Standard Operation Issue N Revision 00 Procedure

Standard Operation

Procedure

Issue No 01

Revision 00

January 2016

Section4: FLIGHT

OPERATION Sub-Section 4.1 : Standard call-out Page: 1 of 51

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4 Flight Operation

4.1 Standard call-out

The following phraseologies shall be used for standard callout.

During engine start for propeller clearance: CLEAR PROP

Before line up: FINAL IS CLEAR, RWY IS CLEAR

When the airspeed start rising during takeoff roll: SPEED ALIVE

When reaching rotation speed: ROTATE

After takeoff when passing 500 Ft AGL: PASSING SAFE ALTITUDE

Transferring control: I HAVE THE CONTROLS, YOU HAVE THE CONTROLS, I HAVE

THE CONTROLS.

During taxi when checking the flight instrument: TURN TO THE RIGHT WING TO THE

RIGHT BALL TO THE LEFT COMPASS & HEADING INCREASING, TURN TO LEFT

WING TO THE LEFT BALL TO THE RIGHT COMPASS AND HEADING

DECREASING.

Bank angle more than required: BANK ANGLE

Speed deviation more than 10 KIAS: SPEED

Heading deviation more than 10º: HEADING

Altitude deviation more than 100Ft: ALTITUDE

When VOR CDI, LOC or GS start moving: CDI, LOC OR GS ALIVE

Master switch on : MASTER ON

Degrees of Flap retracting or extending

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Section4: FLIGHT

OPERATION Sub-Section 4.1 : Standard call-out Page: 2 of 51


4.1.1Cruise check:

During time of cruise the following checks (FREEDA) must be performed every 15 to 20

minutes:

Fuel and fuel selector valve

Radio and navigation equipment

Electric system

Engine instruments

Directional gyro and compass

Altitude and altimeter setting

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Section4: FLIGHT

OPERATION Sub-Section 4.2 : Normal Take-off Page: 3 of 51


4.2 Normal Take-Off

After completions of before takeoff checks contact tower and inform them you are ready for

departure. After receiving ATC clearance ensure that approach and departure paths are clear, then

taxi onto the runway, line up with the runway center line, center the nose wheel and neutralize the

aileron. Check the wind sock to determine the wind position in relation to the runway and recheck

again the compass and heading indicator.

Note: Take offs can be made either static or rolling.

Advance the throttle smoothly to half position, recheck the engine instruments, then apply take off

power and as the airplane starts to roll maintain the airplane on center line of the runway with

rudder. Apply right rudder to counteract left turning tendency. Check the engine instrument to

ensuring the engine is developing full power and is functioning within its operational limits. Slow

acceleration or any hesitation in power is sufficient reason to discontinue takeoff. As speed

increase to rotation speed, rotate the airplane to take off attitude and after liftoff accelerate to climb

speed, after checking airspeed retract flaps step by step each 100 ft. AGL on piper aircraft and at

300 ft. on Tecnam aircraft.

4.2.1 Take-Off with zero degree Flap

After completion of before takeoff checks , contact tower and inform them you are ready for

departure. After receiving ATC clearance ensure that approach and departure paths are clear

then taxi onto the runway, line up with the runway center line, center the nose wheel and

neutralize the aileron. Check the wind sock to determine the wind position in relation to the

runway and recheck again the compass and D.G.

Note: Take offs can be made either static or rolling.

Advance the throttle smoothly to half position, recheck the engine instruments, then apply take

off power and as the airplane starts to roll maintain the airplane on center line of the runway.

Apply right rudder to counteract left turning tendency. Check the engine instrument to ensuring

the engine is developing full power and is functioning within its operational limits. Slow

acceleration or any hesitation in power is sufficient reason to discontinue takeoff. As speed

increase to rotation speed, rotate the airplane to take off attitude and after liftoff accelerate to

climb speed.

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Section4: FLIGHT

OPERATION Sub-Section 4.2 : Normal Take off Page: 4 of 51


4.2.2 Cross wind take off

During crosswind takeoff turn the yoke in the direction of the wind to place the upwind aileron in

the up position. This control deflection compensate for the crosswind’s tendency to push and roll

the airplane to the downwind side of runway. As the airplane accelerates and controls become

more effective, reduce the aileron deflection gradually so it is sufficient to counteract the rolling

tendency. Allow the airplane to have a greater airspeed on lift off with increased control

capabilities.

After airborne , change heading to the wind and maintain flight track on the runway.

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Section4: FLIGHT

OPERATION Sub-Section 4.3 : Short field Take off Page: 5 of 51


4.3 Short field take off

Maneuver:

Takeoffs and climbs from fields where the takeoff area is short or the available takeoff area is

restricted by obstructions require that the pilot operate the airplane at the limit of its performance

capabilities. To depart from such an area safely, the pilot must exercise positive and precise

control of the airplane’s attitude and airspeed so that takeoff and climb performance results in the

shortest ground roll and the steepest angle of climb.

Objective: To develop the student’s ability to obtain maximum airplane performance during the

takeoff and climb-out phases.

Procedure:

Verify flaps setting.

Taxi into takeoff position at the first of runway(tail on the grass) and hold the brakes

when cleared for takeoff by ATC.

Verify magnetic heading matches assigned runway heading.

Smoothly and continuously apply takeoff power.

Checks static RPM release the brakes and verify airspeed rising with neutralize back

pressure on the yoke.

Use rudder as necessary to maintain directional control.

Smoothly and firmly apply back-stabilator pressure as the Calculated lift-off speed

approaches.

Maintain a VX climb pitch attitude until the obstacles have been cleared or 50 feet.

Continue climb to safe altitude (100 feet) then climb at VY and retract the flaps

At 1,000ft AGL, slightly lower the nose to attain a cruise climb pitch attitude and

complete the climb check.

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Procedure

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Section4: FLIGHT

OPERATION Sub-Section 4.4 : Soft field Take off Page:6of 51


4.4 Soft field take off

Maneuver:

Takeoffs and climbs from soft fields require operational techniques for getting the airplane

airborne as quickly as possible to eliminate drag caused by tall grass, soft sand, mud, snow, etc.,

and may or may not require climbing over an obstacle. These same techniques are also useful on

a rough field where it is advisable to get the airplane off the ground as soon as possible to avoid

damaging the landing gear.

Objective: To obtain maximum performance when taking off from other than a smooth, hard

surface runway.

Procedure:

Verify flaps setting.

Taxi into takeoff position while maintaining full aft stabilator and back pressure on yoke,

without using brakes or stopping.

Verify magnetic heading matches assigned takeoff runway heading.

Smoothly apply takeoff power.

Check static RPM, and verify airspeed rising.

Use rudder as necessary to maintain directional control.

Maintain a nose-high attitude throughout the takeoff run.

As the nose wheel leaves the ground, slightly reduce back-stabilator pressure until the

main wheels leave the ground.

Use appropriate pitch attitude to remain in ground effect.

With an obstacle – accelerate in ground effect to VX and climb out at VX until the

obstacle has been cleared. When reaching safe altitude( 100 feet) retract the flaps and

accelerate for VY.

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Section4: FLIGHT

OPERATION Sub-Section 4.5 : Four Basic Maneuvers Page: 7 of 51


4.5 Four Basic (fundamental) Maneuvers

Maneuver:

The four basic flight maneuvers, or fundamentals of flight, are straight-and-level flight, climb

descent, turns. Climbing and descending turns may be included as fundamental combinations.

Objective: Proper use of the flight controls for maneuvering the airplane and attaining the proper

airplane attitude in relation to outsides and instrument references, also division of attention

between outside references, instrument references, and scanning for traffic.

Note : At any pitch attitude, the amount of power used will determine whether the airplane will

climb, descend, or remain level at that attitude.

Procedures:

Straight-and-level flight

Set the correct amount of power for desired straight and level flying speed.

Maintain a constant heading and altitude by controlling the nose and wings position with

reference to the natural horizon (although flight instruments may be used as cross-

check)

Trim to relieve control pressures

In case of power change ,turbulence , or wind gusts, control the aircraft’s path by

readjusting power and using control surface to returned the aircraft to desired heading

and altitude.

Maintain straight flight path, airspeed and altitude using outside references and

instrument cross-check.

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Climb

Clear airspace around your airplane.

Simultaneously increase power to setting desired for climb and apply back pressure to

increase pitch up attitude.

Apply right rudder pressure to compensate for left turning tendency .

Trim to relieve control pressures.

Maintain climb rate, airspeed and heading using outside references and instrument

cross-check.

Return to straight and level flight by gradually lower the pitch , when the desired cruise

speed reached reduce power to cruise setting, Trim to relieve control pressures.

Descent

Clear airspace around your airplane.

Reduce power setting for desired descent air speed.

Apply carburetor heat if required.

Set the correct pitch attitude for descent with regards to desired descent airspeed (at

lower airspeed near best glide speed, the pitch attitude could be the same as straight

and level flight attitude)


Maintain descent rate, airspeed and heading using outside references and instrument

cross-check.

Return to straight and level attitude by simultaneously set the straight and level pitch and

increasing power to cruise setting, when the desired cruise speed reached Trim to

relieve control pressures and set the carburetor heat to off position.

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Section4: FLIGHT



Turns

Clear airspace around your airplane in direction of turn and call out left/right clear.

Simultaneously turn to desired direction and add slightly power (depends on bank-

angle).

Apply slight amount of back pressure to maintain altitude.

Maintain coordinated flight by applying correct amount of rudder pressure in direction of

turn.

When reach the desired angle of bank ,neutralize the ailerons.


Maintain turning flight path, airspeed and altitude using outside references and

instrument cross-check.

Return to straight and level flight by roll-out approximately one-half of your angle of bank

by coordinated aileron and rudder control pressures, simultaneously release back

pressure and reduce power for straight and level flight, then trim to remove control

pressure.

Note : in combination of descending and climbing turns, if you reach the desired heading first,

roll-out from bank and maintain climb or descent power and attitude until reaching the desired

altitude. if you reach the desired altitude first, set the correct pitch and power for level flight and

maintain bank and continue turn toward the desired heading.

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Section4: FLIGHT

OPERATION Sub-Section 4.6 : Traffic pattern Page: 7 of 51


4.6 Traffic pattern

After takeoff pilots are required to continue on the departure leg until passing safe altitude or end

of the runway whichever is latest. After that continue climb and make a turn to the cross wind leg.

Continue on a cross wind leg for half to one mile and complete the climb checklist and then turn

onto the downwind leg and maintain ½ to 1 mile from the active runway, approximately half the

distance between the fuel cap and the wing tip on PA-28. Downwind position call shall be made at

beginning of downwind. Abeam the point of intended landing set first step of flaps on piper aircraft.

Maintain altitude and airspeed, make sure before landing check is completed. Turn to the base leg

when the touchdown point is approximately 45 degree behind the inside wingtip. On the base leg

extend second step of flaps in piper aircraft or extend first step(15 degrees) of flap in Tecnam

aircraft and adjust and trim airspeed for 70 knots . Anticipate for the radius of turn and try not to

overshoot or undershoot the final. Fly Along the imaginary extended runway centerline and

Compensate for the crosswind condition as necessary. In case of normal touch and goes, power

should be applied after flaps are selected to take off position and after maintain centerline.

In case of high wind condition (head wind or cross wind) pilots are required to increase approach

speed accordingly and use lower flap setting. Pilots are required to land at first third of runway or

first 1500 feet whichever is less, otherwise a go around should be executed. Solo flights are not

authorized to make touch and goes.

In case of go around, simultaneously apply full power and reduce flap setting to take-off position

and change the pitch attitude to establish a climb. After passing each 100 ft. AGL and checking

airspeed retract the flaps in increments.

In case of balked landing (rejected landing) or airplane bouncing maintain pitch attitude and hold

climb attitude , apply full power, maintain right rudder to counteract left turning tendency and pitch

attitude enough to arrest rate of descent and allow the airspeed increase to normal take off speed,

and then continue for normal climb.

Note: Any go around executed below 50 Ft is a balked landing.

Note: Low approaches shall not be practiced below 300 Ft AGL.

Note: Off-field landings are strictly prohibited.

Note: Do not initiate the after-landing checklist until clear of the runway and make full stop .

Note: landing light should be off at 300 Ft AGL.

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Section4: FLIGHT

OPERATION Sub-Section 4.7 : Training areas Page: 11 of 51


4.7 Training Areas

Five training areas are established around Payam airport which are as following:

Area A:

Area A is located between radial 330º and 350º, 8 to 14 NM out of PIM. The area altitude is

6000/7000 feet.

RWY 30 departure:

After takeoff make a right turn to intercept radial 340º and proceed to area A.

RWY 12 departure:

After takeoff make a left turn to intercept radial 340º and proceed to area A.

Vacating area: After receiving clearance to vacating area, proceed on radial 340 up to 6 NM there

after proceed directly to entry point.

Area B:

Area B is located between radial 310º and 330º, 8 to 14 NM out of PIM. The area altitude is

6500/5500 feet.

RWY 30 departure:

After takeoff continue on radial 300 up to 8 NM then make right turn to intercept radial 320.

RWY 12 departure:

After takeoff make a left turn to intercept radial 320º and proceed to area B.



Area C:

Area C is located between radial 265º and 295º, 8 to 14 NM out of PIM. The area altitude is

6500/5500 feet.

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RWY 30 departure:

After takeoff continue on radial 300 up to 8 NM then make left turn to intercept radial 280.

RWY 12 departure:

After takeoff make a right turn to intercept radial 280º and proceed to area C.



Area D:

Area D is located between radial 310º and 330º, 14 to 20 NM out of PIM. The area altitude is

6000/7000 feet.

RWY 30 departure:

After takeoff make a proper turn to intercept radial 300º after passing 14NM make a right turn to

enter the area D.

RWY 12 departure:

After takeoff make a right turn to intercept radial 300º after passing 14NM make a right turn to

enter the area D.

Vacating area:

After receiving clearance to vacating area, proceed on radial 300 up to 6 NM there after proceed

directly to entry point.

Area E:

Area E is located between radial 280º and 295º, 14 to 20 NM out of PIM. The area altitude is

6000/7000 feet.

RWY 30 departure:

After takeoff make a proper turn to intercept radial 300º after passing 14NM make a left turn to

enter the area E.

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RWY 12 departure:

After takeoff make a right turn to intercept radial 300º after passing 14NM make a left turn to enter

area E.


after proceed directly to entry point

Note: after entering area all pilots are required to make a report to Payam information.

Note: all pilots are required to proceed to areas at the altitude which is assigned by Payam

information.

Note: all pilots are required to vacate the areas at the altitude which is assigned by Payam

information.

Note: Payam Information may instruct some procedures other than the above for entering or

vacating the areas that should be followed by the aircraft.

Entry point:

All VFR traffics are required to enter Payam traffic pattern via VFR entry point which is located on

radial 270, 5NM out of PIM (There is an artificial lake there). The mandatory altitude over entry

point is 5500 FT unless otherwise instructed by Payam information. To enter traffic pattern from

entry point all pilots are required to maintain a heading to enter left hand downwind RWY 30 or

right hand base RWY 12 with 45 degree angle.

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Section4: FLIGHT

OPERATION Sub-Section 4.8: Clearing turn Page: 15 of 51


4.8 Clearing turns

Pilots are required to clear the area from the other traffic prior to maneuvering as soon as they enter

the area.

Clearing turn procedure is as following:

Visually check direction of initial turn for traffic.

Turn to either direction 90 degrees, in medium up to steep turn and looking in front,

below, and above aircraft for other traffic.

Check for terrain and weather condition.

Choose some field for emergency forced landing situation.

Roll out of turn at 90 degree point.

Enter turn in the opposite direction for 180 degrees and repeat above steps.

Upon completion of second turn, execute the maneuver as instructed.

4.8.1 Pre maneuver & post maneuver check

Each maneuvers completed after completion of following 4 stages:

1-Cruise

2-Pre maneuver check

3-Manuvers

4-Recovery

These are the normal procedural steps to be followed when conducting training in the PA28-

161 or Tecnam P92JS under Visual Flight Rules. All maneuvers will require the pre-

maneuver checklist to be completed prior to commencing each maneuver. At the conclusion

of the in-flight maneuver, the post-maneuver checklist will normally be completed after

returning to training or normal cruise, as appropriate.

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Section4: FLIGHT

OPERATION Sub-Section 4.8 : Clearing turn Page:16of 51


For Piper-28

For Tecnam

Pre maneuver

checklist

Post maneuver

checklist

Minimum safe altitude Verify visually -------

Fuel pump ON as required OFF

Mixture Rich Rich

Engine instrument Check Check

Carburetor heat As required OFF

Fuel selector Desire tank Desire tank

Area Clear --------

Pre maneuver

checklist

Post maneuver

checklist

Minimum safe altitude Verify -------

Fuel pump As required OFF

Engine instrument Check Check

Carburetor heat As required OFF

Fuel shut of valve Both On Both On

Area Clear --------

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Section4: FLIGHT

OPERATION Sub-Section 4.9 : Slow Flight Page:17of 51


4.9 Slow flight

Maneuver: This Maneuvering at MCA(minimum controllable airspeed) and other maneuvers with

distractions that can lead to inadvertent stalls should be conducted at a sufficient altitude to enable

recovery above 1500 feet AGL.

Objective: The objectives are to practice the control of the aircraft at speed near stalling speed

,and to be prepare for flight conditions at these speed such as during T/O ,L/D,... phases.

Procedure:

Pre maneuver checks complete

Select reference point on the horizon and note corresponding heading.

Apply carburetor heat (below 20ºC)

Reduce power to desire RPM.

Apply back pressure to reduce speed

Below VFE extend flaps in increments.

Reaching desire airspeed, slowly increase power to maintain airspeed.

Trim as required.

Apply right rudder if necessary for maintain HDG

Climb, descent or turn as required by instructor for coordination exercise (The optimum

bank angle is 10 to 15 degree bank angle).

Recovery procedure is as following:

Apply full power.

Place the carburetor heat to off position.

Apply forward pressure to increase airspeed

Retract the flaps in increments.

Set power for straight and level flight

Trim as required.

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Section4: FLIGHT

OPERATION Sub-Section 4.10 : Steep Turn Page: 18 of 51


4. 10 Steep turn

Note: The minimum altitude for practicing this maneuver is 1500 Ft AGL.

Maneuver: This maneuver consists of a turn in either direction using a bank angle steep enough to

cause an over banking tendency during which maximum turning performance is attained and

relatively high load factors are imposed.

Objective: The objective of the maneuver is to develop smoothness, coordination, orientation,

division of attention, and control techniques while executing high performance turns.

Procedure:


Pick a landmark to use as a reference and note the heading.

Air speed below VA.

Roll into a coordinated 45±5 degree banked turn.

Increase power to compensate for loss of airspeed and slightly nose up trim as required.

Begin roll out approximately 20 degree prior to original heading.

After roll out maintain altitude and air speed and compensate for the trim.

Note: In Tecnam aircraft steep turns should be terminated after 180 degrees of turn in each

direction.

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Section4: FLIGHT

OPERATION Sub-Section 4.11 : Power On stall Page: 19 of 51


4.11 Power ON stall

Note: Recovery from all stalls will be accomplished at a minimum altitude of 1500 feet AGL.

Maneuver: Power-on stall recoveries are practiced from straight climbs and climbing turns with 15

to 20 degrees of bank to simulate an accidental stall during takeoffs and climbs. Flaps should be

set to the normal takeoff or climb configuration.

Objective: To teach the student to recognize the indications of an approaching or full stall during

power on situations and to take prompt corrective action to prevent a prolonged stalled condition.

Procedure:


Reduce power to desire RPM

Establish the takeoff or climb configuration.

Takeoff flaps Set.

Slow to normal lift off speed 55 knot, and apply takeoff power while simultaneously

establishing a climb attitude.

Smoothly and continuously apply back-stabilator pressure while climbing straight ahead or

banking 15 to 20 degrees until the stall warning horned or full stall occurs.

Maintain coordinated flight with rudder.

Announce the onset of the stall as recognized by clues such as full-back stabilator, airframe

buffeting, high descent rate, or nose down pitching.

Immediately recover from the stall by releasing back- stabilator pressure to reduce the

angle of attack and level the wings by coordinated use of the flight controls.

Establish a VX climb pitch attitude to achieve a minimum loss of altitude with full power.

Retract the flaps in increments, if applicable, after a positive rate of climb is established and

accelerate to VX or VY and return to the specified heading and altitude.

Note: During practice of power on turning stall not required to set the flaps.

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Section4: FLIGHT

OPERATION Sub-Section 4.12 : Power off stall Page: 20 of 51


4.12 Power OFF Stall (Approach to Land Stall)


Maneuver: The practice of Approach to Land stalls is usually performed in a normal approach to

landing configuration in order to simulate an accidental stall occurring during landing. The stalls

can be performed to either imminent or full stall conditions. Also, they should be practiced in a no-

flap configuration, with partial flaps, with full flaps, and in turns.

Objective: The objectives in performing intentional stalls are to familiarize the pilot with conditions

that produce stalls, to recognize an approaching stall, and to develop the habit of taking prompt

corrective action.

Procedure:

Pre maneuver checks complete.

Determine specified altitude as an imaginary field and try to simulate stall 100 ft. above

that altitude and full recovery from stall.

Reduce power to idle and set flaps to landing configuration.

Maintain altitude while slowing to normal approach speed, 70 knot.

Establish and trim for a stabilized glide at normal Approach speed.

Note:This procedure can also be practiced without descending,and approach simulation.

When approach speed and attitude have stabilized, smoothly raise the nose to an

attitude that will induce a stall.

Announce the onset of the stall as recognized by clues such as full back stabilator,

airframe buffeting, high descent rate, or nose down pitching.

Immediately recover from the stall by releasing back- stabilator pressure to decrease the

angle of attack, advance the throttle to takeoff power and level the wings by coordinated

use of the flight controls.

Establish a VX climb pitch attitude and simultaneously retract the flaps in increments, if

applicable, after a positive rate of climb is established and accelerate to VX or VY before

final flap retraction.

Climb at VY while returning to original assigned heading and altitude

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OPERATION Sub-Section 4.13 : Accelerated stall Page: 21 of 51


4.13 Accelerated stall


Maneuver: This stall demonstrates a stall at higher indicated airspeeds when excessive

maneuvering loads are imposed by steep turns, pull-ups, or other abrupt changes in the airplane’s

flight path are made. It further demonstrates that a stall is a function of angle of attack rather than

airspeed.

Objective: The objective in demonstrating accelerated stalls is not to develop competency in

setting up the stall, but rather to learn how they may occur and to develop the ability to recognize

such stalls immediately, and to take prompt, corrective action.

Procedure:


Enter the maneuver in straight-and-level flight at airspeed below design maneuvering

speed and verify flaps retracted.

Set power to normal RPM

Simultaneously rolling into an approximately 45 degree bank.

Smoothly and firmly increase back-stabilator pressure until the stall occurs.

Recover promptly by releasing back-stabilator pressure and increasing power while using

coordinated control pressures to return to straight-and level flight.

Note: This maneuver is for dual only demonstration purposes.

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OPERATION Sub-Section 4.14 : Secondary stall Page: 22 of 51


4.14 Secondary stall


Maneuver: This stall demonstrates improper recovery techniques caused by attempting to hasten

the completion of a stall recovery before the airplane has regained sufficient flying speed. This stall

usually occurs when the pilot uses abrupt control input after a stall or spin recovery.

Objective: To teach the student to recognize the effects of improper control usage during stall

recoveries.

Procedure:


Reduce power to idle and set flaps to desired configuration.

Maintain altitude while slowing to normal approach speed and establish the desired

configuration.

Establish and trim for a stabilized glide at normal approach speed

When approach speed and attitude have stabilized, smoothly raise the nose to an

attitude that will induce a stall.

Recover from the stall without using power followed by an immediate increase in pitch to

induce a secondary stall.

Upon reaching a secondary stall release back-stabilator pressure and apply takeoff

power.

Set a VX climb pitch attitude to achieve a minimum loss of altitude.

Accelerate to VX or VY before final flap retraction.

Return to the specified heading and altitude.

Note: This maneuver is for dual only demonstration purposes.

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OPERATION Sub-Section 4.15 : Elevator trim stall Page: 23 of 51


4.15 Elevator trim stall:


Maneuver: This stall demonstrates what could happen when takeoff power is applied for a go-

around and positive control of the airplane is not maintained. This situation can occur during a go-

around from a normal approach to landing or from a simulated emergency landing approach.

Objective: To show the importance of making smooth power applications while overcoming

strong trim forces and maintaining positive control of the airplane.

Procedure:


Reduce power to idle and set flaps to normal approach to landing configuration.

Maintain altitude until approaching normal approach speed

Establish and trim for a stabilized glide at normal approach speed.

Smoothly apply takeoff power and allow the pitch attitude to increase above a normal

climbing attitude.

When it is apparent that a stall is approaching announce “stall approaching” and apply

adequate forward pressure to return to a normal climb attitude

While holding the airplane in this attitude, adjust trim to relieve the heavy control pressures.

After recovery, resume the normal go-around and level off procedures.

Note: This maneuver is for dual demonstration purposes only.

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OPERATION Sub-Section 4.16 : Cross control Stall Page: 24 of 51


4.16 Cross-control stall:

Note: Recovery from this maneuver shall be accomplished at 2000 Ft AGL.

Maneuver: This is a type of stall that occurs when the flight controls are crossed and aileron

pressure is applied in one direction and rudder pressure in the opposite direction.

This stall is mostly occurred during a poorly planned and executed base-to-final approach turn,

and often is the result of overshooting the centerline of the runway during that turn.

Objective: The objective of this maneuver's demonstration is to show the effect of improper

control technique and to emphasize the importance of using coordinated control pressures

whenever making turns.

Procedure:


Reduce power to idle and verify approach flaps setting .

Maintain altitude until the airspeed approaches normal approach speed

Establish and trim for a stabilized glide at normal approach speed.

Once stabilized, initially roll into a medium banked turn to simulate a base-to-final approach

turn that would overshoot the runway centerline.

During the turn, allow the airplane to assume uncoordinated flight by applying excessive

rudder pressure in the direction of turn and opposite aileron pressure.

At the same time, back-stabilator pressure is required to keep the nose from dropping so as

to maintain approach speed.

Maintain increasing control pressures until the airplane stalls.

When the stall occurs, release control pressures and maintain level flight and increase

power to full condition to recover from stall.

Note: This maneuver is for only dual demonstration purposes

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OPERATION Sub-Section 4.17 : Rectangular Course Page: 25 of 51


Ground Reference Maneuvers

4.17 Rectangular Course

Maneuver: This is a training maneuver in which the ground track of the airplane is equidistant from

all sides of a rectangular area on the ground. While performing the maneuver, altitude and

airspeed should be held constant. Practice of this maneuver will be helpful in recognizing the

effects of wind drift toward or away from an airport runway during the various legs of the airport

traffic pattern.

Objective: The objectives are to develop division of attention between the flight path and ground

references, while controlling the airplane and watching for other air traffic.

Procedure:


Select a suitable rectangular reference area well away from other air traffic and near

where an emergency landing can be made.

Plan the maneuver so as to enter a left or right pattern at 45 degrees to the downwind

leg, at 1,000 feet AGL, at desire airspeed.

Maintain an appropriate distance from the field boundary of 1/4 to 1/2 mile,

approximately half the distance between the fuel cap and the wing tip in low wing

aircraft.

All turns should be started when the airplane is abeam the corner of the field boundaries,

and the bank should normally not exceed 45 degrees.

Vary the bank angle used during the turns as necessary to maintain a constant radius

from the field.

Apply adequate wind-drift correction during the straight and level legs to maintain a

constant ground track around the rectangular reference area.

Maintain entry altitude and airspeed during the maneuver.

Exit the maneuver at the end of the downwind leg 45 degrees away from the field.

Standard Operation

Procedure

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Section4: FLIGHT

OPERATION Sub-Section 4.18 : Turn Around a Point Page: 26 of 51


4.18 Turns around a point

Maneuver: This is a training maneuver in which the airplane is flown in two or more complete

circles of uniform radius from a prominent ground reference point. Wind drift control, altitude, and

airspeed must be maintained throughout the entire maneuver.

Objective: The objective, as in other ground reference maneuvers, is to help the pilot develop the

ability to control the airplane while dividing attention between the flight path and ground references,

while watching for other air traffic, obstacles, and birds.

Procedure:


Select a suitable ground reference point well away from other air traffic and near where

an emergency landing can be made.

If desired, select four equidistant points around the ground reference point to aid in

making a symmetrical circle.

Plan the maneuver so as to enter a left or right pattern downwind at 1,000 feet AGL, and

at a distance equal to the desired radius of turn at 80 KIAS.

Maintain constant airspeed, altitude, and radius around the point while adjusting bank

and drift correction using up to but not exceeding 45 degrees of bank angle.

Depart the maneuver after a minimum of two circles on the entry heading.

Standard Operation

Procedure

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Section4: FLIGHT

OPERATION Sub-Section 4.19 : S-Turn Page: 27 of 51


4.19 S-Turn across a road

Maneuver: This is a training maneuver in which the airplane’s ground track describes semicircles

of equal radius on each side of a selected straight line on the ground. The maneuver consists of

crossing a line at a 90 degree angle and immediately beginning a series of 180 degree turns of

equal radius in opposite directions, re crossing the line at a 90 degree angle just as each 180

degree turn is completed.

Objective: The objectives are to develop the ability to compensate for wind drift during turns,

orientation about the flight path with ground references, and divide the pilot’s attention between

inside and outside the aircraft.

Procedure:


Select a suitable ground reference line, perpendicular to the wind and well away from

other air traffic and near where an emergency landing can be made.

Plan to enter the maneuver downwind at 1,000 feet AGL, at 80KIAS.

Apply adequate wind-drift correction and bank angle to track a constant radius 180

degree turn back towards the reference line using up to a maximum bank angle of 45

degrees.

After 180 degrees of turn, and back over the reference line with wings level, continue the

maneuver in the opposite direction.

Depart the maneuver on the entry heading.

Standard Operation

Procedure

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Section4: FLIGHT

OPERATION Sub-Section 4.20 Unusual Attitude Recovery Page: 28 of 51


4.20 Unusual Attitude (upset) Recovery

Abnormal attitudes arise out of deficient attitude scanning on the artificial horizon or outside the

aircraft. Recovery from an unusual attitude is accomplished by first recognizing the aircraft’s

attitude. The aircraft can then be maneuvered to recover.

Objective: Pilots should be familiar with upset recovery procedures so as to be able to initiate

them immediately upon recognition of those abnormal attitudes.

Abnormal attitudes and recoveries are as following:

Nose Up wing level:

Simultaneously increase power and reduce angle of attack and steer in a light turn the

airplane, in order to reduce the negative load and to have less lift component to

counteract.

When speed rises and within a safe margin, rolls wings level and pull to reset a normal

attitude.

Set correct power setting.

Nose Up in turn:

Reduce pitch attitude and apply power.

When speed rise and within a safe margin roll wings level and pull to reset a normal

attitude.


Nose Down wings level:

Reduce immediately power.

Pull up gently resetting a safe attitude; remember the load factor (respect airplane G

limitation).

Set correct power setting. Avoid accelerated stalls.

Nose Down in turn:

Simultaneously immediately reduce power and roll out wing level, in order to remain

within speed limitation and to have the best lift component available.

Pull up gently resetting a safe attitude; remember the load factor (respect airplane G

limitation).


Standard Operation

Procedure

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Section4: FLIGHT

OPERATION Sub-Section 4.21 Normal Landing Page: 29 of 51


4.21 Normal landing

Maneuver: Landing on fields with paved and hard surface, such requires following procedures.

Objective: To develop the student’s ability to land safely on a normal runway.

Procedure:

Fly a normal pattern and approach procedure.

Final approach:

Select an aiming point for touchdown.

Maintain centerline with yoke.

Maintain normal approach speed.

At the round out, reduce the power to idle and continue the flare to touch down on the

main wheels first and then nose wheel with slightly pitch up attitude .

Softening the touchdown and easing the nose wheel down.

Maintain directional control by using rudder pedals

Apply brakes below 40 knot indicate airspeed to stop the aircraft

Do not initiate the after-landing checklist until clear of the runway.

Standard Operation

Procedure

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Section4: FLIGHT

OPERATION Sub-Section 4.22: Soft Field Landing Page: 30 of 51


4.22 Soft field landing

Maneuver: Landing on fields that are rough or have soft surfaces, such as snow, sand, mud, or tall

grass requires unique procedures. The approach for the soft-field landing is similar to the normal or

short-field depending on field selection. The major difference between these, is that, during the

soft-field landing, the airplane is held 1 to 2 feet off the surface in ground effect as long as possible

to dissipate the forward speed sufficiently to allow the main wheels to touch down gently at

minimum forward speed and minimum rate of descent.

Objective: To develop the student’s ability to land safely on soft fields.

Procedure:

Fly a normal or soft-field approach procedure.

At the round out, reduce the power to idle and continue the flare to touch down on the

main wheels first at the slowest possible airspeed and with a nose-high pitch attitude.

If necessary a slight addition of power during and immediately after touchdown will aid in

softening the touchdown and easing the nose wheel down.

Hold sufficient back-stabilator pressure to keep the nose wheel off the ground until it can

no longer aerodynamically be held off the field surface.

Do not apply brakes


Caution: Pilots are required to exercise extra caution for possible tail strike.

Note: Soft field landing may be practiced in full flaps position.

Standard Operation

Procedure

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OPERATION Sub-Section 4.23: Short Field Landing Page: 31 of 51


4.23 Short field landing

Maneuver: Short-field approaches and landings require the use of procedures and techniques for

landing at fields with a relatively short landing area or where an approach is made over obstacles

that limit the available landing area.

Objective: To develop the student’s ability to obtain maximum aircraft performance in order to land

safely within confined landing areas.

Procedure:

Final approach:

Select an aiming point to clear obstacles.

Set flaps to 40 degrees in piper and 30 degrees in Tecnam.

Maintain short-field approach speed.

Adjust pitch to maintain a steeper than normal angle of descent and power to maintain

airspeed.

Extend flap to full position after passing 50feet obstacle in no stabilize approach or after

landing clearance assure in stabilize approach on final.

At the round out, continue the flare to touchdown on the main wheels first in approximately

the pitch attitude that will result in a power-off stall just as the power is reduced to idle.

Touch as soon as possible, this needs some positive control pressure landing

Upon touchdown, hold this pitch attitude as long as the stabilator remains effective to

provide aerodynamic

Retract the flaps and Apply Brakes for maximum braking efficiency.

Brakes should be applied evenly and firmly to minimize the after-landing roll without

skidding.


Standard Operation

Procedure

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Section4: FLIGHT

OPERATION Sub-Section 4.24: No flap Landing Page: 32 of 51


4.24 No flap landing

Maneuver: The no-flap landing demonstrates the airplane’s handling and performance

characteristics when approaching to land without wing flaps extended.

Objective: To develop the student’s ability to safely land in a no-flap configuration and use this

technique during strong windy conditions.

Procedure:

Follow the normal traffic pattern operations procedure for arriving at final approach leg.

Abeam the point of intended landing, reduce power and begin a gradual descent at

desire airspeed. Do not extend the flaps during the pattern.

At a point approximately 45 degrees from the approach end of the runway, begin a

medium bank turn onto the base leg and slow to final approach speed.

While on the base leg, visually clear the final approach area.

Final approach:

Set an aiming point in order to land within the first 1/3 of the runway.

Flaps should remain retracted.

Maintain no flap approach speed.

Maintain aiming point with power corrections until approaching round out attitude.

At the round out, smoothly reduce power to idle and continue the flare to touchdown on

the main wheels first at approximately stalling speed.

Upon touchdown, hold the nose wheel off the runway as long as the stabilator remains

effective to provide aerodynamic braking, as appropriate.

Maintain directional control using rudder.


Note: The descent angle in a no-flap condition is much shallower than when using flaps. Also,

landing distances will be increased due to the higher approach speed used

Standard Operation

Procedure

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Section4: FLIGHT

OPERATION Sub-Section 4.25: Forward Slip to Landing Page: 33 of 51


4.25 Forward slip to landing

Maneuver: A forward slip can be used to increase the airplane’s descent angle without increasing

airspeed. This could prove useful in making an emergency landing, or for landing in an area with

obstructions. A forward slip should not be used to lose altitude because of poor approach

planning.

Objective: To develop the student’s ability to perform Forward slips and be prepare for emergency

approach and landing.

Procedure:

Maintain a slightly higher than normal altitude on final approach until ready to begin the

slip.

Reduce power to idle, lower the upwind wing by using aileron and apply opposite rudder

to prevent the airplane from turning toward the lowered wing.

Adjust the pitch attitude to maintain normal approach airspeed.

Maintain the slip until the normal glide path is attained, and then the slip may be

discontinued.

Continue with the appropriate landing procedure.

Note: Practice of this maneuver with flaps is not allowed in P.A.T.C

Standard Operation

Procedure

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Section4: FLIGHT

OPERATION Sub-Section 4.26: side slip to landing Page: 34 of 51


4.26 Side slip to landing:

Maneuver :The sideslip similar to forward slip executed by use of opposite aileron and rudder

control. In this maneuver it is entered by lowering upwind wing and exactly enough opposite rudder

so the airplane does not turn (remains on same heading), while adding airspeed as required. In

the sideslip, the airplane's longitudinal axis remains parallel to the original flight path, but the

airplane no longer flies straight along its original track. Now, the horizontal component of lift forces

the airplane to move sideways toward the low wing depend on bank angle.

Objective: To develop the student’s ability to perform side slip during crosswind landing.

Procedure:

Maintain a slightly off center of runway normal final path on final approach until ready

to begin the slip.

Reduce power to idle or more in strong windy condition , lower the upwind wing by

using aileron and apply opposite rudder to prevent the airplane from turning toward the

lowered wing and adjust bank angle for slipping toward aim point on runway.

Adjust the pitch attitude to maintain normal approach airspeed

Maintain the slip until the approaching runway and prepare for flare and landing with

slightly correction , the slip may be discontinued before landing.

Continue with the appropriate landing procedure

Standard Operation

Procedure

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Section4: FLIGHT

OPERATION Sub-Section 4.27: Simulated Force Landing Page: 35 of 51


4.27 Simulated Force landing

Note: Instructor pilot must be on board the aircraft and must be familiar with the area and terrain

over which the maneuver to be practiced.

Warning: Simulated force landing shall not be practiced unless a suitable field for actual force

landing is available.

Both the student and the instructor pilot must visually and verbally verify chosen emergency

landing sites and obstructions such as power lines, trees, populated areas, etc.

No simulated forced landing will be continued below 500 feet AGL except to an approved runway.

For maneuvers away from an approved runway, the flight instructor should announce the minimum

altitude in feet MSL.

Never allow airspeed to decrease below final approach speed.

With possibility of carburetor icing, carburetor heat should be on before power reduction and verify

power availability every 20 to 30 seconds by applying throttle.

Standard Operation

Procedure

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Section4: FLIGHT

OPERATION Sub-Section 4.28: Cross wind Landing Page: 36 of 51


4.28 Crosswind landing:

Maneuver: The crosswind landing demonstrates the airplane’s handling and performance

characteristics when approaching to land with crosswind component this may be performed

without flaps extended depends on wind’s speed.

Objective: To develop the student’s ability to safely land in a crosswind condition with crab or wing

low configuration.

Procedure: we have two methods for crosswind landing

I. Crab method that almost used for low wing airplane that could not have more bank angle during

flare and use thrust to relief crosswind component.

II. Wing low method that used more on high wing airplane and use horizontal component of lift to

relief crosswind component.

4.28.1 Crab method:

Approach to the active runway normally with before landing checklist completed and

analyses wind component reported from tower or observe on wind sock with runway for

selected left or right hand wind component.

in crab method continue approach on final with change heading into the wind for keep

track on final and runway centerline ,in left crosswind decrease heading and in right

crosswind increase heading.

during flare and exactly before landing use opposite rudder for aline with centerline with

opposite aileron for bank tendency.

After landing maintain centerline with rudder and apply brake as required.

Standard Operation

Procedure

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OPERATION Sub-Section 4.28: Cross wind Landing Page: 37 of 51


4.28.2 Wing low method:

during approach on final apply correction by lowering the upwind wing and

simultaneously apply opposite rudder to prevent the airplane from turning and keep the

longitudinal axis aligned with the runway, in crosswind from left side turn yoke or stick to

the left with apply right rudder and vice versa.

As airspeed decrease in the flare, gradually increase the rudder and aileron deflection to

maintain the proper amount of wind correction.

The airplane will touch down on the upwind wheel first then on downwind wheel .for

example in left cross wind ,the left wheel should touch the ground first, then the right

wheel

Due to holding opposite rudder for correction the nose wheel may not aligned with the

runway center line ,and to prevent swerving on the runway, must relax the corrective

rudder pressure just as the nose wheel touches down.

After landing maintain centerline with rudder and apply brake as required.

Standard Operation

Procedure

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Section4: FLIGHT

OPERATION Sub-Section 4.29: Table of Airspeed & Flap setting Page: 38 of 51


4.29 Table of airspeed and flap setting

Table of airspeed and flap setting

Piper-28 Tecnam

Flap° A/SKts Flap° A/SKts

Normal T.O 25 ° 55-60 15 ° 47-55

Short field T.O 25° 55 15 ° 50

Soft field T.O 25° 50 15 ° 47

0° flaps T.O 0° 60-65 0° 55-60

Vx ---- 63 ---- 56

VY ---- 79 ---- 70

Best glide speed ---- 73 ---- 66

VA ---- 88-111 ---- 93

Vs1 ---- 50 ---- 48

Vs0 ---- 44 ---- 43

VFE ---- 103 ---- 68

VNO ---- 126 ---- 106

VNE ---- 160 ---- 134

Normal cruise ---- 80 ---- 80

Normal App. 25° 70 15° 65

Soft field App. 25°-40° 65-70 30°-38° 60-65

Short field App. 40° 65 38° 60

0 flaps App. 0° 75 0° 70

Slow flight 25° 55-60 15° 50-55

Standard Operation

Procedure

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Section4: FLIGHT

OPERATION Sub-Section 4.30: Cross Country Flight Page: 39 of 51


4.30 Cross country Flights

Parsis Aviation Training Center’s aircraft are authorized to be flown to all destination airports inside

of the country which is approved by head of operation. Parsis Aviation Training Center’s aircraft

needs special authorization from IR-C.A.O and Head of Operation for any International flight.

Destination airports must have a runway that is paved and have enough take-off and landing

available distance for safe operation. Prior to an aircraft being dispatched for cross-country, it is

the pilot’s responsibility to ensure that at no time will any inspection be over-flown during the flight.

All student pilots who have cross–country flights must have a complete review of the navigation

log by his/her Instructor. The Operation Training Office will not receive grade without this

endorsement.

The flight instructor must review for the following:

The cross-country flight meets the syllabus objectives.

The student understands the requirements of the flight and all required route and

communication procedures.

The pilot has in his/her possession appropriate and current charts.

The navigation log is complete and accurate.

The navigation log has a sketch of all airports intended for use.

The pilot must have with him/her all required pilot certificates.

4.30.1 Formation flights

Aircraft shall not be flown in formation except by pre-arrangement and with approval from

head of operation. All pilots flying in formation flight should observe rules of the air related to

this maneuver, annex 2 paragraph 3.1.8 .

Standard Operation

Procedure

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Section4: FLIGHT

OPERATION Sub-Section 4.31: Tracking VOR Page: 40 of 51


Instrument Procedures

4.31 Tracking VOR radial:

Maneuver: Tracking a VOR radial allows a pilot to navigate directly to or from a Very-High Frequency

Omni directional Range (VOR). The process of tracking involves crabbing into the wind while

maintaining the airplane’s ground track constant.

Objective: To develop the student’s ability to navigate a direct course either to or from a VOR.

Procedure:

Tune and identify the appropriate VOR frequency.

To track a radial inbound to a VOR, rotate the Omni-bearing selector (OBS) until a TO flag

appears in ambiguity indicator then center the course deviation indicator (CDI).

Turn to the course indicated by the index and fly that heading.

If the CDI needle moves either left or right, initially turn 20 degrees in the direction that the

needle deflects.*

When the CDI centers again, reduce the course correction by half.

If the CDI moves left or right now, it should do so much slower, and you can make a smaller

heading correction. This is called “bracketing the course” until you’ve established a wind

correction angle that will hold you on course.

To track a radial outbound, initially rotate the OBS until a FROM flag appears in ambiguity

indicator and repeat steps #2 through #5.

Note: To avoid reverse sensing, always fly to a VOR with a TO flag or away from a VOR with

a FROM flag. This will allow you to always fly towards the direction that the CDI deflects and

towards the course selected.

Standard Operation

Procedure

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Section4: FLIGHT

OPERATION Sub-Section 4.32: Intercepting VOR Page: 41 of 51


4.32 Intercepting VOR radials:

Maneuver: Intercepting and tracking VOR radials can be used in order to fly the aircraft along a

desired course, either to or from the VOR.

Objective: To develop the student’s ability to orient themselves around the VOR and develop their

skills at intercepting and tracking VOR radials.

Procedure:

Tune and identify the appropriate VOR frequency.

Check and set the heading indicator against the magnetic compass.

Determine which VOR radial the aircraft is currently located on(orientation).

Determine the intercept angle with regard to distance from VOR, aircraft speed ,traffic

requirement, inbound or outbound condition and off degrees from desired radial .

as a rule of thumb Double the difference between the aircraft’s current radial and the desired

radial to find the intercept angle.

Rotate the OBS to the desired radial/course.

While referencing the desired radial apply the intercept angle in the direction of the Course

Deviation Indicator (CDI) deflection to calculate the intercept heading.

Turn the aircraft to the intercept heading.

Once the CDI moves from full scale deflection, determine the rate of turn required to roll out on

the appropriate radial.

Apply wind drift correction and track along the desired radial.

Note: When within 5 NM of a VOR station, use no greater than a 30-45 degree intercept angle, to

avoid overshooting due to course sensitivity.

Note: Interception angle should not be more than 90º.

Standard Operation

Procedure

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Section4: FLIGHT

OPERATION Sub-Section 4.33: Tracking NDB Page: 42 of 51


4.33 Tracking NDB bearing:

Maneuver: Tracking uses a heading that will maintain the desired track to or from a Non Directional

Radio Beacon (NDB) station regardless of crosswind conditions. Interpretation of the heading

indicator and ADF needle is done to maintain a constant magnetic bearing (MB) to or from the station.

Objective: To develop the student’s ability to navigate a direct course either to or from an NDB.

Procedure:

Tune and continuously identify the appropriate NDB.

To track inbound, turn to a heading that will produce a zero relative bearing.*

Maintain this heading until off-course drift is indicated by displacement of the needle.

• Needle moving left = wind from the left.

• Needle moving right = wind from the right.

When there is a definite change in needle reading (2-5 degrees), double the number of

degrees and turn in the direction of the needle to intercept the initial bearing.

Maintain the new heading until the angle of deflection equals the intercept angle.

• Correction = deflection

Take out half of the intercept angle and maintain the new heading to track the course.

The aircraft is on course as long as the relative bearing remains the same number of degrees

as the wind correction angle. If not, repeat steps #3 thru #5 using smaller angles,this

procedure called “bracketing.”

*Note: To track outbound, the same principles apply as inbound. Wind correction is made towards the

needle deflection. The only exception is that, while the turn to establish the wind correction angle is

being made, the direction of the azimuth needle deflection is reversed. When tracking inbound,

needle deflection decreases while turning to establish the wind correction angle, conversely, needle

deflection increases when tracking outbound.

Standard Operation

Procedure

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OPERATION Sub-Section 4.34: Intercepting NDB Page: 43 of 51


4.34 Intercepting NDB bearing:

Maneuver: Intercepting and tracking NDB bearings can be used in order to fly the aircraft along a

desired course, either to or from a Non-Directional Radio Beacon (NDB).

Objective: To develop the student’s ability to orient themselves around the NDB and develop their

skills at intercepting and tracking NDB bearings.

Procedure:

Tune and continuously identify the appropriate NDB.


Determine your position in relation to the station by turning to parallel the desired inbound

bearing.*

Note whether the station is to the right or left of the nose position. The head of the needle will

always point to the station.

Determine the number of degrees of needle deflection from the zero position and double this

amount for the interception angle.

Apply the intercept angle to the desired magnetic bearing in the direction that the needle

deflects to get the intercept heading.

Turn the aircraft to the intercept heading.

Maintain the intercept heading until the ADF needle is deflected the same number of degrees

from the zero position as the intercept angle, minus lead.

Turn to the desired magnetic bearing and apply wind drift correction to track the desired

bearing.

*Note: Interception of an outbound bearing can be accomplished by the same procedures as for the

inbound intercept, except that it is necessary to substitute the 180 degree position for the zero

position.

Note : in the procedure above it is assumed that the installed instrument is ADF with fixed card dial.

Standard Operation

Procedure

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Section4: FLIGHT

OPERATION Sub-Section 4.35: Intercepting & Tracking DME Arc Page: 44 of 51


4.35 Intercepting and tracking DME arcs:

Maneuver: Intercepting and tracking DME Arcs can be used in order to fly the aircraft along a desired

course to intercept the final approach course to a precision or non precision instrument approach or to

intercept a radial which is far from present radial more than 80 degrees.

Objective: To develop the student’s ability to track a DME arc at a specified distance.

Procedure:

Tune and identify the appropriate VOR and DME ferequency.*


Track the course assigned by ATC inbound “TO” or outbound “FROM” the VOR, as

appropriate.

ATC will assign the direction of the arc and the DME distance to maintain. Example: EP-MGZ

make arc west on the 10 DME.

Determine the arc intercept heading by advancing or decreasing the OBS as appropriate. e.g.,

if proceeding inbound on the 180° radial and the above instructions are received, the next

radial the aircraft will cross is the 190° radial. Set the OBS to 190° and apply 90° in the

direction that the needle deflects to get the intercept heading.

Determine the direction of turn from the heading indicator.

When 0.5 NM(as a rule of thumb for aircraft with speed less than 150 kont)away from the DME

fix, begin a turn to the intercept heading. If it appears the aircraft will fly past the DME fix,

continue past the planned rollout heading. If the aircraft will not make it to the DME fix, roll out

of the turn early.

Use the OBS to monitor the aircrafts progress during the arc in 10 degree increments.

Apply wind correction as necessary to maintain a constant DME distance from the VOR.

Standard Operation

Procedure

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OPERATION Sub-Section 4.35: Intercepting & Tracking DME Arc Page: 45 of 51


Set the OBS to monitor the aircraft’s progress across the VOR in 10 degree increments.

IF TRACKING TO A FINAL APPROACH COURSE: Select a lead-in radial approximately 5°

before the final approach course, or as recommended by the approach plate.

upon reaching the lead-in radial, turn to the final approach heading.

*Note: The #1 navigation receivers should be tuned and set to the desired instrument approach

frequency. The #2 navigation receiver should be tuned and set to the nav aid used for the DME arc

using a FROM flag.

Note: DME indicator onboard or GPS data is mandatory for making arc ,but arc can be made either

by VOR or ADF indicator. in case of using ADF the needle should hold at wing tip position towards

NDB station except for wind correction or distance maintaining corrections.

Standard Operation

Procedure

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Section4: FLIGHT

OPERATION Sub-Section 4.36: Holding Procedure Page: 46 of 51


4.36 Holding procedure:

Maneuver: Holding patterns are used as a delaying action en route for traffic means or adverse

weather, or in an instrument approach when final track of arriving route has more than 30 degrees

difference with initial track of approach. Holding is a maneuver which keeps the aircraft within a

specified airspace while awaiting for further clearance from ATC.

Objective: To develop the student’s ability to determine the ICAO recommended pattern entry and

maneuver the aircraft over a predetermined holding fix, while correcting for winds aloft.

Procedure:

Tune and identify the appropriate navigational aids.


Determine holding pattern entry.

When within 3 minutes from the fix, start a speed reduction in order to cross the fix at or below

the maximum holding speed.

Upon reaching the fix, report to ATC the name of the fix, the time, and the altitude.

Upon crossing the fix, execute the appropriate holding pattern entry procedure.

Start timing outbound when wings level or abeam the fix, whichever occurs later. If the abeam

point cannot be determined, start time when the outbound turn is completed.

Adjust the heading and length of the outbound leg so as to intercept and track along the

inbound course for 1 minute.*

Remain in the holding pattern until given a revised clearance, or if radio communication is lost,

until the given expected approach time.

Report departing the hold and resume normal cruise or remain at approach speed if

applicable.

*Note: As a rule of thumb, apply 3 times the amount of wind correction outbound as needed to

maintain the inbound course in the direction of the wind. Example: 10° of wind correction inbound

would result in a 30° wind correction outbound.

Standard Operation

Procedure

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Section4: FLIGHT

OPERATION Sub-Section 4.37: Non Precision Approach Page: 47 of 51


4.37 Non-precision approach:

Maneuver: A non-precision approach provides horizontal guidance to the aircraft in order to land at

an airport in Instrument Flight Rules (IFR condition).

Objective: The objective of this maneuver is to transition the aircraft from the en route airspace

structure to landing. Non-precision approaches are used to guide the aircraft horizontally through the

air and use a series of step down fixes to guide the aircraft safely to the runway.

Procedure:

Study the selected approach plate and conduct the approach briefing.

Tune and identify the appropriate navigational facilities.


Complete the before landing checklist in final approach segment

Prior to intercepting the final approach course set flaps to 10 degrees, and slow to approach

speed.

Once the aircraft is established on the final approach course, cleared for the approach, and

has crossed the Final Approach Fix (FAF), if applicable; maintain course guidance and

descend at 500 FPM, or as appropriate to the Minimum Descent Altitude (MDA).

Once the runway environment is in sight or has adequate visual reference, execute the normal

approach or circling to land procedure, as appropriate.

Upon reaching the MDA with the runway environment not in sight, execute the missed

approach procedure.

Standard Operation

Procedure

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OPERATION Sub-Section 4.38 Precision Approach Page: 48 of 51


4.38 Precision ILS approach:

Maneuver: A precision approach provides horizontal and vertical guidance to the aircraft in order to

land at an airport in an IFR flight .

Objective: The objective of this maneuver is to transition the aircraft from the enroute airspace

structure to landing. Precision approaches are used to guide the aircraft horizontally and vertically

along the runway’s extended centerline.

Procedure:

Study the selected approach plate and conduct the approach briefing.

Tune and identify the appropriate navigational facilities.


Complete the before landing checklist in final approach segment.

Prior to intercepting the final approach course, set flaps to 10 degrees, and slow to approach

speed.

When cleared for the approach, track the localizer inbound until intercepting the glide slope.

Track the localizer and glide slope to the Decision Altitude (DA).

Upon reaching the DA, with the runway environment in sight or has adequate visual reference,

execute the normal approach and landing procedure while continuing to monitor the localizer

and glide slope until TCH.

Upon reaching the decision height with the runway environment not in sight, execute the

missed approach procedure.

Standard Operation

Procedure

Issue No 01

Revision 00

January 2016

Section4: FLIGHT

OPERATION Sub-Section 4.39 Missed Approach Procedure Page: 49 of 51


4.39 Missed approach procedure:

Maneuver: A missed approach procedure is formulated for each published instrument approach and

allows the pilot to return to the airway structure or the initial approach fix of that or the other

instrument approach procedure while remaining clear of obstacles. A missed approach will be initiated

at the point where the aircraft has descended to authorized landing minimums at a specified distance

or time from the facility and visual contact has not been established, or when directed by ATC.

Objective: To develop the student’s ability to safely and efficiently transition from the final approach

segment of an instrument approach to the missed approach segment when landing minimums have

not been met.

Procedure:

Study the approach plate to become familiar with the published missed approach flight path or

the directions given by ATC, as appropriate.

Upon reaching the Decision Altitude (DA)in precision approach or Missed Approach Point

(MAP) in non precision approach,* if no visual contact is made with the runway environment,

apply full power and establish a climb pitch attitude.

With a positive rate of climb, retract the flaps.

Proceed as directed along the appropriate missed approach path.

Notify ATC of the missed approach.

*Note: If the missed approach is initiated prior to reaching the MAP, unless otherwise cleared by ATC,

continue to fly the Instrument Approach Procedure (IAP) as specified on the approach plate to the

MAP at or above the MDA or DH/DA before beginning a turn.

Standard Operation

Procedure

Issue No 01

Revision 00

January 2016

Section4: FLIGHT

OPERATION Sub-Section 4.40 Circle to Land Page: 50 of 51


4.40 Circle to land procedure:

Maneuver: A circle to land when performing a straight instrument approach is used to transition the

aircraft from one runway to another runway . It can be used to land on runways with more favorable

winds or to conform to traffic pattern operations already in use at an airport.

Objective: To develop the student’s ability to safely maneuver from one runway to another for

landing.

Procedure:

Descend to the circling minimums.

Circle to the runway of intended landing using the appropriate circling approach traffic pattern

and maneuver the shortest path to the base or downwind leg.

Once a landing on the appropriate runway is assured, descend from the circling minimums

and complete the normal approach and landing procedure.

In circling for landing runway must be insight if visual contact with the runway is lost, make a

climbing turn towards the original approach runway and execute the missed approach

procedure.

Note: If the ceiling allows, fly at an altitude that more nearly approximates the VFR traffic pattern

altitude.

Standard Operation

Procedure

Issue No 01

Revision 00

January 2016

Section4: FLIGHT

OPERATION Sub-Section Blank Page Page: 51 of 51


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