal landing. 

7. If no visual reference is in sight at DA(H), or visual reference is lost 

when continuing the descent from DA(H), call out, “Missed Approach”, 

and execute a go-around, complying with the published missed 

approach procedure, or as directed. 






PRECISION APPROACH (ILS) - 


W 

N 

S 

E 

1 

2 

3-5 

3 6-8 

4 

PLAN VIEW 

PROFILE VIEW 

1 

2 

2 

3-5 

3 

6-8 

4 





Ref: 


Objective: To safely and accurately maneuver the airplane on a precision 

approach with one engine inoperative. 


1. At the FAF (glideslope intercept): 





b. Set power to 20” MP and adjust pitch (approx. 3° Down) to 

maintain glideslope. 

c. Maintain 100 KIAS. 

NOTE 

To determine an approximate rate of descent to maintain the 

glideslope, divide groundspeed by 2, and then multiply the result by 

10 (e.g., 90 knots/2= 45, 45 x 10 = 450 fpm). 

2. At the Outer Marker (OM) or Locator Outer Marker (LOM): 

a. Check the altimeter crossing the OM/LOM. 

b. Perform the “5 Ts: 







4. At 500’ above DA(H), call out, “500’ above DA(H),” and complete a 

GUMP check. Verify gear DOWN and call out, “3 Green, No Red, One 

in the Mirror. Verify.” The PM will verify the gear down condition and 







(continued) 

6. At DA(H), continue the descent when: 

a. At least one visual reference for the intended runway is 

distinctly visible and identifiable, and the flight visibility is not 

less than prescribed in the standard instrument approach being 

used. Call out, “(Visual Reference) in Sight, Continuing.” 

NOTE 




b. With the runway in sight and in a position from which a descent 

to a landing on the intended runway can be made at a normal 

rate of descent using normal maneuvers. Call out, “Runway in 

Sight, Landing.” At or below V FE (111 KIAS), set the flaps as 


NOTE 

Maintain the localizer and glideslope during the visual descent to a 

point over the runway where the glideslope must be abandoned to 

accomplish a normal landing. 

7. If no visual reference is in sight at DA(H), or visual reference is lost 

when continuing the descent from DA(H), call out, “Missed Approach”, 

and execute a go-around, complying with the published missed 

approach procedure, or as directed. 

NOTE 

A one-engine inoperative go around should be avoided if at all 

possible. 






NON-PRECISION APPROACH 

N 

W 

S 

E 

1, 12 

2 3-5 3 

4 

VOR 

6-10 5 

1, 12 

3-5 2 3 

9, 10 6-8 4 5 

PLAN VIEW 

PROFILE VIEW 

VOR 

V 




Ref: 


Objective: To safely and accurately maneuver the airplane on a nonprecision 

approach. 


1. Determine the desired rate of descent for the approach (see page 91). 

2. At the FAF: 





b. Set power and adjust pitch to establish and maintain the 

predetermined rate of descent necessary to ensure descending to 

and maintaining MDA prior to the missed approach point. 


3. Perform the “5 Ts”: 






4. At 1000’ above MDA, call out, “1000’ above MDA.” 

5. At 500’ above MDA, call out, “500’ above MDA,” and complete a GUMP 

check. Verify gear DOWN and call out, “3 Green, No Red, One in the 




7. Leveling off at the MDA, set power to 21” MP and set pitch 1° Up. 

8. Initiate a descent from MDA when: 








(continued) 

NOTE 




b. With the runway in sight and at the VDP, or, where no VDP is 

provided, in a position from which a descent to a landing on the 

intended runway can be made at a normal rate of descent using 

normal maneuvers. Call out, “Runway in Sight, Landing.” 

9. Set power to 16” MP and, at or below V FE (111 KIAS), set the flaps as 


10. If no visual reference is in sight, continue to the missed approach point. 

11. At the missed approach point, call out, “Missed Approach”, and execute 

a go-around, complying with the published missed approach procedure, 

or as directed. 



DETERMINING APPROACH RATE OF DESCENT 

Ref: 

FAA-H-8261-1 (Instrument Procedures Handbook) 

Objective: To determine the descent rate for a non-precision approach 

that should be used to ensure that the airplane reaches the 

MDA at a distance from the threshold that will allow landing in 

the touchdown zone. 


1. To determine the required rate of descent for a non-precision approach: 

a. Subtract the Touchdown Zone Elevation (TDZE) from the Final 

Approach Fix (FAF) altitude, 

b. Divide the result by the time inbound. 

EXAMPLE 

If the FAF altitude is 2000’ MSL, the TDZE is 400’ MSL, and the estimated 

time inbound is two (2) minutes, then a rate of descent of 800 FPM should 

be used [(2000-400)/2 = 800]. 

2. To verify the position from which a descent from MDA (on a 3° glide 

path) to a landing on the intended runway can be made: 

a. Subtract the MDA from the TDZE, 

b. Divide the result by 300. 

EXAMPLE 

With an MDA of 800’ MSL and a TDZE of 400’ MSL, the position from 

which a descent from MDA to a landing should be initiated is 

approximately 1.3 nm from the threshold [(800-400)/300 = 1.3]. 

NOTE 

The runway threshold should be crossed at a nominal height of 50’ 

above the TDZE. 



NON-PRECISION APPROACH - 


1, 2 

3-5 

6-9 

1, 2 

3-5 

6 

7-9 


possible. 





Ref: 


Objective: To develop the ability to safely and accurately maneuver the 

airplane vertically and laterally during a one engine inoperative 

non-precision instrument approach. 


1. Determine the desired rate of descent for the approach (see page 91). 

2. At the FAF, call out, “Gear Up, Holding Gear.” 

a. Leave the landing gear in the Up (retracted) position. 

b. Set power and adjust pitch to establish and maintain the 

predetermined rate of descent necessary to ensure descending to 

and maintaining MDA prior to the missed approach point. 


3. Perform the “5 Ts”: 







5. At 500’ above MDA, call out, “500’ above MDA,” and complete a GUMP 

check (Do not extend the landing gear). 


7. Leveling off at the MDA, set power to 25” MP and set pitch 1° Up. 

8. Initiate a descent from MDA when: 





b. Below V LO (140 KIAS), call out, “Gear Down”, and extend the 




c. Set power to 20” MP. Set the flaps to 25° and begin a descent to 

landing. 





(continued) 

d. With the runway in sight and at the VDP, or, where no VDP is 

provided, in a position from which a descent to a landing on the 

intended runway can be made at a normal rate of descent using 

normal maneuvers. Call out, “Runway in Sight, Landing.” 

NOTE 


possible. 

9. If no visual reference is in sight, continue to the missed approach point. 

10. At the missed approach point, call out, “Missed Approach”, and execute 

a go-around, complying with the published missed approach procedure, 

or as directed. 






MISSED APPROACH PROCEDURE 

1-6 

7-9 

1-6 

7-9 



MISSED APPROACH PROCEDURE 

Ref: 


Objective: To comply with published missed approach procedures, or as 

directed by ATC, while maintaining positive control. 


1. At the missed approach point without the appropriate approach 

lights/runway/airport and/or not in a position to make a normal approach 

and landings, call out, “Missed Approach.” 

a. Simultaneously establish an appropriate climb attitude (based on 

airspeed/pitch attitude at the MAP) and apply full power. 

b. Verify that the Mixture Controls are in the Full Forward (full rich) 

position. 

c. Verify that the Propeller Controls are in the Full Forward (high RPM) 

position. 

d. Verify that the Carburetor Heat Controls are in the Full Up (OFF) 

position. 

2. Set the pitch to establish and maintain V X (82 KIAS) or V Y (88 KIAS), as 

appropriate. 

3. Retract the flaps to 10° (if flaps were extended, more than 10°). 




6. At V Y (88 KIAS), retract the flaps to 0° (if flaps were extended). 

7. Report the missed approach to ATC and, if applicable, advise intentions. 

8. At 500’ AGL, lower pitch to 5° Up, set power, 25” MP/2500 RPM, and 

establish and maintain 105 KIAS. 

9. Complete the Climb Flow/Checklist. 

10. Comply with the published missed approach procedure, or as directed. 

NOTE 

Special consideration must be given to traffic established in the 

pattern to maintain adequate traffic separation. During training, 

execute the appropriate missed approach procedure no later than 2 

nm prior to the actual missed approach point (terminating the 

instrument approach procedure early) when approaching runways 

with opposite direction traffic (e.g., executing KDED VOR Rwy 23 

approach, KDED using Rwy 5 or Rwy 12). 



CIRCLING APPROACH 

N 

W 

S 

E 

VOR 

1 1-3 2 

3 

4-6 

PLAN 

PROFILE 

VOR 

1-3 

4-6 

1 2 3 



CIRCLING APPROACH 

Ref: 


Objective: To safely and accurately maneuver the aircraft to the landing 

from an instrument approach procedure where the runway is 

not aligned with the approach course. 


NOTE 

Circling may be made while other flying is in progress at the airport. 

Standard left turns or ATC instructions must be considered when 

planning circling to land. 

1. Maneuver on the shortest path to the base or downwind leg, as 

appropriate, considering existing weather conditions. 

2. Remain within the circling visibility minima during the circling approach. 

NOTE 

While there is no restriction from passing over the airport or other 

runways during a circling approach, during training operations, 

restrictions may be imposed. 

3. Remain at circling minimums until continuously in a position from which 

a normal descent rate to a landing on the intended runway can be made 

using normal maneuvering. 

4. When descending from circling minimums (all engines operating): 

a. Call out, “Runway in Sight, Landing”, 

b. Complete a GUMP check. Verify gear DOWN and call out, “3 

Green, No Red, One in the Mirror. Verify.” The PM will verify the 


c. Set power to 16” MP 

d. When appropriate, set the flaps to 40°. 

5. When descending from circling minimums (one engine inoperative): 

a. Call out, “Runway in Sight, Landing”, 

b. Complete a GUMP check. Call out, “Gear Down”, and extend the 




c. Set power 20” MP 



CIRCLING APPROACH (continued) 

d. When appropriate, at or below V FE (111 KIAS), set the flaps (up to 

25°). 

6. Complete the appropriate landing procedure. 






HOLDING 

1 

1-7 2 3 4 

8 5 

69 

Teardrop Entry 

W 

I 

N 

D 

16, 17 

10 

7 

8 

Established 

10 13 

11 

Adjustments for 

Time and Wind 

12 

11 

9 

12 

14, 15 



HOLDING 

Ref: 



Objective: To determine the recommended entry into a holding pattern, 

maneuvering the aircraft over a predetermined fix, and holding 

at a fix while correcting for the effects of the wind. 


1. Tune and identify the appropriate navaid(s). 


3. Identify the holding fix. 

4. Determine the holding pattern position relative to the holding fix. 

5. Determine the aircraft position relative to the holding fix. 

6. Determine the holding pattern entry (Direct, Teardrop, or Parallel) 

relative to aircraft position and the holding pattern position. 

7. Within 3 minutes from the holding fix, set power to 16” MP, slowing to 

100 KIAS (1° pitch Up). 

8. Crossing the holding fix, perform the “5 Ts”: 


− Turn: At a standard rate to the entry heading. 



− Talk: Report the time and altitude entering the hold. 

9. After one minute outbound in the entry procedure, turn at a standard 

rate to intercept the inbound course to return to the holding fix. 

NOTE 

Above 14,000 MSL, the initial outbound leg should be flown for 1 1/2 

minutes and the inbound leg should be maintained at 1 1/2 minutes. 

10. Over the holding fix, turn in the direction specified at a standard rate to 

the outbound leg heading. Report the time/altitude crossing the holding 

fix to ATC. 

NOTE 

When holding at a VOR, begin the turn to the outbound leg at the time 

of the first complete reversal of the TO/FROM indicator. 



HOLDING (continued) 

1 2 3 4 5 

6 

1-7 

8 

Teardrop Entry 

W 

I 

N 

D 

9 

16, 17 

10 

7 

8 

Established 

10 13 

11 

Adjustments for 

Time and Wind 

12 

11 

9 

12 

14, 15 



HOLDING (continued) 

11. Start the outbound time over/abeam the fix, whichever occurs later. If 

the abeam position cannot be determined, start timing when the turn to 

the outbound leg has been completed. 

12. After one minute outbound, or as adjusted based groundspeed (actual 

or anticipated), turn at a standard rate to intercept the inbound course. 

13. Start the inbound time at wings-level on the inbound course or on a 

heading to intercept the inbound course, whichever occurs first. Note 

the heading that maintains the course inbound. 

14. Adjust the outbound leg time to achieve a one-minute inbound leg time 

(e.g., 1 minute 15 seconds inbound = 45 seconds outbound). 

NOTE 

Any navigational means available (GPS, DME, RNAV, etc.) may be 

used (unless the IP or Evaluator instructs otherwise) to ensure the 

appropriate inbound leg times. 

15. When outbound, triple the inbound drift correction to avoid major turning 

adjustments (e.g., if correcting left by 10° when inbound, correct right by 

30° when outbound) and to intercept the course at the completion of the 

turn. 

16. Report the time/altitude crossing the holding fix to ATC. 

17. Resume cruise, or as appropriate. 






AUTOPILOT/FLIGHT DIRECTOR OPERATIONS 

Ref: 

System One Fifty Five X Pilot’s Operating Handbook 

POH Supplement 

Objective: To safely operate the autopilot/flight director system within its 

normal operating limits. 


NOTE 

Review the System One Fifty Five X POH for a complete description 

and operation of the autopilot/flight director system. 

Before takeoff: 

Autopilot Check 

1. Turn the Autopilot Master Switch ON (FD/AP) 

2. Confirm satisfactory completion of the 5-second Self-Test (RDY). 

3. Turn the Trim Master Switch ON 

4. Depress the HDG and VS switches 

5. Check Vertical Speed (VS) knob (Rotate CW, CCW) 

6. Check Control Wheel Steering (CWS) switch (Press/Release, 

Press/Hold, Release) 

7. Check Trim Interrupt (A/P DISC) switch (Press) 

8. Check HDG mode (Engage, Move bug left and right) 

9. Check Altitude Hold (control yoke PULL/PUSH) 

10. Check NAV (Center CDI, move left and right) 

11. Check REV (Center CDI, move left and right, see opposite) 

Flight Director Check 

1. Turn the Autopilot Master Switch to FD. 

2. Check HDG mode (Move left and right, see proper commands) 

3. Check VS mode (Select 1500 fpm, both directions, see proper 

commands). 

4. Select FD/AP (Verify servos engage) 

5. Turn the Trim Master switch ON 

6. Check Manual Electric Trim (Move control yoke forward and aft, 

autopilot disconnects). 

7. Check the Manual Electric Trim Command Switch (Each segment, both 

segments). 

© Embry-Riddle Aeronautical University Revised 09-01-07



(continued) 

Flight Director Check (continued) 

8. Re-check trim for takeoff. 

9. Verify that the autopilot and trim servos are disengaged for takeoff. 

After takeoff (no lower than 200’ AGL): 

1. Verify HDG, VS, NAV set as appropriate. 

2. Engage the autopilot (ON). 

Instrument Approach Procedures: 

Establish and maintain 120 KIAS approach speed (Flaps 0°): 

− For level flight, set power, 21” MP/2300 RPM. 

− For a precision approach descent: set power, 21” MP/2300 

RPM, Gear Down. 

− For a non-precision approach descent: set power, 19” MP/2300 

RPM, Gear Down. 

− To level-off at MDA: set power, 23” MP/2300 RPM (Gear Down). 

Before Landing (no lower than DA(H) or 200’ AGL): 

Descending through 200’ AGL: Depress the A/P DISC to disconnect 

autopilot. 

Operating Limitations: 

1. Autopilot operation prohibited above 185 KIAS. 

2. Flaps extension or retraction limited to 2 notches down (Flaps 25° max.). 

3. Autopilot coupled missed approach or go-around maneuver not 

authorized. 

4. Autopilot operation prohibited during takeoff or landing. 

5. Category I operations only. 

6. Autopilot coupled approaches prohibited below 80 KIAS. 

7. Autopilot use prohibited below 200’ AGL during coupled approach 

operation. 

8. The S-TEC System 55 POH (P/N 8747, dated 10-16-00 or later 

revision), or the System 55X POH (P/N 87109, dated 11-08-00 or later 

revision) must be carried in the aircraft and be available to the pilot while 

in flight. 




(continued) 

Emergency Operating Procedures: 

To regain aircraft control in the event of an autopilot malfunction or 

unexpected/uncommanded performance: 

1. Immediately overpower the autopilot, if necessary. 

2. Immediately disconnect the autopilot by depressing the AP Disconnect 

switch on the left horn of the pilot-side control wheel. 

3. Place the AP Master switch in the OFF position. 

4. Momentarily interrupt aircraft electrical power at the Battery Master 

Switch. 

5. Pull the autopilot circuit breaker. 

© Embry-Riddle Aeronautical University Revised 09-01-07

1 2 - ERAU ETA - Embry-Riddle Aeronautical University

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