PPL-CPL Sop 1 Feb 22

PPL and CPL
Standard Operating Procedure

(SOP)
Issue: 1 Revision: 1.1

Effective Date: 1 FEB 2022
BATC.SOP.001 Issue: 1 Rev.: 1.1

© BANGKOKAIR AVIATION TRAINING CENTER
PPL and CPL PAGE: 0-1
Standard Operating Procedure (SOP)
Section 0: Controlled SOP Effective Date: 1 FEB 2022
ISSUE: 1
REVISION: 1.1
Effective Date: 1 Feb 2022
0.1. APPROVED SOP
Authority Position Signature Date
Prepared by: Chief Theoretical Knowledge (CTK) 25 Jan 2022
Reviewed by Flight Instructor (IP) 25 Jan 2022
Approved by: Accountable Manager (AE) 25 Jan 2022

PPL and CPL PAGE: 0-2
Standard Operating Procedure (SOP)
0.2. RECORD OF REVISION

No. Revision No. Date Incorporated By
1 Issue: 1 Rev: 00 15 Oct 2020 Flight Operation Department
2 Issue: 1 Rev: 1.0 1 July 2021 Flight Operation Department
3 Issue: 1 Rev: 1.1 1 Feb 2022 Flight Operation Department
0.3. SYSTEM FOR THE ANNOTATION OF PAGES

PPL and CPL Standard Operating Procedure (SOP) must have format as the following:
Name of the Page Number

BATC Logo
manual
Issue and Revision

Number
Effective Date

PPL and CPL Page: 0-3
Standard Operating Procedures (SOP)
TABLE OF CONTENTS
Section 0: Controlled SOP Page
0.1. APPROVED SOP 0-1
0.2. RECORD OF REVISION 0-2
0.3. SYSTEM FOR THE ANNOTATION OF PAGES 0-2
Section 1: General Page
1.0 INTRODUCTION 1-2
1.0.1 Purpose 1-2
1.1 CHECKLIST POLICY 1-3
1.2 CHECKLIST PRIORITIES 1-3
1.3 COCKPIT COORDINATION 1-4
1.3.1 Sterile Cockpit 1-4
1.3.2 Cockpit Actions 1-4
1.3.3 ATC Read-Backs 1-4
1.3.4 One Head Up 1-4
1.3.5 Headset Operation 1-4
1.4 STANDARD CALLOUTS 1-4
1.4.1 Actions performed by pilot 1-5
1.4.1.1 SET 1-5
1.4.1.2 ON/OFF 1-5
1.4.2 Altitude 1-5
1.4.3 Flaps or Landing Gear Callouts 1-6
1.4.4 Pilot Duties Transfer 1-6
1.4.5 Summary for Each Phase of Flight 1-7
1.5 BATC Stabilized Approach Policy for Visual Flight Rules 1-11
1.6 GOLDEN RULES 1-12
Section 2: Normal Procedures Page
2.1 Preflight Procedures 2-2
2.1.1 Flight Preparation 2-2
2.1.2 Flight Cancellation 2-2
2.1.3 Aircraft Acceptance Check 2-2
2.1.4 Preflight/Mission Briefing 2-3
2.1.5 Post-Flight Debriefing 2-6
2.2 Preflight inspection 2-7
2.2.1 Cabin Inspection 2-8
2.2.2 Empennage and Aft Fuselage Inspection 2-11
2.2.3 Right Wing Inspection 2-13
2.2.4 Forward Fuselage Inspection 2-15
2.2.5 Left Wing Inspection 2-17
2.3 Before Starting Engine 2-20
2.4 Starting Engine (With Battery) 2-22
2.5 Before Taxi 2-26
2.6 Taxi Roll and Steering 2-29
2.7 Taxi Check 2-31
2.8 Before Takeoff 2-32
2.8.1 Engine Run-Up 2-32
2.8.2 Before Takeoff 2-34
2.9 Takeoff 2-36
2.9.1 Normal Takeoff Procedure 2-36

TABLE OF CONTENTS (Cont.)

Section 2: Normal Procedures (Cont.) Page
2.9.2 Short-Field Takeoff Procedure 2-37
2.9.3 Soft-Field Takeoff Procedure 2-38
2.9.4 Crosswind Takeoff Procedure 2-39
2.10 After takeoff/Climb 2-40
2.10.1 Sukhothai VFR Local Flight Exit Procedure 2-41
2.11 Cruise 2-45
2.11.1 Sukhothai VFR Local Flight Entry Procedure 2-46
2.12 Descent 2-47
2.13 Sukhothai VFR Traffic Pattern Flying 2-48
2.14 Uncontrolled Airport VFR Traffic Pattern Flying 2-50
2.15 Before Landing 2-51
2.16 Landing 2-52
2.16.1 Crosswind Landing 2-53
2.17 Go Around 2-54
2.17.1 Discontinued Approach vs. Go Around 2-54
2.18 After Landing 2-55
2.19 Securing the 2-56
Section 3: Abnormal & Emergency Procedures Page
3.0 INTRODUCTION 3-2
3.1 ALERTS & ANNUNCIATIONS 3-2
3.1.1 Components 3-2
3.1.2 Alert Level Definitions 3-3
3.1.3 Cessna 172S NAV III Warning/Caution Annunciation List 3-4
3.2 FAILURE IDENTIFICATION 3-5
3.3 FAILURE ANALYSIS 3-5
3.4 ASSESSMENT/DECISION/INFORMATION 3-6
3.5 CHECKLIST METHODOLOGY 3-6
3.6 CHECKLIST SYMBOLOGY 3-7
3.7 EMERGENCY PROCEDURES 3-8
3.8 ABNORMAL PROCEDURES 3-24
Section 4: Airworks and Maneuvers Page
4.1 In-Flight Maneuvers 4-2
4.1.1 Climb 4-2
4.1.2 Straight and Level Flight 4-3
4.1.3 Effects on Control 4-4
4.1.4 Descents 4-5
4.1.5 Turns 4-6
4.2 Maneuver involving significant heading and altitude changes 4-9
4.2.1 Stalls 4-9
4.2.2 Slow Flight 4-14
4.3 Ground Reference Maneuvers 4-15
4.3.1 Chandelles 4-15
4.3.2 Lazy Eight 4-17
4.3.3 Simulated Forced Landing 4-19

TABLE OF CONTENTS (Cont.)

Section 4: Airworks and Maneuvers (Cont.) Page
4.4 Upset Prevention and Recovery Training (UPRT) Airworks 4-22
and Maneuvers
4.4.1 Slow Flight 4-22
4.4.2 Steep Turn 4-23
4.4.3 Spiral Dive 4-24
4.4.4 Straight-Ahead/Turning Power-Off Stalls 4-25
4.4.5 Straight-Ahead/Turning Power-On Stalls (Full Stall) 4-26
4.4.6 Secondary Stall 4-27
4.4.7 Accelerated Stall 4-28
4.4.8 Cross-Control Stall 4-29
4.4.9 Elevator Trim Stall 4-30
4.4.10 Unusual Attitude Recovery 4-31
Section 5: VFR Cross Country Page
5.0 GENERAL 5-2
5.1 FLIGHT PLANNING GUIDE 5-2
5.2 CROSS-COUNTRY OPERATING PROCEDURES 5-14
Section 6: Night Flying Page
6.1 GENERAL 6-2
6.1.1 Definition of Night 6-2
6.1.2 Physiological Aspects 6-3
6.1.3 Dark Adaptation 6-3
6.2 FLIGHT PREPARATION 6-4
6.2.1 Pilot Equipment 6-4
6.2.2 Aircraft Equipment and Lighting 6-4
6.2.3 Preparation and Preflight 6-5
6.3 Ground Operation 6-5
6.3.1 Starting the Engine 6-5
6.3.2 Cockpit Light Operation 6-5
6.3.3 Taxiing the Aircraft 6-7
6.3.4 Engine Run-up 6-7
6.4 Takeoff and Climb 6-7
6.4.1 Takeoff 6-7
6.4.2 Climb 6-8
6.5 Orientation and Navigation 6-8
6.6 Approach and Landing 6-9
6.6.1 Approaching the Airport and Traffic Pattern Flying 6-9
6.6.2 Landing 6-10
6.7 Night Emergencies 6-11

Standard Operating Procedures
Section 1: General Effective Date: 1 FEB 2022
SECTION 1
GENERAL

1.0 INTRODUCTION
1.0.1 PURPOSE
The contents of BATC’s Standard Operating Procedures (SOP) have been reviewed and
approved for use during all flight training phases. The SOP has been developed from multiple
sources including the Cessna Aircraft Company, the Civil Aviation Authority of Thailand,
Bangkok Airways, Airbus SE, and ATR. It is intended to serve as a guide to all preflight,
normal, abnormal, and emergency procedures for the Cessna 172S NAV III aircraft. It also
serves as a manual containing detailed descriptions of air work maneuvers, cross-country
navigation, and instrument flying. The SOP is divided into 6 sections:
Section 1: General
This section outlines the general policies pertaining to the expected conduct of flight crew on
the ground and in the air. It details the correct use of procedures and checklists, as well as
communication and coordination between flight crew in the cockpit.
Section 2: Normal Procedures

This section amplifies all normal procedures contained in the Cessna 172S NAV III POH with
explanations of individual checklist items along with recommended techniques. It also covers
the responsibilities of, and actions to be taken by flight crew both pre and post flight.
Section 3: Abnormal & Emergency Procedures

This section details the steps taken to correctly identify technical problems in flight, attempt to
rectify using checklists, assess the situation, and make the most appropriate decision to
recover. It also amplifies all abnormal and emergency procedures contained in the Cessna
172S NAVIII POH with explanations of individual checklist items along with recommended
techniques.
Section 4: Airworks & Maneuvers

This section contains detailed descriptions and visual diagrams on how to perform the airworks
and maneuvers required in each flight phase. It includes details on acceptable standards to
be achieved by the student pilot at the end of each phase. Takeoffs, landings, entry into and
exit from an airport traffic pattern are also covered here.
Section 5: Cross-Country Navigation

This section contains both recommended techniques as well as required actions pertaining to
cross-country navigation, covering the usage of maps, flight computers, etc.
Section 6: Night Flying

This section contains procedures required specifically for night operation.

The SOP contains warnings, cautions, and notes with the following definitions:
 Warning: Operating procedures and/or techniques that could potentially result in

personal injury or loss of life if not carefully followed
 Caution: Operating procedures and/or techniques that could potentially result in
damaged equipment if not carefully followed
 Note: Operating procedures and/or techniques that are considered essential to be
emphasized
1.1 CHECKLIST POLICY

The BATC checklist provided for the Cessna 172S NAV III aircraft is a “Read-and-Do”
checklist, and the checklist booklet is divided into three parts: Normal, Abnormal, and
Emergency. In
a “Read-and-Do” format, the pilot initializes the checklist with a call-out, reads the checklist
item aloud then performs the required action, and repeats until the checklist is complete. The
pilot will then indicate the completion of the checklist with a call-out. An example of a normal
checklist is shown below:
1. Call-out: “BEFORE TAKEOFF CHECKLIST” - initialize checklist

2. Read checklist items: “MIXTURE - RICH”
3. Do checklist items: Set mixture to full rich position
4. Repeat until completion
5. Call-out: “BEFORE TAKEOFF CHECKLIST COMPLETE” - indicates checklist
completion
An exception is made with certain emergency procedures. Checklist items that are printed in
boldface are those that must be committed to memory and are limited to time-sensitive and
life-threatening procedures. Like normal procedures, call-outs for the appropriate emergency
checklist are made to initialize the procedure as well as to indicate that the checklist has been
completed.
When performing checklists on the ground, the aircraft shall be stationary in order to minimize
cockpit workload. If a checklist is interrupted for whatever reason, the pilot is required to repeat
the checklist from the beginning to prevent any items from being missed. When a checklist is
complete, it should be stowed to prevent movement of loose objects in the cockpit during flight.
Throughout the checklists, the following terms and definitions should be noted:
CHECK - check parameters, evaluate/test controls or systems

SET - input parameters, ensure that controls are in their appropriate positions

1.2 CHECKLIST PRIORITIES

In the event of a situation requiring the completion of more than one checklist/procedure, the
following hierarchy shall be observed:
1. Emergency Procedures - actions, which if not performed in a timely manner, may lead to
a potentially life-threatening situation
2. Normal Procedures
3. Abnormal Procedures - actions, which if not performed, may directly affect the safety of
flight
1.3 COCKPIT COORDINATION
1.3.1 Sterile Cockpit

Sterile cockpit is the concept of eliminating non-essential conversation between flight crew in
critical phases of flight in order to reduce the chances of distraction in a high-workload
environment. Chatter between crew should be limited to relevant and necessary conversation
during operations on the ground, during takeoff, approach, and landing.
1.3.2 Cockpit Actions

Any actions in the cockpit that are directly related to the control of the aircraft, radio navigation,
and communications shall be made with clear verbal statements indicating the action. The
other crew member shall verify the action performed by responding with “check”.
1.3.3 ATC Read-backs

Communication errors may arise when ATC instructions are understood differently by each
member of the flight crew. When instructions are read back to ATC, students shall also repeat
the content to their instructor in order to confirm that both crew members have the same
understanding and are in agreement with each other. Special care shall be taken on the
ground during taxi and flight crews should always be especially vigilant with the following:
 Taxi routes, hold short instructions

 Intersections - correctly identify taxiway
 Entering active runway for departure - confirm takeoff clearance
 Traffic information
1.3.4 One Head Up

At any point during a flight there should always be at least one crew member in control of the
aircraft and visually scanning for outside traffic and terrain. Flight crews shall avoid situations
in which both pilots are engaged in activities (both heads down) which divert their attention
from the flight instruments (IFR) or outside visual references (VFR).
1.3.5 Headset Operation

The loud sound of a running engine may hinder verbal communications in the cockpit.
Therefore, crew members shall wear headsets prior to engine start and continue to use them
until after the engine is shut off in order to ensure effective communications.

1.4 STANDARD CALLOUTS

Standard phraseology is essential to ensure effective crew communication. Standard calls
are intended and designed to enhance the efficiency of crew coordination and update the flight
crew situational awareness (e.g., including aircraft position, altitude, speed, status and operation
of aircraft systems, etc.). The phraseology used in standard calls should be concise and exact.
It should be noted that the standard callout used during flight training is designed for
a ‘One-Man Crew’ operation whereas the student is the one who performs actions and making
the relevant callout. This will increase situation awareness for both student pilot and flight
instructor.
1.4.1. Actions performed by pilot
For every action performed by the pilot on the cockpit control such as flight instrument
selection (altitude selection, heading selection etc.) or aircraft configuration change, shall be
called out to announce his action to the other crewmember. The intent of these callouts is to
ensure clear, consistent, and standard communication between crew members.
1.4.1.1. SET
The “SET” call means the using a flight instrument selector to set a value. The call is
made after the desired value has been inserted.
Example:
 Command: “SET Heading _____” Response/Callout: “Heading ____ SET”
 Command: “SET Altitude _____” Response/Callout: “Altitude ____ SET”
 Command: “SET Course _____” Response/Callout: “Course ____ SET”
1.4.1.2. ON/OFF
The simple ON/OFF call is used for the selection of the aircraft system such as, lighting
system, auto flight system, ice and rain protection system, etc.
Example:
 “Landing Light ON”
 “Pitot Heat OFF”
 “Autopilot ON”
1.4.2. Altitude
For situational awareness, the pilot calls out “FIVE HUNDRED FEET TO GO” when
passing 500 ft. before the cleared altitude or flight level.

1.4.3. Flaps or Landing Gear Callouts

Flaps Callouts
FLAPS CONFIGURATION CALLOUT

0° “FLAPS UP”
10° “FLAPS TEN”
20° “FLAPS TWENTY”
30° “FLAPS FULL”
The callout and speed confirmation shall be made before and after selecting the new flap
position when the aircraft is in-flight.
For example:
CALL OUT REMARK
Call out the desired flaps position before

“FLAPS TEN”
selecting the flaps selector.
Check that the current speed is:
- Above the Stall Speed of the current flaps
position. (Takeoff)
- Below the VFE of the desired flaps
position.
“SPEED CHECKED”
(Approach)
When the above conditions are satisfied,

select the desired flaps position of the flaps
selector
Check the flaps position indicator to confirm
that the correct selection has been made
“FLAPS TEN”
and flaps are in the desired position. Then
make the callout.
1.4.4. Pilot Duties Transfer

To transfer control, flight crew members shall use the following callouts:
 To give control: The pilot calls out “YOU HAVE CONTROL”. The other pilot
accepts this transfer by calling out “I HAVE CONTROL”, before assuming the
aircraft control.
 To take control: The pilot calls out “I HAVE CONTROL”. The other pilot accepts
this transfer by calling out “YOU HAVE CONTROL”, before giving the aircraft
control.

1.4.5. Summary for Each Phase of Flight
BEFORE ENGINE START

EVENT CALLOUT BY PILOT
After the preflight inspection has been BEFORE STARTING ENGINE CHECKLIST
completed, both crew members and
passengers (if any) are seated, and ready BEFORE STARTING ENGINE CHECKLIST
to start the engine COMPLETE
STARTING ENGINE
STARTING ENGINE CHECKLIST

When ready to start the engine, and the
start-up clearance has been received from
STARTING ENGINE CHECKLIST
ATC (if required)
COMPLETE
BEFORE TAXI
BEFORE TAXI CHECKLIST
After verifying that all engine parameters
are operating within their normal ranges.
BEFORE TAXI CHECKLIST COMPLETE
FLIGHT CONTROL CHECK

Flight control check in the following
FLIGHT CONTROL CHECK
sequence
1. Elevators FULL UP, FULL DOWN, NEUTRAL
2. Ailerons FULL LEFT, FULL RIGHT, NEUTRAL

TAXI
Checking the surrounding area before LEFT SIDE CLEAR
taxing out after taxi clearance obtained RIGHT SIDE CLEAR
Brake Check BRAKE CHECK
BEFORE TAKEOFF
BEFORE TAKEOFF CHECKLIST

After engine run-up has been completed
COMPLETE
TAKEOFF
At takeoff
Engine power has been set to takeoff POWER SET
power.
Airspeed indicator checked for normal AIRSPEED ALIVE
indication.
At rotation speed ROTATE

Rejecting or aborting a Takeoff STOP (Called out by the Pilot-in-Command)
Establishing a positive rate of climb POSITIVE CLIMB
AFTER TAKEOFF/ CLIMB

AFTER TAKEOFF/ CLIMB CHECKLIST

Passing 300 ft. AGL
AFTER TAKEOFF/ CLIMB CHECKLIST
COMPLETE

CRUISE
After reaching the cruising altitude and CRUISE CHECKLIST

workload permits
Remark:
Not required if remaining in the traffic pattern CRUISE CHECKLIST COMPLETE
DESCENT
Before beginning a descent from cruise
DESCENT CHECKLIST
altitude, or within 20 nm from the arrival
airport if a descent is not required.
Remark:
Not required if remaining in the traffic
DESCENT CHECKLIST COMPLETE
pattern
BEFORE LANDING
In traffic pattern: BEFORE LANDING CHECKLIST

Before abeam the midpoint of the runway
Straight-In/Instrument approach: BEFORE LANDING CHECKLIST

Before passing 1,000 ft AGL COMPLETE
AT STABILIZATION ALTITUDE/HEIGHT
The stabilization criteria are satisfied 300 FT STABILIZED
The stabilization criteria are not satisfied UNSTABILIZED, GO AROUND
Remark:
Refer to BATC Stabilized Approach
Procedures SOP Section 1 Page 1-11

DISCONTINUED APPROACH
DISCONTINUED APPROACH decision CANCEL APPROACH
GO AROUND
GO AROUND DECISION GO AROUND
Establish a positive rate of climb POSITIVE CLIMB
AFTER LANDING
AFTER LANDING CHECKLIST

When the aircraft has cleared the runway
and come to a complete stop with parking
brake set
COMPLETE
SECURING THE AIRCRAFT

When the aircraft has come to a complete SECURE CHECKLIST

stop at the designated parking area with
parking brake set SECURE CHECKLIST COMPLETE

1.5 BATC Stabilized Approach Policy for Visual Flight Rules

An approach to visual landing shall not be continued below 300 feet above aerodrome
elevation unless the reported conditions are at or above VMC minima.
The approach is considered to be fully stabilized when the aircraft is:
 Tracking on the required approach path and profile;

 In the required configuration and attitude (pitch and bank);
 Flying with the required rate of descent (not greater than 500 fpm);
 Flying with the required speed (IAS of not more than approach speed +10 knots
and not less than approach speed);
 Power setting appropriate for configuration;
 All briefings and checklists have been conducted.

1.6 GOLDEN RULES

1. Fly, navigate, and communicate: in this order only!
- Fly the Aircraft, Fly the Aircraft, Fly the Aircraft.
- Do not allow anything to distract you from your role as a Pilot!
- Actively monitor the flight parameters and correct any noticeable deviation.
- Both pilots must maintain their Situational Awareness and immediately resolve any
uncertainty.
2. Maintain one head up at all times

- It is essential to keep one head up and looking outside at all times
3. When things do not go as expected, take action

- If a deviation in vertical and/or lateral flight path is discovered and time does not
permit safely analyzing and solving the observed deviation, take a corrective
action without delay.
4. Practice Task Sharing and Mutual Backup

- Always realize that human error is a common occurrence and when it is evident
at any time during flight, step in and take action.
5. Be proactive and not reactive

- Always have a proactive mindset by maintaining situational awareness and
actively preventing potential complications instead of waiting for them to arise
before correcting.

Section 2: Normal Procedure Effective Date: 1 FEB 2022
SECTION 2
NORMAL PROCEDURES

2.1. Preflight Procedures

2.1.1. Flight Preparation
Student pilots are required to report to their flight instructors a minimum of 30 minutes
before the sortie’s scheduled time for a preflight briefing.
Prior to any sortie, student pilots shall ensure that;
 The sortie has been authorized by the instructor on duty;
 A flight plan has been completed and submitted to a flight dispatcher not less
than 30 minutes before flight;
 All personal documents and relevant training materials are present and valid.
These include; student pilot license, medical certificate, aircraft checklist, pilot
operating handbook, headset, etc.;
 The aircraft technical logbook has been checked and the signature of
authorized personnel is present.
2.1.2. Flight Cancellation 

If a delay of 30 minutes or more is anticipated, cancellation of that flight should be
considered in order to prevent furthers delay for the subsequent flight training period. 
In the case of weather deterioration at departure airport below training minima (described
in the TPM), the flight shall be cancelled.
The final decision for flight cancellation rests upon the DO or those who have been delegated
e.g. the flight instructor on SOF duty.
2.1.3. Aircraft Acceptance Check

The commander shall ensure that the following documents are present and valid;
 Certification of Airworthiness (C of A);
 Certification of Registration (C of R);
 Certification of Radiotelephony;
 Aircraft Journey Logbook;
 Pilot Operating Handbook (POH);
 Certificate of Aircraft Insurance.
The commander shall ensure that the aircraft Total Time in Service is in accordance
with the recorded time in the aircraft log book.
The commander shall review past discrepancies and deferred items to ensure that no
remaining discrepancies exist.

In addition, the commander shall ensure that the following emergency equipment are
on-board and in good condition;
 Hand-held Fire Extinguisher;
 First Aid Kit;
 Flashlight;
 Life Vests (for flights conducted over open water).
2.1.4. Preflight/Mission Briefing

The crew shall conduct a preflight briefing. Briefing items should comprise of but not be
limited to these following topics: 
2.1.4.1. Introduction
a. Crew introduction 
 Crew status (medical status, rest, nutrition etc.); 
 Documents - Pilot license and medical certificate;
 Time hack.
2.1.4.2. Mission 
a. Overall Mission Briefing
 Syllabus / Objectives.
b. Weather
 METARs and TAFs;
 Winds (Surface and Aloft);
 Actual and Prognostic Weather Charts;
 Ground-based Radar and Satellite Imageries.
c. Departure
 Departure NOTAMs;
 Runway in-use and expected taxi routes;
 Communication and ATIS;
 Airfield obstacles and lighting;
 Engine run-up position;
 Takeoff type and aircraft configuration;
 Departure route / Altitude/ Airspeed;

 Takeoff Alternate (if required) – Route / Frequency.
d. En-route
 Routing / Altitudes / Distances / Timing;
 Frequencies;
 Navigation Aids;
 Terrain Considerations / Highest MEF;
 Critical Point / Point of Safe Return;
 Specific Practice Maneuvers;
 Emergency divert airfields (information and frequencies).
e. Arrival/Approach
 Arrival route / Top of Descent / CDFA vs step-down;
 Approach Procedure / Runway-in-use / Pattern Entry;
 Destination NOTAMs;
 Expected taxi routes;
 Communication and ATIS;
 Airfield obstacles and lighting;
 Alternate airport - Route/Frequency.
f. Fuel Planning
2.1.4.3. Aircraft
a. Aircraft registration, model, and POH
b. Aircraft document: Aircraft Logbook - check for serviceability and technical status
c. Weight and balance

d. Take-off and Landing Data
2.1.4.4. Crew Coordination

a. Preflight responsibilities
b. Transfer of aircraft control
c. Radio procedures, in-flight checklist responsibilities
d. Sterile cockpit rule

2.1.4.5. Emergency Procedures

a. Crew responsibilities during emergencies – fire / engine failure, forced landing / crew
incapacitation
b. Take-off - Abort conditions / procedure
c. Physiological incidents
2.1.4.6. Open Questions

2.1.5. Post-Flight Debriefing

The post-flight debriefing session is considered to be one of the most important part of
the flight training process. It provides an opportunity for flight instructors and students to replay
and reconstruct the mission flown. Afterwards, an assessment and evaluation can be made.
The following guideline may be used for the post-flight debriefing;
1. Replay
 Verbally replay the entire flight
 Identify areas of conflicting perception
2. Reconstruction
 What could you have been done?
 What would you have been done?
 What should you have done?
3. Reflect
 What were the most important lessons learned?
 What part of the flight was the hardest?
 Did anything make you uncomfortable? When/where/why?
 How would you assess your performance and decisions?
 Did you perform in accordance to flight evaluation standards?
 Technical and Non-Technical Threat and Error Management
4. Redirect
 How does this experience relate to previous flights?
 What aspects of this experience might you apply to future flights? And how?
 What additional training/practice might be useful?

2.2. Preflight Inspection

2.2.1. Cabin Inspection

CABIN INSPECTION CHECKLIST
1. PITOT COVER (If Installed) ………………….…………………………….…..…….REMOVE
2. AIRCRAFT DOCUMENTS …...…………………………………………....….………..CHECK
3. PARKING BRAKE...………………..………………………………...……….……...……...SET
4. CONTROL WHEEL LOCK…...………………………………….………….…..….…REMOVE
5. IGNITION SWITCH..………………………..………………….………………………...….OFF
6. AVIONICS SWITCH (Bus 1 and Bus 2)………………………………………………...…OFF
7. MASTER SWITCH (ALT and BAT)…………………………………………………..…….OFF
8. ALTERNATE STATIC SOURCE ……………..........………………....CHECK/OFF (In Fully)
9. FUEL SELECTOR VALVE……………………………………………………....CHECK/BOTH
10. FUEL SHUTOFF VALVE...........……………………………………….………….ON (In Fully)
11. FLIGHT CONTROL………...………………………………………..……….FREE/CORRECT
12. ELEVATOR TRIM……………..………………………………………...…..CHECK/TAKEOFF
13. ELT SWITCH……………………………..………………………………...…………….ARMED
1. PITOT COVER (if installed)
REMOVE
If installed, REMOVE the PITOT COVER from the Pitot tube. Stow and secure the Pitot
Cover in the cabin.
2. AIRCRAFT DOCUMENTS
CHECK
Check that all of the required documents are present onboard and valid.
3. PARKING BRAKE
SET
SET the PARKING BRAKE by applying pressure to the brake pedals, pulling the parking
brake handle aft, and then rotating it counterclockwise 90°.
4. CONTROL WHEEL LOCK
REMOVE
REMOVE the Control Wheel Lock. Stow and secure the Control Wheel Lock in the
baggage compartment.
5. IGNITION SWITCH
OFF
Verify that the Magneto Switch (Ignition) is in OFF position to avoid inadvertent engine
starting during preflight.

6. AVIONICS SWITCH (Bus 1 and 2)

OFF
Verify that the AVIONICS SWITCH (Bus 1 and 2) is in the OFF position to minimize
unnecessary cycling of the avionics.
7. MASTER SWITCH (ALT and BAT)

OFF
Verify that the MASTER SWITCH (ALT and BAT) is in the OFF position.
8. ALTERNATE STATIC SOURCE

CHECK/OFF (In Fully)
Pull the ALTERNATE STATIC SOURCE valve knob, located below the throttle/mixture
controls, to CHECK for operation (a small increase on the altimeter and VSI may be noted).
Push the knob to OFF (In Fully) position.
9. FUEL SELECTOR VALVE

CHECK/BOTH
CHECK the FUEL SELECTOR VALVE for freedom of movement through all positions and
return to the BOTH positions.
10. FUEL SHUTOFF VALVE

ON (In Fully)
Push the FUEL SHUTOFF VALVE knob to the ON (In Fully) position.
11. FLIGHT CONTROLS

FREE/CORRECT
Move the FLIGHT CONTROLS to their maximum travel in all directions (Box Pattern) to
verify they are FREE/CORRECT and not restricted in movement. Visually verify that the
control surfaces move in the proper direction.
12. ELEVATOR TRIM

CHECK/TAKEOFF
CHECK the ELEVATOR TRIM indicator for proper movement and set the Trim to the
TAKEOFF position.
13. ELT SWITCH

ARMED
Ensure that the ELT SWITCH is in the ARMED position. With the switch in the ON position,
an ELT emergency signal will transmit.

2.2.2. Empennage and Aft Fuselage Inspection

EMPENNAGE AND AFT FUSELAGE INSPECTION CHECKLIST
1. BAGGAGE DOOR.................................................................................CLOSED/LOCKED
2. AUTOPILOT STATIC SOURCE (If autopilot installed)..........................................CHECK
3. HORIZONTAL STABILIZER / ELEVATOR.........................................................INSPECT
4. ELEVATOR TRIM TAB.......................................................................................INSPECT
5. VERTICAL STABILIZER / RUDDER..................................................................INSPECT
6. STATIC DISCHARGER (6)................................................................................INSPECT
7. TIE-DOWN/HOOK.............................................................................REMOVE/INSPECT
8. ANTENNAS........................................................................................................INSPECT
1. BAGGAGE DOOR
CLOSED/LOCKED
Ensure the BAGGAGE DOOR is CLOSED and LOCKED in order to prevent inadvertent
opening during flight. 
2. AUTOPILOT STATIC SOURCE (if autopilot installed)

CHECK
If an autopilot is installed, CHECK that the AUTOPILOT STATIC SOURCE opening is clear
of the obstructions in order to supply ambient air pressure to the autopilot system. 
3. HORIZONTAL STABILIZER/ELEVATOR
INSPECT
INSPECT the HORIZONTAL STABILIZER, checking for security and no movement.
INSPECT the ELEVATOR for security and movement, including hinges and control cables.
 
4. ELEVATOR TRIM TAB
INSPECT
INSPECT the ELEVATOR TRIM TAB, including the mechanical linkage, for security and
no movement.
5. VERTICAL STABILIZER/RUDDER
INSPECT
INSPECT the VERTICAL STABILIZER, checking for security and no movement, INSPECT
the RUDDER for security and movement, including pivot points.  
CAUTION: Do not adjust the rudder trim tab by hand. 

6. STATIC DISCHARGERS (6)

INSPECT
INSPECT the condition and security of the STATIC DISCHARGERS (6): three (3) on the
elevator, one (1) on the elevator trim tab, and two (2) on the rudder. 
7. TIE-DOWN/HOOK
REMOVE/INSPECT
Slowly REMOVE the TIE-DOWN to avoid any under fuselage damage and place the
chain/rope adjacent to the tie-down point. Visually INSPECT the tie-down HOOK for any
sign of tail-strike damage. 
8. ANTENNAS
INSPECT
INSPECT all communication, navigation, and ELT ANTENNAS for security and to ensure
none are damaged. 

2.2.3. Right Wing Inspection

RIGHT WING INSPECTION CHECKLIST
1. FLAPS / AILERON.............................................................................................INSPECT
2. WING TIP / LIGHT.............................................................................................INSPECT
3. LEADING EDGE................................................................................................INSPECT
4. TIE-DOWN / CHOCKS.......................................................................................REMOVE
5. MAIN GEAR.......................................................................................................INSPECT
6. RIGHT FUEL SUMP DRAINS (5)..........................................................................DRAIN
7. FUEL QUANTITY...................................................................................VERIFY (CHECK)
8. FUEL CAP / VENT.................................................................................CHECK/SECURE
9. OVERHEAD CABIN VENT INLETS.......................................................................CLEAR
1. FLAP/AILERON
INSPECT
INSPECT the FLAP and AILERON, checking for freedom of movement and/or security of
the hinges, actuators, and balance weights. 
2. WING TIP/LIGHTS
INSPECT
INSPECT the WING TIP for dents and cracks. If a crack exists, verify that is has been
stop drilled to prevent further cracking. INSPECT the condition of the strobe and position
LIGHTS. GENTLY rock the wing in an up/down motion to check for wing integrity. 
3. LEADING EDGE
INSPECT
INSPECT the LEADING EDGE of the wing for dents and cracks. 
4. TIE-DOWN/CHOCKS
REMOVE
Slowly REMOVE the TIE-DOWN to avoid any under wing damage. Place the CHOCKS
at the TIE-DOWN securing point to keep them away from the landing gear. 
5. MAIN GEAR
INSPECT
INSPECT the MAIN GEAR and brake assembly for damage, cracks, hydraulic fluid, and
brake pad wear. Check to see that the tire looks properly inflated, is free of flat spots from
skidding, and no cord is showing. Finally, check that the external main gear components
are secure with castle nuts and safety (cotter) pins. 

6. RIGHT FUEL SUMP DRAINS (5)

DRAIN
Using the fuel sampling cup, DRAIN a small quantity of fuel from the five (5) RIGHT FUEL
TANK SUMP DRAINS located inboard under the right wing. Check for water, sediment,
and verify that the proper grade of fuel (100LL, Blue in color) is present. Water in the
sample will be indicated by a clear amount of liquid at the bottom of the sampler cup (due
to the greater density of water than fuel).
Dispose of contaminated fuel in the fuel receptacles located at the designated area.
Remove any residual water from inside of sampling cup and continue to take fuel samples
until water is no longer present in any fuel sample. 
7. FUEL QUANTITY
VERIFY (CHECK)
VERIFY that the FUEL QUANTITY has been checked at least once since that last
refueling. If the aircraft has been refueled since originally sampling the fuel, CHECK the
fuel again for proper grade and for any contaminants.  
8. FUEL CAP/VENT
CHECK/SECURE
CHECK that the FUEL CAP attachment cord is installed and that the Fuel Cap VENT is
clear. SECURE the cap with the handle parallel to the aircraft’s longitudinal axis. 
9. OVERHEAD CABIN VENT INLETS

CLEAR
Verify that the OVERHEAD CABIN VENT INLETS are CLEAR of any objects (except for
vent filter) to allow ram airflow into the cabin.

2.2.4. Forward Fuselage Inspection

FORWARD FUSELAGE INSPECTION CHECKLIST
1. CABIN AIR INLET...........................................................................................CLEAR
2. OIL QUANTITY.......................................................................................VERIFY(CHECK)
3. ENGINE COWL..............................................................................................INSPECT
4. EXHAUST STACK..........................................................................................SECURE
5. RESERVOIR, STRAINER, FUEL SELECTOR (3)..........................................DRAIN
6. PROPELLER / SPINNER................................................................................INSPECT
7. INDUCTION INLET / FILTER..........................................................................INSPECT
8. ALTERNATOR BELT......................................................................................INSPECT
9. NOSE GEAR...................................................................................................INSPECT
10. STATIC SOURCE OPENING..........................................................................CHECK
1. CABIN AIR INLET
CLEAR
If open, ensure that the CABIN AIR INLET is CLEAR of any objects to allow the ram
airflow to the cabin. 
2. OIL QUANTITY
VERIFY (CHECK)
VERIFY that the OIL QUANTITY has been checked. If oil has been added since
originally checking, CHECK the oil again to ensure the correct level has been attained. 
3. ENGINE COWL
INSPECT
INSPECT the ENGINE COWL for security and that it is fastened with all of its attaching
fasteners. There should be no deformation or damage to the surface of the cowling.
Check around and under the cowling for excessive fluid/oil leaks. 
4. EXHAUST STACK
SECURE
Check that the EXHAUST STACK is SECURE and free of cracks. Verify that inside the
exhaust stack is clear of any foreign objects. 
5. RESERVOIR, STRAINER, FUEL SELECTOR (3)
DRAIN
Using the fuel sampling cup, DRAIN a small quantity of fuel from the RESERVOIR,
STRAINER, and FUEL SELECTOR DRAINS located on the underside of the forward
fuselage. Check for water, sediment, and verify that the proper grade of fuel (100LL,
Blue in color) is present. Water in the sample will be indicated by a clear amount of
liquid at the bottom of the sampling cup (due to the greater density of water than fuel).
Dispose of contaminated fuel in the fuel receptacles located at the designated area.
Remove any residual water from inside of sampling cup and continue to take fuel
samples until water is no longer present in any fuel sample. 

6. PROPELLER/SPINNER
INSPECT
INSPECT the PROPELLER for nicks, cracks, and that the blades are secure. The
SPINNER should be free of cracks and securely fastened with all of its attaching screws.
 
7. INDUCTION INLET/FILTER
INSPECT
INSPECT the engine INDUCTION INLET to ensure that the area is clear of any foreign
objects. INSPECT the engine induction air FILTER to ensure that it is clear of dust or
other debris.
8. ALTERNATOR BELT
INSPECT
INSPECT the alternator belt for cracks, fraying, or any other signs of wear. 
9. NOSE GEAR
INSPECT
INSPECT the NOSE GEAR strut for damage, cracks, and hydraulic fluid leaks. Check
the nose strut for proper inflation height (45 PSI maximum inflation). Check to see that
the tire is properly inflated and no cord is showing. Finally, check that the external nose
gear components are secure with castle nuts and safety (cotter) pins.
10. STATIC SOURCE OPENING

CHECK
CHECK that the STATIC SOURCE OPENING is clear of obstructions in order to supple
ambient air pressure to the static system.

2.2.5. Left Wing Inspection

LEFT WING INSPECTION CHECKLIST
1. LEFT FUEL SUMP DRAINS (5).............................................................................DRAIN
2. FUEL QUANTITY ..................................................................................VERIFY (CHECK)
3. FUEL CAP / VENT.................................................................................CHECK/SECURE
4. LEADING EDGE................................................................................................INSPECT
5. OVERHEAD CABIN VENT INLETS......................................................................CLEAR
6. PITOT TUBE ....................................................................................................INSPECT
7. FUEL VENT…....................................................................................................INSPECT
8. STALL-WARNING OPENING….........................................................................INSPECT
9. LANDING / TAXI LIGHTS...................................................................................INSPECT
10. WING TIP / LIGHTS............................................................................................INSPECT
11. FLAP / AILERON ................................................................................................INSPECT
12. STATIC DISCHARGERS (2)...............................................................................INSPECT
13. TIE-DOWN / CHOCKS........................................................................................REMOVE
14. MAIN GEAR….....................................................................................................INSPECT
15. 360° WALK-AROUND.....................................................................................COMPLETE
1. LEFT FUEL SUMP DRAINS (5)
DRAIN
Using the fuel sampling cup, DRAIN a small quantity of fuel from the five (5) LEFT FUEL
TANK SUMP DRAINS located inboard under the right wing. Check for water, sediment,
and verify that the proper grade of fuel (100LL, Blue in color) is present. Water in the
sample will be indicated by a clear amount of liquid at the bottom of the sampler cup
(due to the greater density of water than fuel). Dispose of contaminated fuel in the fuel
receptacles located at the designated area. Remove any residual water from inside of
sampling cup and continue to take fuel samples until water is no longer present in any
fuel sample. 
2. FUEL QUANTITY
VERIFY (CHECK)
VERIFY that the FUEL QUANTITY has been checked at least once since that last
refueling. If the aircraft has been refueled since originally sampling the fuel, CHECK the
fuel again for proper grade and for any contaminants. 
3. FUEL CAP/VENT
CHECK/SECURE
CHECK that the FUEL CAP attachment cord is installed and that the Fuel Cap VENT is
clear. SECURE the cap with the handle parallel to the aircraft’s longitudinal axis. 

4. LEADING EDGE
INSPECT
INSPECT the LEADING EDGE of the wing for dents and cracks.
5. OVERHEAD CABIN VENT INLETS

CLEAR
Verify that the OVERHEAD CABIN VENT INLETS are CLEAR of any objects (except for
vent filter) to allow ram airflow into the cabin. 
6. PITOT TUBE
INSPECT
INSPECT the PITOT TUBE to verify that the opening and the drain hole are free of
obstructions. 
7. FUEL VENT
INSPECT
INSPECT the FUEL VENT to ensure that the opening is clear of obstructions. 
8. STALL-WARNING OPENING
INSPECT
INSPECT the STALL WARNING OPENING to ensure that it is clear of obstructions. 
9. LANDING/TAXI LIGHTS
INSPECT
INSPECT that the plastic covering over the LANDING/TAXI LIGHTS is free of cracks (if
cracked, ensure that the crack has been stop drilled).  
10. WING TIP/LIGHTS

INSPECT
INSPECT the WING TIP for dents and cracks. If a crack exists, verify that is has been
stop drilled to prevent further cracking. INSPECT the condition of the strobe and position
LIGHTS. GENTLY rock the wing in an up/down motion to check for wing integrity. 
11. FLAP/AILERON
INSPECT
INSPECT the FLAP and AILERON, checking for freedom of movement and/or security of
the hinges, actuators, and balance weights. 
12. STATIC DISCHARGERS (2)

INSPECT
INPECT the condition and security of the STATIC DISCHARGERS (2): two (2) on the
aileron

13. TIE-DOWN/CHOCKS
REMOVE
Slowly REMOVE the TIE-DOWN to avoid any under wing damage. Place the CHOCKS
at the TIE-DOWN securing point to keep them away from the landing gear. 
14. MAIN GEAR

INSPECT
INSPECT the MAIN GEAR and brake assembly for damage, cracks, hydraulic fluid, and
brake pad wear. Check to see that the tire looks properly inflated, is free of flat spots from
skidding, and no cord is showing. Finally, check that the external main gear components
are secure with castle nuts and safety (cotter) pins. 
15. 360° WALK-AROUND

COMPLETE
COMPLETE a 360° WALK-AROUND inspection of the airplane in the direction opposite
(clockwise) of the direction the airplane was pre-flighted to ensure that no items (tie downs,
fuel caps, chocks etc.) were missing.

2.3. Before Starting Engine

BEFORE STARTING ENGINE CHECKLIST
1. PREFLIGHT INSPECTION.............................................................…..........…COMPLETE
2. PASSENGER BRIEFING.............................................................….............…COMPLETE
3. SEATS AND SEAT BELTS HARNESS .............................................ADJUST AND LOCK
4. CABIN DOORS.............................................................................…..CLOSE AND LATCH
5. BRAKES ....................................................................................................TEST AND SET
6. CIRCUIT BREAKERS…................................................................……..........….CHECK IN
7. ELECTRICAL EQUIPMENT…............................................................……………........OFF
8. AVIONICS SWITCH (BUS 1 AND 2).................................................…………….........OFF
9. FUEL SELECTOR VALVE.........................................................................…………..BOTH
10. FUEL SHUTOFF VALVE .........................................................................ON (Push Full In)
1. PREFLIGHT INSPECTION
COMPLETE
2. PASSENGER BRIEFING
COMPLETE
“S-A-F-E-S-T Briefing’
 Seatbelts (Operation)
 Air Vents (Location/Operation)
 Fire Extinguisher (Location)
 Exit Use (Location/Operation)
 Survival/First Aid Kit/Passenger Safety Briefing Card (Location)
 Traffic Watch (Clock Reference/Notification)  
The Most important of all, all passenger must observe a ‘Sterile Cockpit Rule’ at all time.
3. SEATS AND SEAT BELTS/HARNESS

ADJUST AND LOCK
ADJUST the seat so that a full rudder pedals input can be made while the pilot knees can
be slightly bent. ADJUST the seat height by using the engine oil cap as a visual reference.
Ensure that the seat is properly latched into the seat rail through the seat lock pin.
4. CABIN DOORS
CLOSE AND LATCH
CLOSE (DO NOT SLAM) the CABIN DOORS and LATCH each by pushing the side latch
down. After securing the doors, push out to confirm security.

5. BRAKES
TEST AND SET
TEST the BRAKE by applying pressure on both brake pedals and ensure that there is a
feedback resistance. SET the PARKING BRAKE by applying pressure to the brake
pedals, pulling the parking brake handle aft, and then rotating it counterclockwise 90°. 
6. CIRCUIT BREAKERS
CHECK IN
Visually CHECK and verify that all CIRCUIT BREAKERS are IN by running your hand
across the circuit breaker panel to confirm. Do not reset a tripped circuit breaker more than
one time to avoid the possibility of an electrical fire. 
7. ELECTRICAL EQUIPMENT
OFF
Ensure that all ELECTRICAL EQUIPMENT is OFF. 
8. AVIONICS SWITCH (Bus 1 and 2)

OFF
The AVIONICS SWITCH (Bus 1 and 2) must be off during engine start to prevent possible
damage to avionics.

BOTH
Verify that the FUEL SELECTOR VALVE is in the BOTH position to provide fuel from both
wing tanks to the engine.
10. FUEL SHUTOFF VALVE

ON (push full in)
Verify that the FUEL SHUTOFF VALVE knob is in the ON (Push Full In) position.

2.4. Starting Engine (With Battery)

STARTING ENGINE (WITH BATTERY) CHECKLIST
1. THROTTLE CONTROL ..............................................................................OPEN ¼ INCH
2. MIXTURE CONTROL .............................................................................….IDLE CUTOFF
3. STBY BATT SWITCH.............................................................................…….............TEST
4. STBY BATT SWITCH.................................................................................……..........ARM
5. ENGINE INDICATING SYSTEM ..............................................….CHECK PARAMETERS
6. BUS E VOLTS............................................................................….........................CHECK
7. M BUS VOLTS.............................................................................…........................CHECK
8. BATT S AMPS................................................................................….....................CHECK
9. STBY BATT ANNUNCIATOR .........................................................…..............CHECK ON
10. MASTER SWITCH (ALT AND BAT)...................................................……….................ON
11. BEACON LIGHT..........................................................................................………........ON
12. ENGINE PRIMING (For Cold Engine Start Only)...........................................…PERFORM
13. PROPELLER AREA.........................................................................................…....CLEAR
14. MAGNETOS SWITCH .......................................................................................…..START
15. MIXTURE CONTROL ..…...................ADVANCE (Smoothly to RICH when engine starts)
16. THROTTLE ..............….......................................................................................1000 RPM
17. OIL PRESSURE .............…….................................................................................CHECK
18. AMPS (M BATT AND BATT S) ….......................................................CHECK CHARGING
19. LOW VOLTS ANNUNCIATOR ..……......................................................................CHECK
20. G1000 TIMER…..…..…………………………………………….……………….…..……….ON
21. NAV LIGHTS…………………………………………….……………………….…………….ON
22. AVIONICS SWITCH (BUS 1 AND 2) .......................…………........................................ON
23. HEADSET/INTERCOM……………………………………………..…………….ON & CHECK
24. FLAPS…………………………………………………………………….……………….CHECK
25. EXTERIOR LIGHTS…………………………………………………………………..…CHECK
Note: Ensure that there is ground personnel present with a fire extinguisher ready
nearby before proceeding with an engine start.
Note: FIRE DURING START ON GROUND Procedure has to be reviewed prior to starting
the engine.
1. THROTTLE CONTROL
OPEN 1/4 INCH

2. MIXTURE CONTROL
IDLE CUTOFF (Pull Full Out)
3. STBY BATT SWITCH

TEST
Hold the STBY BATT SWITCH in the TEST POSITION for 10 SECONDS and verify that
the green TEST light remains illuminated.  
4. STBY BATT SWITCH

ARM
After completion of the test, place the STBY BATT SWITCH to the ARM position and verify
PFD initialization. 
5. ENGINE INDICATING SYSTEM

CHECK PARAMETER
CHECK that the ENGINE INDICATING SYSTEM engine instruments are properly
indicating with no red “X” (cross). 
6. BUS E VOLTS
CHECK
CHECK and verify that BUS E VOLTS are indicating a minimum 24 VOLTS on the PFD. 
7. M BUS VOLTS
CHECK
CHECK and verify that M BUS VOLTS indicate 1.5 VOLTS or less. 
8. BATT S AMPS
CHECK
CHECK and verify that the BATT S AMPS indicates a DISCHARGE (-). 
9. STBY BATT ANNUNCIATOR

CHECK ON
CHECK and verify that the STBY BATT ANNUNCIATOR located on the PFD is ON.
 
10. MASTER SWITCH (ALT and BAT)
ON
Depress the MASTER SWITH (ALT and BAT) to the ON position to supply electrical power
to the starter and to excite the alternator field.   
    
11. BEACON LIGHT
ON
Place the BEACON switch in the ON position.

12. ENGINE PRIMING (For Cold Engine Start Only)

PERFORM
1. FUEL PUMP ON
2. MIXTURE CONTROL SET to FULL RICH (Full Forward)
Set the MIXTURE CONTROL to Full Forward until stable fuel flow is indicated 
(Approx. 3 to 5 seconds)  
3. MIXTURE CONTROL SET to IDLE CUTOFF
4. FUEL PUMP SWITCH OFF
13. PROPELLER AREA

CLEAR
Visually check that the PROPELLER AREA and all quadrants around the aircraft are
clear from personnel or obstructions (i.e. chocks, tie-down etc.) and call out loudly
“CLEAR” while giving a hand signal for engine start. Allow enough time to listen for
any response from the ground personnel prior to starting the engine.
14. MAGNETOS SWITCH

START
With the propeller area remaining clear, the key installed in the MAGNETO SWITCH, the
throttle positioned appropriately, and the Mixture Control held, turn the key in the spring-
loaded MAGNETO SWITCH to the START position to engage the starter. 
15. MIXTURE CONTROL

ADVANCE (Smoothly to RICH when engine starts)
Once the engine starts, smoothly ADVANCE the MIXTURE CONTROL to the full forward
(Full Rich) position while simultaneously releasing the key to allow it to return to the BOTH
position to cease starter operation, and to allow the engine to operate on both magnetos.
If the engine should fail to start, additional starting attempt may be made, subject to the
following operational limitations:  
 1st Attempt: 10 seconds on, 20 seconds off (cool down period).
 2nd Attempt: 10 seconds on, 20 seconds off (cool down period).
 3rd Attempt: 10 seconds on, 10 minutes off (cool down period).
 4th Attempt: 10 seconds on, 20 seconds off (cool down period).
 5th Attempt: 10 seconds on, 20 seconds off (cool down period).
 6th Attempt: 10 seconds on, 10 minutes off (cool down period). 
16. THROTTLE
1000 RPM
Adjust the THROTTLE to set 1000 RPM immediately to avoid high power settings without
oil being circulated in the engine. 

17. OIL PRESSURE

CHECK
CHECK the OIL PRESSURE indicator to observe an increase in pressure normally within
30 seconds after engine start. Allow 60 seconds for engine starting in cold ambient
temperatures. If no rise in oil pressure is observed, immediately shut down the engine to
avoid damage.
18. AMPS (M BATT and BATT S)

CHECK CHARGING
CHECK the AMP M BATT and BATT S for indication of appropriate CHARGING (Positive).
19. LOW VOLTS ANNUNCIATOR

CHECK
CHECK that the LOW VOLTS ANNUNCIATOR is extinguished. 
20. G1000 TIMER

ON
Press the TMR/REF softkey on the PFD. Ensure that the TIMER is set to UP and
press START
21. AVIONICS SWITCH (BUS 1 and BUS 2)

ON
Depress the AVIONICS SWITCH (BUS 1 and BUS 2) to the ON position.
22. NAV LIGHTS

ON
Place the NAV LIGHT switch in the ON position.
23. HEADSET/INTERCOM
ON
Flight crew and passengers wear headsets and perform an intercom check.
24. FLAPS
CHECK
Signal the Ground Personnel to visually check the flaps by extending and retracting the
flaps step-by-step.
25. EXTERIOR LIGHTS

CHECK
Signal the Ground Personnel to visually check the exterior lights by turning all exterior
lights on.

2.5. Before Taxi

BEFORE TAXI CHECKLIST
1. WEATHER / AIRPORT DATA .......................................................................…....OBTAIN
2. FLIGHT INSTRUMENT (PFD/STBY).........................................................…..CHECK/SET
3. FUEL QUANTITY ......................................................................................…. CHECK/SET
4. AVIONICS (COM/NAV/GPS)............................................................................………..SET
5. FLIGHT ID……………………………………………………………………………………..SET
If an engine run-up is to be performed at the parking bay, perform the engine run-up
procedure. If otherwise, perform at the designated area stated by local regulations.
ENGINE RUN-UP PROCEDURE

1. PARKING BRAKE ..................................................................................................SET
2. PILOT AND PASSENGER SEAT BACKS .......................MOST UPRIGHT POSITION
3. SEATS AND SEAT BELTS ...............................................................CHECK SECURE
4. FLIGHT CONTROLS ................................................................FREE AND CORRECT
5. FLIGHT INSTRUMENTS ...........................................................CHECK (NO RED X’s)
6. MIXTURE CONTROL ...........................................................................................RICH
7. FUEL SELECTOR VALVE ...................................................................................BOTH
8. ELEVATOR TRIM.............................................................SET FOR TAKEOFF/VERIFY
9. CABIN WINDOWS............................................................................................CLOSED
10. THROTTLE CONTROL .................................................................................1800 RPM
11. MAGNETOS ......................................................................................................CHECK
12. ENGINE INSTRUMENTS / ANNUNCIATORS ..................................................CHECK
13. THROTTLE CONTROL ........................................................................IDLE/1000 RPM
6. TAXI CLEARANCE ....................................................................................…….....OBTAIN

7. CHOCKS …….............…………………………………………………….………...REMOVED
8. GROUND SIGNAL …………….………………………………………………...…... RECEIVE
9. TAXI LIGHT ..........................................................................................…..AS REQUIRED
10. PARKING BRAKE ...................................................................................…........RELEASE

1. WEATHER/AIRPORT DATA
OBTAIN
Obtain the WEATHER/AIRPORT DATA from ATIS or from the ATC if ATIS is not available.
2. FLIGHT INSTRUMENTS (PFD/STBY)

CHECK/SET
Verify that the clock is operating and indicating the current time, and that the adjustable
FLIGHT INSTRUMENTS, both PFD and standby instruments (STBY) are set to current
information.   
Flight Instruments Check

- Airspeed Indicator: Reads Zero
- Attitude Indicator: The aircraft symbol aligns with the horizon line and the roll pointer
points to the roll scale zero indicator (top index).
- Horizontal Situation Indicator: Cross-checked a correct heading with magnetic
compass.
- Altimeter: Indicates the field elevation on correct QNH setting.
- Vertical Speed Indicator: Reads Zero
3. FUEL QUANTITY
CHECK/SET
In the MFD, depress the RST FUEL (Reset Fuel) soft-key to reset the amount of fuel used
and gallons remaining to zero. Depress the GAL REM (Gallons Remaining) soft-key to
display the quantity adjustment soft-keys. SET the appropriate gallon amount of fuel
remaining.   
4. AVIONICS (COM/NAV/GPS)
SET
SET the AVIONICS as follows:  
 Communication Radios (COM1/2): Set the relevant ATC frequencies to be used.
 Navigational Aids Check
VOR/DME Check
1. Check that a correct frequency is tuned, press ‘IDENT’, adjust the volume, and
select NAV1/DME on the audio panel.
2. Listen and verify that a correct VOR/DME identification Morse code is
transmitted.
3. Press the ‘CRS knob’ to center the CDI and verify that the TO/FROM indicator
indicates a ‘TO’.
4. Rotate the ‘CRS knob’ until the TO/FROM indicator indicates a ‘FROM’ then
set the desired course.
5. Deselect ‘IDENT’ and NAV1/DME on the audio panel.
6. Press the ‘CDI’ softkey to switch to VOR2 and repeat the VOR check.

Primary Flight Display (PFD) and Multifunction Display (MFD): Parameters to be set are as
follow:
o PFD Heading: Set the first heading to be flown.

o PFD Altitude: Set the initial climb-out altitude.
o Altimeter Setting: Set the current QNH obtained from the ATIS/ATC.
o MFD Flight Plan: Set and Load the flight plan to be used. 
5. FLIGHT ID
SET
SET the FLIGHT ID according to the callsign filed in the ATS flight plan.
6. TAXI CLEARANCE
OBTAIN
Obtain a taxi clearance from the ATC. Set QNH and XPDR code obtained from ATC.
7. CHOCKS
REMOVE
Reduce throttle to idle. Signal the ground personnel to REMOVE the CHOCKS.
8. GROUND SIGNAL
RECEIVED
Ensure that the ‘clear’ hand signal has been RECEIVED from the ground personnel.
Increase throttle to 1000 RPM.
9. TAXI LIGHT
AS REQUIRED
For night operation, turn on the taxi light after obtaining the taxi clearance. 
10. PARKING BRAKE

RELEASE
RELEASE the PARKING BRAKE by rotating the handle clockwise 90° and moving fully
forward.

2.6. Taxi Roll and Steering

Before taxi, check that the area in front of the aircraft is clear before releasing the
parking brake. Gently apply the power (normally 800-1000 RPM) until the aircraft starts to
move.
Brake Check
When the aircraft starts to move, both crew should check the efficiency of the braking
system by reducing the power to idle and gently depressing the brake pedals and ensuring
that the aircraft slows down and comes to a complete stop.
Taxi speed and Use of Power

It is good practice to taxi slowly so that the pilot has more time to assess the situation around
the aircraft. Adjust the power so that a 4-6 knot taxi speed is attained (about a normal jogging
pace of a person) with the power not exceeding 1500 RPM.
Centerline-following and Steering Technique

On straight taxiways, the aircraft is correctly aligned on the taxiway centerline, when the
centerline is lined-up with that taxiing pilot seat. Look far ahead of the aircraft instead of
focusing in front of the aircraft helps avoiding over-steering and over-correcting tendencies.
Use the rudder pedals to steer and turn the aircraft. When a tight turn is anticipated, using
rudder pedal steering and differential braking along with an increase in engine power will result
in a smaller turn radius.
Taxi Safety Practice

Before reaching any taxiway intersection, the pilot shall ensure that there is no other oncoming
aircraft or vehicle on both sides by making a visual look-around and a call out “CLEAR
LEFT/RIGHT SIDE”.
Prop Wash and Jet Blast Awareness

When taxing passing or following behind a gas turbine aircraft, the pilot must be aware of the
turbulent airflow produced by its engines. At idle power, a jet engine can produce up to 60
meters of jet blast. Normally, the taxiway centerline light spacing is about 30 meters apart,
and it is good practice to stay at least 60-90 meters (about 2-3 lights apart) behind the
preceding aircraft in order to avoid its jet blast.

Taxiing in Strong Wind Conditions

A strong wind significantly deteriorates aircraft directional control on the ground especially a
strong quartering tailwind. Avoid sudden bursts of the throttle and sharp braking when this
condition prevails. Use both ailerons and rudder to counteract the effect by referring to the
taxiing diagram below.

2.7. Taxi Check

When the aircraft is on a straight taxiway, the taxi check shall be made. It comprises
of the turn and slip check and the navigational aids check;
Turn and Slip Check

Apply left rudder and ensure that the aircraft steer to the left, and check the following flight
instruments;
- The slip/skid indicator moves to the right.

- The horizontal situation indicator displays a decrease in magnetic heading.
Apply right rudder and ensure that the aircraft steers to the right, and check the following
flight instruments;
- The slip/skid indicator moves to the left.

- The horizontal situation indicator displays an increase in magnetic heading.

2.8. Before Takeoff

2.8.1. Engine Run-Up
ENGINE RUN-UP CHECKLIST
1. PARKING BRAKE........................................................................................................SET
2. PILOT AND PASSENGER SEAT BACKS ..........................MOST UPRIGHT POSITION
3. SEATS AND SEAT BELTS ..................................................................CHECK SECURE
4. FLIGHT CONTROLS ...................................................................FREE AND CORRECT
5. FLIGHT INSTRUMENTS ..............................................................CHECK (NO RED X’s)
6. MIXTURE CONTROL ..............................................................................................RICH
7. FUEL SELECTOR VALVE ......................................................................................BOTH
8. ELEVATOR TRIM...............................................................SET FOR TAKEOFF/VERIFY
9. CABIN WINDOWS..............................................................................................CLOSED
10. THROTTLE CONTROL ...................................................................................1800 RPM
11. MAGNETOS ........................................................................................................CHECK
12. ENGINE INSTRUMENTS / ANNUNCIATORS ....................................................CHECK
13. THROTTLE CONTROL ..........................................................................IDLE/1000 RPM
Note: The run-up is to be performed at the runway holding point with the aircraft parked at a
45° angle to the runway into the wind or as otherwise stated by local regulations.
1. PARKING BRAKE
SET
SET the PARKING BRAKE by applying pressure to the brake pedals, pull the parking
brake handle aft, and then rotating it counterclockwise 90°. 
2. PILOT AND PASSENGER SEAT BACKS

MOST UPRIGHT POSITION
3. SEATS AND SEAT BELTS

CHECK SECURE
4. FLIGHT CONTROLS
FREE AND CORRECT
Accomplish the flight control check by moving the yoke full travel in all directions and check
for full movement of the rudder in both directions. This will ensure that all FLIGHT
CONTROLS are FREE and CORRECT, and move within their full limits without any
restrictions. Relevant callouts have to be made according to the standard callouts.  

5. FLIGHT INSTRUMENTS
CHECK (NO RED X’s)
6. MIXTURE CONTROL
RICH (Full Forward)
Depress the lock button and move the MIXTURE CONTROL to RICH (Full Forward)
position.

BOTH
Verify that the FUEL SELECTOR VALVE is in the BOTH positions.
8. ELEVATOR TRIM
SET FOR TAKEOFF/VERIFY
Verify that the ELEVATOR TRIM is SET FOR TAKEOFF position. Pull the yoke fully aft
and visually VERIFY that the trim tab is approximately aligned flush with the elevator.
9. CABIN WINDOWS
CLOSED
Check that CABIN WINDOWS are CLOSED
10. THROTTLE CONTROL

1800 RPM
After checking the area behind the airplane is clear, check engine instruments and
smoothly move the THROTTLE forward to set 1800 RPM.
11. MAGNETOS
CHECK
CHECK the MAGNETOS by rotating the key in the ignition switch to R (Right) magneto
position and observe the engine RPM. Rotate the key to return to BOTH position (to
ensure clearing the spark plugs on the other magneto). Then, rotate the key to the L (Left)
magneto position and observe the engine RPM. Rotate the key to return to the BOTH
positions. RPM drop for either magneto should not exceed 175 RPM (if ambient air
temperature is greater than 32°C), nor should the difference in RPM between the two
magnetos exceed 50 RPM.
 
12. ENGINE INSTRUMENTS / ANNUNCIATORS
CHECK
CHECK the following ENGINE INSTRUMENTS: 
 Ammeter and Vacuum Indicator: Check that the ammeter is indicating a load (at
least for normal battery charging). Verify that the suction indicator is indicating
between
4.5 In.Hg. to 5.5 In.Hg. to ensure that adequate vacuum is being provided.

 Oil Pressure and Oil Temperature Indicators: Verify that the oil pressure indicator
is indicating between 50 - 90 PSI and the oil temperature indicator is indicating
between 37.8°C to 118°C. (100°C to 245°C)
 Fuel Quantity Indicator: Check the fuel quantity for proper indications.  
CHECK that the ANNUNCIATORS are not illuminated. 
13. THROTTLE CONTROL IDLE/1000

RPM
Smoothly reduce the THROTTLE to IDLE position and check engine operation. The
engines should operate smoothly and at no less that 650 RPM at normal engine operating
temperature. Then, increase the THROTTLE to set 1000 RPM. 
2.8.2. Before Takeoff Checklist

1. TAKEOFF BRIEFING ....................................................…..............................COMPLETE
2. ELEVATOR TRIM ......................................................….......................TAKEOFF/VERIFY
3. FLAPS ....................................................................…........................SET FOR TAKEOFF
4. AVIONICS / FLIGHT INSTRUMENTS ..............……...............................................CHECK
5. STANDBY FLIGHT INSTRUMENTS ........…….......................................................CHECK
6. CABIN DOORS / WINDOWS ................….....…...................................CLOSED/LOCKED
When line up clearance received**

7. TRAFFIC ...................................……......................................................................CHECK
8. STROBE LIGHT…………………....................................................................................ON
When takeoff clearance received**

9. LANDING LIGHT ............................……..........................................................………...ON
1. TAKEOFF BRIEFING
COMPLETE
Perform a verbal TAKEOFF BRIEFING that covers the departure procedure and how
emergency situations would be handled during takeoff.
The following emergency procedures shall be included in the briefing.
 ENGINE FAILURE DURING TAKEOFF ROLL.
 ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF.

2. ELEVATOR TRIM
TAKEOFF/VERIFY
Verify that the ELEVATOR TRIM is set to the TAKEOFF position. Pull the yoke fully aft
and visually VERIFY that the trim tab is approximately aligned flush with the elevator. 
3. FLAPS
SET FOR TAKEOFF
SET FLAPS 10° for a takeoff. Visually verify that the both flaps move towards and stop in
the selected position.
4. AVIONICS/FLIGHT INSTRUMENTS
CHECK
CHECK the AVIONICS and FLIGHT INSTRUMENTS to ensure that they are set for
takeoff. Check the altimeter and HSI for proper indications and confirm that the
appropriate frequencies have been selected. 
5. STANDBY FLIGHT INSTRUMENTS

CHECK
CHECK the STANDBY INSTRUMENTS (airspeed indicator, altimeter, and the attitude
indicator) to ensure that they are set for takeoff. Readjust as necessary.
6. CABIN DOORS/WINDOWS
CLOSED/LOCKED
CLOSE (do not slam) the CABIN DOORS and LOCK each by pushing the side latch
down. After securing the doors, push out to confirm security.

7. TRAFFIC
CHECK
Visually scan the runway and CHECK for any other TRAFFIC, especially toward the
approach end of the runway.
8. STROBE LIGHT
ON
After receiving the line-up clearance, turn ON the STROBE LIGHT.

9. LANDING LIGHT
ON
After receiving the takeoff clearance, turn ON the LANDING LIGHT.
**Note: The following checklist items (7-9) are to be performed by memory after receiving a
line up clearance. They are not “Read-and-Do” items.

2.9. Takeoff
2.9.1. Normal Takeoff Procedure
1. Line up on the runway centerline and positioning flight controls into the wind.
2. Increase throttle to maximum.
3. Put both heels on the floor to avoid inadvertent braking while steering.
4. Maintain directional control on the runway centerline.
5. Check engine instruments and ensure that all parameters are in green, call “Power
Set”.
6. Once the airspeed indicator starts indicating, call “Airspeed Alive”.
7. Start a rotation at 50-55 KIAS (whenever the aircraft starts to lift off) and call
“Rotate”. Gently pitch up so that the nose is at about the same level as the runway
end. When a positive of climb is indicated on both altimeter and vertical speed
indicator, call “POSITIVE CLIMB”.
8. Climb out on 65-70 KIAS.
9. Retract flaps 0° (UP) and switch off Landing lights after passing 300 ft. AGL.
10. Complete the “After Takeoff/Climb Checklist”
11. Accelerate to 75-85 KIAS.

2.9.2. Short-Field Takeoff Procedure

1. Verify that Flaps 10° is set for takeoff.
2. Use all available runway.
3. Hold brakes.
4. Apply full throttle.
5. Check engine instruments and ensure that all parameters are in green, call “Power
Set”.
6. At full power - release brakes.
7. Once the airspeed indicator starts indicating, call “Airspeed Alive”.
8. Rotate to lift off at 50 KIAS, call “Rotate”, then climb at 56 KIAS over 50 ft. Obstacle.
When a positive of climb is indicated on both altimeter and vertical speed indicator,
call “POSITIVE CLIMB”.
9. When clear of obstacle or after passing 300 ft. AGL (whichever is greater),
accelerate to 75-85 KIAS.
10. Retract Flaps to 0° and switch off the landing lights.
11. Complete the “After Takeoff Checklist”

2.9.3. Soft-Field Takeoff Procedure

1. Verify that Flaps 10° is set for takeoff.
2. Start the takeoff roll with full aft yoke - minimum braking - do not stop.
3. Smoothly apply full power - check engine instruments and ensure that all
parameters are in green, call “Power Set”.
4. Once the airspeed indicator starts indicating, call ‘Airspeed Alive”.
5. As the nose lifts off, ease back the control pressure - the nose wheel must remain
off the ground but be aware of a tail strike.
6. Lift off at the lowest possible airspeed, call ‘Rotate’, and remain in ground effect.
7. In ground effect - accelerate to 62 KIAS (Vx) - begin a climb. When a positive of climb
is indicated on both altimeter and vertical speed indicator, call “POSITIVE CLIMB”.
8. Retract Flaps to 0° and switch off the landing lights.
9. When clear of obstacles or after passing 300 ft. AGL (whichever is greater),
accelerate to 75-85 KIAS.
10. Complete the “After Takeoff Checklist”

2.9.4. Crosswind Takeoff Procedure

1. Fully turn the yoke into the direction of the wind, placing the upwind aileron in the up
position.
2. Advance the throttle smoothly and as the airplane starts to roll, use the rudder pedals
to maintain the runway centerline tracking.
3. Allow the aircraft to have a greater airspeed at liftoff in order to increase control
capabilities. Therefore, a rotation should be made at a slightly higher-than-normal
rotation speed.
4. Track straight out on an extension of the runway centerline, enter a crab by making a
coordinated turn into the wind.

2.10. After Takeoff/Climb

AFTER TAKEOFF/CLIMB CHECKLIST
1. FLAPS ............................................................................................................................UP
2. LANDING LIGHTS…………………………………………………………….……………..OFF
3. CLIMB POWER ...........................................................................................................SET
4. MIXTURE ..............................................................................................................AS REQ
5. TRANSPONDER ............................................................................................VERIFY ALT
This checklist is NOT a “Read-and-Do” checklist. The items are to be performed by
memory and the checklist is called afterward to ensure completion.
1. FLAPS
0°/UP
Verify that the Flaps Selector switch is in the 0° position and that the FLAPS are UP for
optimum climb performance.
2. LANDING LIGHTS
OFF
Verify that LANDING LIGHTS are switched OFF.
3. CLIMB POWER
SET
Verify that the CLIMB POWER is SET (Full). Adjust the throttle friction lock and keep hand
on the throttle to ensure that maximum power is maintained for the climb.
4. MIXTURE
AS REQ
Lean the MIXTURE AS REQUIRED per POH recommendation
Leaning Recommendation
Upon reaching or passing 3000 ft. AGL, LEAN the mixture by rotating the mixture control
counter-clockwise until either Peak EGT (best economy) or 50˚F rich of Peak EGT is
attained. Use ENGINE, LEAN, and ASSIST softkeys to identify peak (or ∆Peak) values.
5. TRANSPONDER
VERIFY ALT
VERIFY that the TRANSPONDER automatically cycled to ALT mode (should have
occurred when exceeding a groundspeed of 30 knots). If not so, manually select the ALT
mode.

2.10.1. Sukhothai VFR Local Flight Exit Procedure

Runway 18 Departure Procedures
Area 1
After airborne, climb on runway heading until passing 700 ft. then turn left heading 090. Continue on
heading 090 until 2.5 NM from VTPO then turn left heading 005 and proceed to Area 1. Continue
climb to 3,500 ft. and report over Area 1 at 15 NM from VTPO.
Area 2
Area 3
Area 4
After airborne, climb on runway heading until passing 700 ft. then turn right heading 270. Continue
on heading 270 until 2.5 NM from VTPO then turn right heading 345 and proceed to Area 4. Continue
Area 5
on heading 270 until 2.5 NM from VTPO then turn right heading 310 and proceed to Area 5. Continue
Area 6
on heading 270 until 2.5 NM from VTPO then turn left heading 260° and proceed to Area 6. Continue

Runway 18 Departure Chart

Runway 36 Departure Procedures

Area 1
Area 2
Area 3
on heading 090 until 2.5 NM from VTPO then turn right heading 100° and proceed to Area 3. Continue
Area 4
heading 270 until 2.5 NM from VTPO then turn right heading 335° and proceed to Area 4. Continue
Area 5
heading 270 until 2.5 NM from VTPO then turn right heading 285° and proceed to Area 5. Continue
Area 6
heading 270 until 2.5 NM from VTPO then turn left heading 230° and proceed to Area 6. Continue

Runway 36 Departure Chart

2.11. Cruise
CRUISE CHECKLIST
1. CRUISE POWER ...................................................................................................…..SET
2. MIXTURE .........................................................................................................…..AS REQ
Note: Not required if remaining in the traffic pattern.
1. CRUISE POWER
SET
Maintain climb power throughout the level off until the desired cruise airspeed is reached.
Then, reduce the throttle to SET the desired CRUISE POWER setting. (Approximately
2,200 RPM)
2. MIXTURE
AS REQUIRED
Consider leaning the MIXTURE AS REQUIRED according to POH recommendation.
Leaning Recommendation
LEAN the MIXTURE for either Peak EGT (best economy) or 50˚F rich of Peak EGT (POH
recommended) using the following method:
1. Press ENGINE, LEAN, and ASSIST softkeys in sequence;
2. While rotating the mixture control counterclockwise, make a note of the ∆PEAK
value;
3. Rotate until ∆PEAK = 0˚F (hottest cylinder will be at peak temperature) for best
economy; or
4. Rotate until ∆PEAK = -50˚F (recommended POH lean setting).
Note:
 Peak EGT results in 4% greater range than shown in POH accompanied by
approximately a 3 knot decrease in speed.
 If engine roughness occurs at ∆PEAK, operate at the recommended lean
mixture.
 EGT indicators take several seconds after a mixture adjustment to show
EGT changes. Finding PEAK EGT should take approximately one minute.
 Cessna recommends operating at FULL RICH mixture when engines are
above 75% power (refer to POH Section 5).
 Any change in altitude or power setting will require a change in the
recommended lean mixture setting and a recheck of the EGT setting

2.11.1. Sukhothai VFR Local Flight Entry Procedure

Area 1 Area 2 Area 3
Intercept GPS TRACK 090 from VTPO to join at Echo Point (5 NM from VTPO) at 2,000 ft.
Then enter the downwind leg according to the active runway.
Area 4 Area 4 Area 6

Intercept GPS TRACK 270 from VTPO to join at Whiskey Point (5 NM from VTPO) at 2,000
ft. Then enter the downwind leg according to the active runway.

2.12. Descent
DESCENT CHECKLIST
1. APPROACH BRIEFING …............................................................................COMPLETED
2. FUEL SELECTOR VALVE …....................................................................................BOTH
3. MIXTURE.............................…...............................ENRICH FOR SMOOTH OPERATION
4. AVIONICS / FLIGHT INSTRUMENTS …........................................................CHECK/SET
Note: Not required if remaining in the traffic pattern.
1. APPROACH BRIEFING
COMPLETE
COMPLETE the APPROACH BRIEFING to include: 
 Weather condition and altimeter setting.
 NOTAMs.
 Runway to be used.
 Winds and Runway Condition (Gusty/Shear/Wet/Damp).
 Terrain Obstacles.
 Traffic Pattern Entry.
 Runway Exit Plan  
Note: Considering the current workload on the student pilot, assessed by the flight
instructor, some of the briefing items may be omitted at the instructor’s discretion.

BOTH
3. MIXTURE
ENRICHED
ENRICH the MIXTURE throughout the descent for smooth engine operation.
4. AVIONICS/FLIGHT INSTRUMENTS
CHECK/SET
CHECK the FLIGHT INSTRUMENTS by verifying that the current barometric pressure is
SET in the Kollsman window.
CHECK the AVIONICS by verifying that the communication and navigation frequencies
are SET.

2.13. Sukhothai VFR Traffic Pattern Flying

The pattern is to be flown at 800 ft. AGL, therefore the pattern altitude at Sukhothai is
1,000 ft. The downwind legs on both sides should be approximately 1 to 1.5 NM from the
runway.
Runway 18 Right Hand Traffic Pattern

1. After airborne, maintain heading 180° until climb passing 700 ft.
2. Turn right heading 270° to enter the crosswind leg.
3. Turn right heading 360° to enter the right downwind leg.
4. Maintain 1,000 ft. on airspeed 80-90 knots until the right wing is abeam with the
touchdown point.
5. Reduce power to 1900 RPM, extend flaps to 10°, and maintain airspeed 70-75 knots.
6. When the aircraft is at the 45° angle from the touchdown point, turn right heading 090°,
reduce power to approximately 1500 RPM
7. Descend on airspeed 70 knots on the base leg. Extend flaps to the preferred landing
configuration.
8. Turn right heading 180° to join final.
9. Maintain speed on final according to the selected configuration.
Runway 18 Left Hand Traffic Pattern
Fly the pattern as the right-hand pattern but use the opposite headings.
Runway 36 Left Hand Traffic Pattern

1. After airborne, maintain heading 360° until climb passing 700 ft.
2. Turn left heading 270° to enter the crosswind leg.
3. Turn left heading 180° to enter the right downwind leg.
4. Maintain 1,000 ft. on airspeed 80-90 knots until the right wing is abeam with the
touchdown point.
5. Reduce power to 1900 RPM, extend flaps to 10°, and maintain airspeed 70-75 knots.
6. When the aircraft is at the 45° angle from the touchdown point, turn left heading 090°,
reduce power to approximately 1500 RPM.
7. Descend on airspeed 70 knots on the base leg. Extend flaps to the preferred landing
configuration.
8. Turn left heading 360° to join final.
9. Maintain speed on final according to the selected configuration.
Runway 36 Right Hand Traffic Pattern
Fly the pattern as the left-hand pattern but use the opposite headings.

VFR TRAFFIC PATTERN
Pattern Flying Safety Awareness

The pilot has to be constantly aware of the surrounding traffic within the traffic pattern.
Situational awareness has to be maintained at the highest to avoid collision. A careful monitoring
of the radio helps determining the position of other traffic and assessing the current situation.
Always know yours and every other pattern traffic position.

2.14. Uncontrolled Airport VFR Traffic Pattern Flying

When flying into an uncontrolled airport, the pilot has to be extra vigilant for other traffics.
A broadcast of intention has to be made constantly to provide awareness to other traffics in
vicinity. The approach into the traffic pattern can be made in 2 patterns.
Entry Pattern A
This pattern is used when there is a moderate traffic condition at the airport.
1. Cross over the runway midpoint at 500 ft. above the pattern altitude.
2. Continue on the heading perpendicular to the downwind heading approximately 2
NM from the traffic pattern.
3. Make a 135° turn, descend to the pattern altitude, and enter the downwind leg at
45° angle.
4. Resume the normal pattern flying.
Entry Pattern B
This pattern is used when the traffic condition is light at the airport.
1. Cross over the runway midpoint at the pattern altitude.
2. Once established at a proper distance from the runway (1 to 1.5NM), make a turn
and enter the downwind leg.
3. Resume the normal pattern flying.

2.15. Before Landing

BEFORE LANDING CHECKLIST
1. SEATS / SEATBELT AND HARNESS ............................................UPRIGHT/SECURED
2. FUEL SELECTOR VALVE ......................................................................................BOTH
3. MIXTURE ................................................................................FULL RICH (Full Forward)
4. LANDING LIGHT .........................................................................................................ON
5. BRAKE……………………......………………………………………………………….CHECK
This checklist is NOT a “Read-and-Do” checklist. The items are to be performed
by memory.
1. SEATS/SEATBELT AND HARNESS

UPRIGHT/SECURED
Adjust the SEATS to the UPRIGHT position. Fasten and SECURED both SEATBELT
AND HARNESS.

BOTH
3. MIXTURE
FULL RICH (Full Forward)
Place the MIXTURE CONTROL in the FULL RICH (Full Forward) position.
4. LANDING LIGHT
ON
Switch ON the LANDING LIGHT
5. BRAKE
CHECK
CHECK that there is a pressure resistance on both BRAKE pedals when pressing down.

2.16. Landing
A stabilized approach is essential for achieving successful landings. It is imperative
that the aircraft is stabilized before passing 300 ft. AGL on approach.
When the aircraft is close to the ground, high sink rate should be avoided, even in an
attempt to maintain a close tracking of the glide path. Priority should be given to the attitude
and sink rate. If a normal touchdown distance is not possible, a go around should be
performed.
If the aircraft has reached the flare height at the approach speed, with a stabilized
flight path angle, then normal landing technique will lead to the right touchdown attitude and
airspeed.
In order to assess the rate of descent in the flare, and the aircraft position relative to
the ground, look well ahead of the aircraft.
Configuration Management
According to the manufacturer’s recommendation, normal landing approaches can

be made with any flap setting within the flap airspeed limits. Surface winds and air
turbulence are usually the primary factors in determining the most comfortable approach
speeds.
 Full Flaps Landing (Flaps 30°)

Maintain the approach speed of 60-65 KIAS on final.
 Half Flaps Landing (Flaps 20°)

Maintain the approach speed of 65-70 KIAS on final. The approach with flaps 20° is
used when landing in a strong wind condition.
 No Flaps Landing (Flaps 0°)

Maintain the approach speed of 70-75 KIAS on final. This is an abnormal situation
where flaps malfunction is encountered.

2.16.1. Crosswind Landing

There are 2 basic techniques used to accomplish a crosswind landing – the crab
method and the wing-low (sideslip) method.
Crab Method
This method requires the pilot to establish a heading (crab) into the wind on final
approach with the wings level so that the aircraft’s ground track remains aligned with the
extended runway centerline.
The crab angle is maintained until just prior to touchdown, when the longitudinal axis
of the aircraft must be quickly aligned with the runway to avoid imposing any side loads on the
main landing gears.
Wing-Low Method
Since the crab method requires a high degree of judgement and timing, the wing-low
method is normally preferred for executing crosswind landings.
This method enables the pilot to simultaneously keep the aircraft’s ground track and
the longitudinal axis aligned with the runway centerline throughout the final approach, flare,
touchdown, and roll-out. Furthermore, this method prevents the aircraft from touchdown
sideways, imposing damaging side loads on the landing gear.
The method is accomplished by banking into the wind and apply the opposite rudder
away from the wind. By banking into the wind, the wings produce a sideway lift to counteract
the wind, thus keeping the aircraft on the extended runway centerline. As the wind strikes the
vertical stabilizer, it turns the aircraft nose into the wind, so that the opposite rudder input is
required to align the nose with the runway centerline.

2.17. Go Around
GO AROUND CHECKLIST
1. THROTTLE ..................................................................................…….......................FULL
2. FLAPS…...................................................................................……..….RETRACT TO 20°
3. CLIMB SPEED….......................................................................….........................65 KIAS
4. FLAPS…......................................................................………………………...10° THEN 0°
Note: This is not a ‘Read and Do’ Checklist. A go around has to be performed by memory.
1. THROTTLE
FULL
Make a ‘GO AROUND’ callout. Increase the THROTTLE to FULL forward and
simultaneously pitch up.
2. FLAPS
RETRACT TO 20°
RETRACT the FLAPS TO 20° from the current setting to decrease drag and improve climb
performance. If the approach is made with flaps 20°, maintain the current flaps position.
3. CLIMB SPEED
65 KIAS
Adjust the pitch the maintain the CLIMB SPEED of 65 KIAS.
4. FLAPS
10° THEN 0°
After climb passing 300 ft. AGL or clear of obstacles (whichever is higher), on accelerating,
retract FLAPS from 10°, step by step, TO 0°.
2.17.1. Discontinued Approach vs. Go Around

The discontinued approach is an alternative technique to the GO AROUND procedure
to interrupt an approach when the aircraft is at or above the “Go Around Altitude”
 For visual approach, a “Go Around Altitude” is the pattern altitude.
 For instrument approach, a “Go Around Altitude” is the final altitude published on
the missed approach procedure.
Contrary to the GO AROUND procedure, the discontinued approach technique does
not require the pilot to set the throttle to full.
The pilot should initiate the discontinued approach technique with the callout:
“CANCEL APPROACH”.

2.18. After Landing

1. ELEVATOR TRIM .........................................................................................…..TAKEOFF
2. FLAPS ......................................................................................................…..0°/RETRACT
3. MIXTURE ..............................................................................................…..AS REQUIRED
4. TRANSPONDER ...................................................................................…....VERIFY GND
5. LIGHTS / ELECTRICAL SWITCHES ....................................................…..AS REQUIRED
1. ELEVATOR TRIM
TAKEOFF
Set the ELEVATOR TRIM to the TAKEOFF position.
2. FLAPS
0°/RETRACT
Retract the flaps and visually verify that the flaps move towards and stop in the fully
retracted position.
3. MIXTURE
AS REQUIRED
Adjust the MIXTURE control AS REQUIRED
Leaning Consideration
With 1200 RPM, set the Mixture Control in the Full Forward (Full Rich) position, LEAN the
MIXTURE to peak RPM by turning the Mixture Control counterclockwise, noting engine
RPM slowly increasing. Continue leaning until engine RPM begins to decrease. When
the decrease in RPM is note, enrichen the MIXTURE by turning the Mixture Control
clockwise until peak RPM is indicated. Set 1000 RPM.
4. TRANSPONDER
VERIFY GND
VERIFY that the TRANSPONDER is in the GND mode to cease sending interrogations to
ATC for ground maneuvering radar tracking.
5. LIGHTS/ELECTRICAL SWITCHES
AS REQUIRED
Adjust the LIGHT and other ELECTRICAL SWITCHES, AS REQUIRED. 
 Day: Turn the landing light, taxi light, and strobe light OFF.
 Night: Turn the strobe light OFF. Use the landing and taxi light as necessary for
taxi. Navigation lights should be ON.     

Note: For night operations, the landing light, taxi light, and/or strobe lights may be
turned off at any time after clearing the runway and coming to a full stop at the
appropriate point on the taxiway. This action may be necessary when taxiing in
close proximity to other aircraft, or for other operational considerations.
2.19. Securing the Aircraft

SECURE CHECKLIST
1. PARKING BRAKE ...................................................................................................SET
2. THROTTLE ............................................................................................................IDLE
3. NAV / TAXI LIGHTS …………………………………………………………………..…OFF
4. AVIONICS SWITCH (BUS 1 AND 2) ..................................................................... OFF
5. MIXTURE CONTROL ...........................................................................IDLE CUT-OFF
6. MAGNETOS SWITCH ........................................................................................... OFF
7. BEACON LIGHT…………………............................................................................ OFF
8. MASTER SWITCH (ALT AND BATT)…………………………………………………..OFF
9. TIME …………………….……………………………………………………………….NOTE
10. STANDBY BATTERY SWITCH ..............................................................................OFF
11. FUEL SELECTOR VALVE ....................................................................LEFT or RIGHT
12. TRASH ............................................................................................................REMOVE
13. CONTROL LOCK .............................................................................................INSTALL
1. PARKING BRAKE
SET
SET the PARKING BRAKE by applying pressure to the brake pedals, pulling the parking
brake handle aft, and then rotating it counter-clockwise 90°.
2. THROTTLE
IDLE
Smoothly set the THROTTLE to IDLE
3. NAV / TAXI LIGHTS

OFF
4. AVIONICS SWITCH (BUS 1 AND 2)

OFF

5. MIXTURE CONTROL
IDLE CUT-OFF
Depress the Mixture Control knob and pull the MIXTURE CONTROL to the IDLE CUT-
OFF position.
 
6. MAGNETOS SWITCH
OFF
After the engine (propeller) has come to a complete stop, turn the IGNITION SWITCH key
to the OFF position. Remove the key from the ignition switch.  
Warning: If the magnetos are turned off before the engine stops completely, non-
ignited fuel will remain in the engine cylinders, creating a potential hazard of the
non-ignited fuel igniting unexpectedly (i.e. the propeller rotated with a hot magneto)
or of having an over-primed engine during the next engine start (i.e. an engine fire).
7. BEACON LIGHT
OFF
Switch the BEACON LIGHT OFF
8. MASTER SWITCH (ALT AND BATT)

OFF
9. TIME
NOTE
Stop the timer and NOTE the TIME on the TMR/REF window on the PFD.
10. STANDBY BATTERY SWITCH

OFF
Place the STANDBY BATTERY SWITCH to the OFF position.

LEFT or RIGHT
Rotate the FUEL SELECTOR VALVE to the LEFT or RIGHT tank to isolate the fuel tanks
and prevent fuel transfer from one tank to the other.
12. TRASH
REMOVE
REMOVE any and all TRASH from the cabin (even if it is not yours).
13. CONTROL LOCK

INSTALL
INSTALL the CONTROL LOCK on the control yoke.

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Standard Operating Procedure Issue: 1 Revision: 1.1
SECTION 3
ABNORMAL & EMERGENCY
PROCEDURES

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3.0. INTRODUCTION
This section of the SOP is designed to provide flight crew with operational guidelines when it
comes to dealing with abnormal or emergency situations. The following definitions apply:
Abnormal: A situation in which it is no longer possible to continue the flight using normal
operating procedures, but the safety of the aircraft or of persons on board or on the ground
is not jeopardized;
Emergency: A situation in which the safety of the aircraft or of persons on board or

on the ground is endangered for any reason.
The SOP covers the chronology and methodology of steps taken to identify, verify, and rectify
technical problems in the aircraft using the following steps:
Failure Analysis Assessment &

Failure Identification Confirm Decision-making
Identify & Verify alerts and system/equipment failure Summarize the situation
annunciations through analysis of and decide on best course
potential causes of action
3.1. ALERTS & ANNUNCIATIONS

3.1.1. Components
The G1000 Alerting System conveys alerts to the flight crew using a combination of the following
items:
- Annunciations Window: Located on the right side of the PFD next to the Altitude and Vertical
Speed windows. It can display up to 12 abbreviated annunciations simultaneously, and a white
horizontal line separates annunciations that are acknowledged from those that are not. The
higher the annunciation priority, the higher it is in the window;
- Alerts Window: Accessed by pressing the ALERT softkey (rightmost) and removed by
pressing a second time. Up to 64 prioritized alert messages can be displayed and scrolled
through using the FMS knob;
- Softkey Annunciation: During certain high-priority alerts, the ALERT softkey may appear as
a flashing annunciation. In addition, the ALERT softkey assumes a new label consistent with
the alert level (WARNING, CAUTION, or ADVISORY). By pressing the softkey annunciation,
the pilot acknowledges awareness of the alert.
- System Annunciations: When a failure is detected in an LRU providing information to the
PFD, a large red ‘X’ appears over its respective window;

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- Audio Alerting System: For specific alerts, the system issues either a continuous repetitive
chime (CRC) or a single chime (SC).
3.1.2. Alert Level Definitions

The alerts and annunciations contained in the G1000 Alerting System are divided into three
distinct levels:
Warning: requires IMMEDIATE pilot attention. Text in the annunciation

WARNING window is RED, and is accompanied by a flashing WARNING softkey
annunciation and CRC. Pressing the softkey acknowledges the alert and
stops the aural tone;
Caution: indicates the presence of abnormal conditions on the aircraft that

CAUTION may require pilot intervention. Text in the annunciation window is YELLOW,
and is accompanied by a flashing CAUTION softkey annunciation and SC.
Pressing the softkey acknowledges the alert and stops the aural tone;
Advisory: provides general information to the pilot, and is accompanied only

ADVISORY by a flashing ADVISORY softkey annunciation.
If multiple alerts are present, the order in which they are addressed by the flight crew shall always
be WARNING - CAUTION - ADVISORY.

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3.1.3. Cessna 172S NAV III Warning/Caution Annunciation List
Alert Level Annunciation Fault Alert Tone
HIGH VOLTS M Bus voltage > 32 V CRC
CRC (inhibited
LOW VOLTS M Bus voltage < 24.5V while on
ground)
WARNING
Oil Pressure 0-20 PSI or 115-
OIL PRESSURE CRC
120 PSI
PITCH TRIM Pitch Trim System fault/failure No Tone
LOW FUEL L Left Fuel Quantity < 5 US Gal
Right Fuel Quantity < 5 US

CAUTION LOW FUEL R SC
Gal
LOW VACUUM Vacuum < 3.5 in hg
STBY BATT Standby Battery < 0.5 A

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3.2. FAILURE IDENTIFICATION

In the event of an abnormal system condition or failure, it is important to correctly identify the
problem, verify its status, and take steps to rectify it. Identification and verification is achieved
through the Failure Identification process:
• Information:
- WARNING or CAUTION softkey annunciations;
- Aural Tone: Continuous Repetitive Chime (CRC) or Single Chime (SC);
- Pilot calls out “WARNING/CAUTION...” and cancels the alert by pressing the softkey.
• Identification:
- Pilot reads out abbreviated alert on the annunciations window;
- Pilot calls out “...HIGH VOLTS ANNUNCIATION...”
• Isolation:
- Pilot verifies system condition on the Engine Display;
- Pilot calls out “...MAIN BUS OVER-VOLTAGE”
For ADVISORY messages, pilots need only to select the ADVISORY softkey and read out the
information.
3.3. FAILURE ANALYSIS

In order for the failure to be confirmed five steps must be taken. The pilot initiates the process by
calling “SYSTEM CHECK” and then proceeds to execute the following:
• Control: Is the system control in the appropriate position?
• Indicator: Is the indication relevant to the annunciation and in compliance with the
control position?
• Supply: Are the supply source(s) available?
• Circuit Breaker: Are any circuit breakers out of position?
• Reset: Flight crew may reset a particular circuit breaker only ONCE.
Once the system has been checked, the flight crew shall confirm both the failure and the
appropriate checklist. This is done by the pilot calling out “SYSTEM CHECKED, XXX FAILURE
CONFIRMED (OR NOT)” followed by the corresponding checklist e.g “HIGH VOLTS
CHECKLIST”.

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The pilot shall then proceed with conducting the checklist by reading out each item loudly and
performing the required action (read and do).
3.4. ASSESSMENT/ DECISION/ INFORMATION

Once the analysis and checklist(s) have been completed, an assessment must be made of the
post-failure situation to determine the conditions under which the flight may continue to the
destination and the best course of action. This is done by the pilot using the A-D-I model to assist
in the aeronautical decision-making process.
A - Assessment
The Pilot summarizes the situation, taking into account the following aspects:
- Technical assessment: consider consequences of failure on other systems by

scanning the EIS;
- Operational assessment: determine the conditions under which the aircraft may
continue flying, consider the possibility to land at destination, divert, operational
limitations, weather conditions, fuel status;
D - Decision
Once the assessment is performed, the pilot makes a decision. If the pilot of the flight is
not the PIC, then the decision must be endorsed by the PIC. Both members of the flight
crew must settle a consensus before making a decision.
I - Information
Once a decision has been made, the pilot shall inform ATC, passengers, and company
dispatch, if necessary.
3.5. CHECKIST METHODOLOGY

All emergency and abnormal checklists contained in the SOP are Read-and-Do checklists. When
a failure has been confirmed, the pilot initializes the checklist with a call-out, reads each item
aloud and then performs the corresponding action one-by-one. Afterwards, the pilot then indicates
the completion of the checklist with a call-out. An example of an emergency/abnormal checklist
is shown below:
1. Checklist call-out: “HIGH VOLTS CHECKLIST”;

2. Read checklist item: “ALT MASTER - OFF”;
3. Do checklist item: Switch ALT Master to the OFF position;
4. Repeat until completion;
5. Checklist call-out: “HIGH VOLTS CHECKLIST COMPLETE”.
Certain emergency procedures (or parts of emergency procedures) are of such substantial
importance that critical checklist items must be committed to memory: these memory items are
highlighted using boldface text in both the SOP and the Cessna 172S NAV III POH. When such
situations arise, the pilot initializes the memory item procedure with a call-out, then says each

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item aloud while simultaneously performing the corresponding action. An example of an

emergency memory item procedure is shown below:
1. Call-out: “ENGINE FAILURE DURING FLIGHT MEMO ITEMS” ;

2. Call and Do checklist item: “MIXTURE - IDLE CUT-OFF”;
3. Repeat until completion;
4. Call-out: “ENGINE FAILURE DURING FLIGHT MEMO ITEMS COMPLETE”;
5. Call-out: “ENGINE FAILURE DURING FLIGHT CHECKLIST”;
6. Verify that all actions have been performed;
7. If checklist items (non-boldfaced) remain, Read and Do until completion;
8. Call-out: “ENGINE FAILURE DURING FLIGHT CHECKLIST COMPLETE”.
An exception is made for the ENGINE FAILURE DURING TAKEOFF procedure. While other
procedures/checklists are triggered by an initializing call-out, when an engine failure occurs during
the takeoff roll, the memory items are triggered by a command of “STOP” from either of the flight
crew. For any other abnormality other than an engine failure or fire, a “STOP” command shall be
followed by only the first two memory items (Throttle and Brakes).
3.6. CHECKLIST SYMBOLOGY

The following symbologies are found in the emergency/abnormal checklists:
 PRECONDITION: These “IF” preconditions symbolized by black squares are system

conditions that exist prior to checklist usage and are answerable by “YES” or “NO”. If
“YES”, then the subsequent actions (black triangles) are applied. If “NO”, then the
actions are skipped and the next precondition is considered.

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 “WHEN” CONDITIONS: Indicated by black circles, these define actions to perform

WHEN a condition is fulfilled.
3.7. EMERGENCY PROCEDURES
EMERGENCY ENGINE FAILURES

An engine failure is defined as a condition in which any of the following occurs:
• Total engine failure - the propeller may windmill or even stop at low air speeds, engine noise
is significantly reduced, and no power is produced;
• Partial engine failure - engine still runs but produces less power than it should;
• Loud noises and vibration accompanied by total or partial power loss - indicates a possible
magneto fault, detonation, or other mechanical failure
All partial engine failure/power loss situations should be treated as either full or imminent
failures.

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ENGINE FAILURE DURING

EMERGENCY E-01
TAKEOFF ROLL
‣ Throttle..........................................................................................................IDLE (pull full out)

Once the decision to abort has been made accompanied by a call of “STOP”, immediately cut power
to the engine by reducing the throttle to IDLE.
Advice ATC by calling “SNSH XXX, ABORT TAKEOFF - STOP ON THE RUNWAY”.
‣ Directional Control....................................................................................................MAINTAIN
Maintain directional control of the aircraft parallel to the runway centerline, maneuvering as
necessary to avoid obstacles.
‣ Brakes..............................................................................................................................APPLY
Apply maximum effective braking AS REQUIRED in order to stop the aircraft on the remaining
runway. Take caution while braking to prevent the wheels from becoming locked, causing the aircraft
to skid and thus increasing the stopping distance.
IF RUNWAY NOT SUFFICIENT TO STOP THE AIRCRAFT
‣ Wing Flaps...........................................................................................................RETRACT
Retract the flaps to 0˚, or if performing a no-flap takeoff, verify that the flap selector switch is in
the 0˚ position
‣ Mixture Control.............................................................................................IDLE CUTOFF

Cuts the fuel flow to the engine.
‣ MAGNETOS Switch.......................................................................................................OFF
Turn ignition key switch to the OFF position once the propeller has stopped
‣ STBY BATT Switch.......................................................................................................OFF

Prevents the Standby Battery from coming online when the Master Switch is turned OFF
‣ MASTER Switch (ALT and BAT)..................................................................................OFF

Reduces the chances of electrical sparks/arcing/short circuit that may start a fire.
‣ Doors....................................................................................................................UNLATCH
Unlatch cockpit doors in order to assist in rapid evacuation
CHECKLIST COMPLETE

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ENGINE FAILURE IMMEDIATELY

EMERGENCY E-02
AFTER TAKEOFF
IF RUNWAY REMAINING
‣ Airspeed...............................................70 KIAS (flaps up) / 65 KIAS (Flaps 10˚- FULL)

Pitch the aircraft to maintain an airspeed of 70KIAS (flaps up) or 65KIAS (flaps down) to
improve aircraft control and prevent from approaching a stall.
‣ Wing Flaps.................................................................................................AS REQUIRED

‣ Land.........................................................................................ON REMAINING RUNWAY
IF NO RUNWAY REMAINING
‣ Airspeed……............................................70 KIAS (flaps up) / 65 KIAS (Flaps 10˚- FULL)

Pitch the aircraft to maintain an airspeed of 70KIAS (flaps up) or 65KIAS (flaps down) to
improve aircraft control and prevent from approaching a stall.
‣ Mixture Control……....................................................................................IDLE CUTOFF

‣ FUEL SHUTOFF Valve…….........................................................................................OFF

Prevents fuel from spilling out of a severed fuel line in the event of a crash.
‣ MAGNETOS Switch……...............................................................................................OFF
Prevents the possibility of spark plugs firing and igniting spilled fuel.
‣ Wing Flaps……......................................................AS REQUIRED (FULL recommended)

‣ STBY BATT Switch……...............................................................................................OFF
‣ MASTER Switch (ALT and BAT)……...........................................................................OFF

Reduces the chances of electrical sparks/arcing/short circuit that may start a fire.
‣ Doors..................................................................................................................UNLATCH
Unlatch cockpit doors to prevent from being jammed and thus preventing quick egress in the
event of a crash.
‣ Land.....................................................................................................STRAIGHT AHEAD
Attempt to land within 30˚ either side of the extended runway centerline.
CHECKLIST COMPLETE

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ENGINE FAILURE DURING

EMERGENCY E-03
FLIGHT (RESTART)
‣ Airspeed............................................................................................68 KIAS (best glide speed)

If current airspeed is above best glide, pitch up to take advantage of the height gained while
reducing speed.
‣ FUEL SHUTOFF Valve.......................................................................................ON (push full in)

Verify that the Fuel Shutoff Valve wasn’t accidentally pulled out.
‣ FUEL SELECTOR Valve....................................................................................................BOTH

Verify that the Fuel Selector Valve is directing fuel from both tanks.
‣ FUEL PUMP Switch.................................................................................................................ON

In the event of a failure of the engine-driven fuel pump, the electrical pump supplies fuel to the
engine.
‣ Mixture Control....................................................................................................................RICH
‣ MAGNETOS Switch.....................................................................................CYCLE L /R / BOTH
Try cycling the engine magnetos to eliminate a bad magneto as a possible cause for power loss:
1. Check that ignition switch is on BOTH;
2. Turn the key to the LEFT magneto;
3. If power not restored, turn the key to the RIGHT magneto;
4. If power still not restored, turn the key back to BOTH.
If engine runs with the ignition on either L or R, leave the switch in that position until the flight is
terminated.
IF PROPELLER NOT WINDMILLING
‣ MAGNETOS Switch..................................................................................................START
Turn the ignition key to START in order to crank the engine and windmill the propeller in
order to assist in restart, while pushing in the throttle slowly from IDLE.
IF RESTART SUCCESSFUL
‣ Fuel Quantity.............................................................................................................VERIFY
‣ LAND AS SOON AS POSSIBLE
IF RESTART NOT SUCCESSFUL
‣ FORCED LANDING Procedure..................................................................................APPLY

CHECKLIST COMPLETE

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EMERGENCY OFF-AIRPORT LANDINGS
If performing a forced-landing into an area other than an airfield, be sure to consider the following
WO 5S’s when it comes to selecting a suitable landing zone:
‣ W - Wind Direction: The landing should be made into the wind.
‣ O - Obstacles: Stay away from obstacles, both natural and man-made.
‣ S - Size/ Shape: The size of the field should be long enough to stop the aircraft
and it should resemble the shape of a runway.
‣ S - Surface: The surface should be dry and hard enough to support the aircraft
‣ S -Slope: The landing should be made onto an upslope field to aid the
deceleration.
‣ S - Sun: The final turn toward landing field should not be made into the sun
‣ S - Surrounding: The landing should be made away from a populated area to

avoid collateral damage, but not too far away so that the search and
rescue unit can be able to reach the aircraft as soon as possible.
NOTE
A headwind will reduce, while a tailwind will increase gliding distance. If gliding in a tailwind,
range can be increased by carefully reducing speed to obtain a minimal rate of descent in order
to maximize time spent in a tailwind. However, it should be noted that if speed is reduced further
than that which gives minimum rate of descent, the rate of descent will increase.

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EMERGENCY FORCED LANDING E-04
‣ Pilot and Passenger Seat Backs................................................MOST UPRIGHT POSITION

‣ Seat and Seatbelts.....................................................................................................SECURE
Ensure all occupants have their seatbelts and harnesses secure and tightened
‣ Airspeed.....................................................70 KIAS (flaps UP) / 65 KIAS (Flaps 10˚ - FULL)

Pitch the aircraft to maintain 70 KIAS (flaps up) or 65 KIAS (flaps 10˚ -FULL)
WARNING
Do not attempt to stretch the glide by pulling the nose up and therefore reducing the airspeed to
lower than L/D max speed. This will cause an increased rate of descent and reduced gliding
distance.
‣ Mixture Control..................................................................................................IDLE CUTOFF

‣ FUEL SHUTOFF Valve................................................................................OFF (pull full out)

Prevents fuel from spilling out of a severed fuel line in the event of a crash.
‣ MAGNETOS Switch............................................................................................................OFF
‣ Wing Flaps........................................................................................................AS REQUIRED

Flaps may be used to increase descent angle (steeper flight path).
NOTE
Forward slips may be used to increase rate of descent without the use of flaps. Flaps should only
be used when it is certain that the aircraft can reach the desired landing point.
• WHEN FLAPS IN FINAL POSITION
‣ STBY BATT Switch....................................................................................................OFF

‣ MASTER Switch (ALT and BAT)..............................................................................OFF

Reduces the chances of electrical sparks/arcing/short circuit that may start a fire. Ensure
that flaps are already in their final position as switching off the battery will de-energize the
flap electric motor.
CONTINUE CHECKLIST >>>

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‣ Doors............................................................................UNLATCH PRIOR TO TOUCHDOWN

Unlatch cockpit doors to prevent from being jammed and thus preventing quick egress in the
event of a crash.
‣ Touchdown.............................................................................................TAIL SLIGHTLY LOW

‣ Brakes............................................................................................................APPLY HEAVILY
CHECKLIST COMPLETE

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EMERGENCY DITCHING E-05
‣ Radio...........................................................................TRANSMIT MAYDAY / SQUAWK 7700

‣ Heavy Objects (in baggage area)...................................SECURE OR JETTISON (if possible)
‣ Pilot and Passenger Seat Backs................................................MOST UPRIGHT POSITION
‣ Seats and Seat Belts.................................................................................................SECURE
IF LANDING WITH POWER AVAILABLE
‣ Wing Flaps........................................................................................................20˚ - FULL

‣ Power………...........................................ESTABLISH 300FT/MIN DESCENT AT 55 KIAS
Maintain a minimal rate of descent all the way to touchdown.
IF LANDING WITH NO POWER AVAILABLE
‣ Wing Flaps.............................................................................................................UP - 10˚

‣ Airspeed.............................................................. 70 KIAS (flaps UP) / 65 KIAS (flaps 10˚)
‣ Approach Direction...............................................................................................DETERMINE
WARNING
ALWAYS AVOID THE FACE OF A SWELL (the side of the swell facing the observer). Landing
into the face of a swell may cause the aircraft to be swamped or violently thrown into the air,
dropping heavily on the next swell.

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IF HIGH WINDS / HEAVY SEAS
‣ Approach..............................................................................................INTO THE WIND

With high winds, it may be better to face directly into the wind, attempting to land on the
backside of a swell. Accept a higher crosswind component to avoid flying directly into a
swell system if possible.
IF LIGHT WINDS / HEAVY SWELLS
‣ Approach..................................................................................PARALLEL TO SWELLS
Attempt to land parallel to and at the top or on the backside of a swell, preferably with a
high headwind component to reduce impact on landing. It is better to accept a higher
crosswind component than to land with a heading component directly facing a swell.
‣ Cabin Doors..............................................................................................................UNLATCH
Unlatch the doors prior to touchdown to assist in evacuation once the aircraft is on the water.
‣ Touchdown..................................................................................................LEVEL ATTITUDE
If approach flown with a crosswind component, de-crab the aircraft just prior to touchdown.
‣ Face............................................................................................CUSHION AT TOUCHDOWN
‣ ELT..........................................................................................................................ACTIVATE
• AFTER LANDING
‣ Airplane...........................................................EVACUATE THROUGH CABIN DOORS

If necessary, open window and flood cabin to equalize pressure so doors can be opened.
‣ Life Vests........................................................INFLATE WHEN CLEAR OF AIRPLANE

NOTE:
In a glide, a slightly higher-than-normal airspeed may enable the aircraft to be gradually flared as
it approaches the water, giving the pilot both time and distance to feel for the water surface and
reducing the possibility of a stall or flying into the water.
CHECKLIST COMPLETE

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PPL and CPL
EMERGENCY FIRES
If after performing the following procedures the situation deteriorates with an
uncontrollable fire, an emergency descent should be considered in order to land the aircraft
as soon as possible. This may also necessitate an off-airport forced landing.
Detection
- Black smoke usually signals an oil fire, while fuel burns bright orange;
- Electrical fires are accompanied by white smoke and a distinct smell of burning
insulation;
- An electrical fire may cause equipment and avionics to shutdown and/or circuit breakers
to pop;
- A fluctuating fuel pressure or a drop may be caused by a broken fuel line;
- A rough-running engine may be caused by a broken cylinder;
- “Hot-foot syndrome”: feeling the heat of a fire behind the firewall not yet visible above
the cowling.
ENGINE FIRE DURING START

EMERGENCY E-06
ON GROUND
‣ MAGNETOS Switch ………….......................START (Continue cranking to start the engine)

Continue cranking the engine in an effort to draw the fire into the engine through the intake manifold.
IF ENGINE STARTS
‣ Power.................................................................................1800 RPM (for a few minutes)

Open the throttle to increase RPM and increase airflow through the engine from the propeller.
‣ Engine............................................................................................................SHUTDOWN
1. Pull out mixture control knob to IDLE-CUTOFF position;
2. Turn the fuel shutoff valve OFF (pull out)
Note:
Evaluate the results of the fire and if not yet out, obtain the fire extinguisher and evacuate the
aircraft immediately.

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IF ENGINE FAILS TO START
‣ Throttle Control...................................................................................FULL (push full in)

Prepares to vents all of the remaining fuel out of the engine
‣ Mixture Control.....................................................................IDLE CUTOFF (pull full out)

Cuts out the fuel supplying the engine.
‣ MAGNETOS Switch...............................................................START (continue cranking)

This action vents out all of the fuel remaining within the engine.
‣ FUEL SHUTOFF Valve...........................................................................OFF (pull full out)

Isolates the fuel feeding from both wing tanks.
‣ FUEL PUMP Switch....................................................................................................OFF

Ensures that the electrical pump is de-energized and no fuel is sent to the engine.
‣ MAGNETOS Switch....................................................................................................OFF
‣ STBY BATT Switch.....................................................................................................OFF

‣ MASTER Switch (ALT and BAT)................................................................................OFF

Reduces the chances of electrical sparks/arcing/short circuit that may ignite fuel and
exacerbate the fire.
‣ Engine…...........................................................................................................SECURE
Verify that the propeller is stopped, fire has been drawn into the engine and extinguished.
‣ Parking Brake…........................................................................................RELEASE
‣ Fire Extinguisher……...................................................................................OBTAIN
‣ Airplane…...............................................................................................EVACUATE
Evaluate the results of the fire and if not yet out, obtain the fire extinguisher and evacuate
the aircraft immediately.
‣ Fire.....................................................................................................EXTINGUISH
When using fire extinguishers remember the acronym PASS
- Pull pin
- Aim at base of fire
- Squeeze handle
- Sweep back and forth at the base

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‣ Fire Damage…...........................................................................................INSPECT
‣ MAINTENANCE ACTION REQUIRED
CHECKLIST COMPLETE
EMERGENCY ENGINE FIRE IN FLIGHT E-07
‣ Mixture Control…………................................................................IDLE CUTOFF (pull full out)

‣ FUEL SHUTOFF Valve………….....................................................................OFF (pull full out)
Pull the fuel shut off valve out fully to cut the fuel at the source.
‣ FUEL PUMP Switch…………................................................................................................OFF

Verify that fuel pump is OFF. If ON, switch OFF to prevent from sending more fuel to the engine
fire.
‣ MASTER Switch (ALT and BAT)……………........................................................................OFF

Reduces the chances of electrical sparks/arcing/short circuit that may ignite fuel and exacerbate
the fire.
‣ Cabin Vents.................................................................................................OPEN (as required)

Open the overhead vents open to allow ventilation and removal of smoke from the cockpit.
‣ CABIN HT and CABIN AIR Control Knobs....................................................OFF (push full in)

Since cabin heat/air is ducted through the firewall into the cabin, closing the cabin heat/air knobs
(push full in) will help prevent smoke from entering the cockpit.
‣ Airspeed………….........................................................................................................100 KIAS
Pitch the aircraft to maintain an airspeed of 100KIAS. If the fire is not extinguished, increase glide
speed (up to Vne) to maximize airflow into the engines in order to extinguish the fire.
Banking the aircraft to either side during initial pitch-down maneuver will help accelerate the aircraft.
‣ Forced Landing……………........................................................................................EXECUTE
NOTE:
Make an emergency call to ATC using VHF 1 (only essential bus available)
CHECKLIST COMPLETE

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EMERGENCY ELECTRICAL FIRE IN FLIGHT E-08
‣ STBY BATT Switch………….................................................................................................OFF

Prevents the standby battery from coming online when the master switch is turned off.
‣ MASTER Switch (ALT and BAT)…………............................................................................OFF

Prevents the battery from supplying electricity to the fire.
‣ Cabin vents/CABIN HT/AIR..................................................................................CLOSED/OFF

Closing off all sources of outside air will prevent the fire from being fed with oxygen.
‣ Fire Extinguisher.......................................................................................................ACTIVATE
- Pull pin
- Squeeze handle
‣ AVIONICS Switch (BUS 1 & 2)................................................................................................OFF

‣ All Other Switches (except MAGNETOS switch).....................................................................OFF
• WHEN FIRE IS EXTINGUISHED
‣ Cabin vents/CABIN HT/AIR..................................................................................OPEN/ON

Opening the vents to allows outside air to ventilate the cabin and remove smoke.

IF ELECTRICAL POWER NECESSARY FOR CONTINUED FLIGHT
‣ Circuit Breakers........................................................................................................CHECK
CAUTION
DO NOT RESET any open circuit breakers as any one could be the source of the fire. Take
note of which circuit breakers are open as it could help in identifying the source of a
subsequent fire should any more circuit breakers open.
Note
While switching on the electrical system after a fire has been extinguished, do so slowly in
order to help detect the possible source of the fire.

Page: 3-21
PPL and CPL
‣ MASTER SWITCH (ALT and BAT)……...........................................................................ON

‣ STBY BATT Switch……................................................................................................ARM
‣ AVIONICS Switch (BUS 1)…….......................................................................................ON
‣ AVIONICS Switch (BUS 2)…….......................................................................................ON
CHECKLIST COMPLETE

Page: 3-22
PPL and CPL
EMERGENCY CABIN FIRE E-09
‣ STBY BATT Switch…………........................................................................................OFF

Prevents the standby battery from coming online when the master switch is turned off.
‣ MASTER Switch (ALT and BAT)…………...........................................................................OFF

Protects the electrical system from the fire.
‣ Cabin vents/CABIN HT/AIR.................................................................................CLOSED/OFF

Closing off all sources of outside air will prevent the fire from being fed with oxygen.
‣ Fire
Extinguisher.......................................................................................................ACTIVATE
- Pull pin
- Squeeze handle
• WHEN FIRE IS EXTINGUISHED
‣ Cabin vents/CABIN HT/AIR.................................................................................OPEN/ON

Opening the vents to allows outside air to ventilate the cabin and remove smoke.

IF ELECTRICAL POWER NECESSARY FOR CONTINUED FLIGHT
‣ Circuit Breakers.......................................................................................................CHECK
CAUTION
DO NOT RESET any open circuit breakers as any one could be the source of the fire. Take
note of which circuit breakers are open as it could help in identifying the source of a
subsequent fire should any more circuit breakers open.
Note
While switching on the electrical system after a fire has been extinguished, do so slowly in
order to help detect the possible source of the fire.
‣ MASTER SWITCH (ALT and BAT)................................................................................ON

‣ STBY BATT Switch.....................................................................................................ARM
CHECKLIST COMPLETE

Page: 3-23
PPL and CPL
EMERGENCY WING FIRE E-10
‣ Light Switches ....................................................................................................................OFF

Turn off the strobe, navigation, landing, and taxi lights to eliminate the source of the fire.
‣ PITOT HT Switch .................................................................................................................OFF

‣ FUEL SELECTOR Valve…………...............................SWITCH TO TANK OPPOSITE OF
FIRE
Prevents the fire from spreading through the fuel system should it penetrate the fuel tanks.
‣ Side slip…………...................................................................AS REQUIRED TO EXTINGUISH

Perform a side slip to keep the flames away from the cabin and fuel tanks.
- Bank away from flame side;
- Apply opposite rudder.

CHECKLIST COMPLETE

Page: 3-24
PPL and CPL
3.8. ABNORMAL PROCEDURES
Electrical System
ABNORMAL
Malfunctions
The electrical system is monitored on the EIS engine page with the following parameters:
- Main and Essential Bus VOLTS
- Main Battery and Standby Battery AMPS
CAUTION
Do not reset a circuit breaker unless absolutely necessary to complete the flight. In any case,
never reset a circuit breaker more than once.
ABNORMAL HIGH VOLTS A-01

WARNING HIGH VOLTS M Bus voltage > 32 V CRC
‣ MASTER Switch (ALT)…………...........................................................................................OFF

The alternator is providing excessive voltage to the electrical system and switching off the left side
of the master switch (ALT) will isolate it from the rest of the system.

‣ LOAD SHEDDING Procedure……………........................................................................APPLY

Page: 3-25
PPL and CPL
ABNORMAL LOW VOLTS A-02

CRC (inhibited while
WARNING LOW VOLTS M Bus voltage < 24.5V
on ground)
LOW VOLTS COMES ON BELOW 1000 RPM
‣ Throttle…...........................................................................................................1000 RPM
A higher RPM equals higher alternator electrical output supply to the electrical system
LOW VOLTS GOES OFF
‣ Flight……...................................................................................................CONTINUE
LOW VOLTS REMAINS ON
‣ CONTINUE CHECKLIST
Alternator electrical output is insufficient to power the electrical system.
LOW VOLTS COMES ON OR DOES NOT GO OFF AT HIGHER RPM
‣ MASTER Switch (ALT only)….....................................................................................OFF

‣ ALT FIELD Circuit Breaker …............................................................................CHECK IN
Check that the ALT FIELD circuit breaker is in. If not, consider leaving it opens unless
deemed necessary for the continuation of flight.
‣ MASTER Switch (ALT and BAT)…................................................................................ON

‣ LOW VOLTS Annunciator …..........................................................................CHECK OFF
LOW VOLTS GOES OFF
‣ M BUS VOLTS….............................................................................CHECK MIN 27.5 V

‣ M BATT AMPS….....................................................................CHECK CHARGING (+)
If operative, the Alternator should start charging the Main Battery.

Page: 3-26
PPL and CPL
LOW VOLTS REMAINS ON
‣ MASTER Switch (ALT)...........................................................................................OFF

The alternator is providing insufficient voltage to the electrical system and switching off
the left side of the master switch (ALT) will isolate it from the rest of the system.
‣ LOAD SHEDDING Procedure............................................................................APPLY

CHECKLIST COMPLETE

Page: 3-27
PPL and CPL
ABNORMAL LOAD SHEDDING A-03
‣ Electrical Load................................................REDUCE TO PRESERVE BATTERY

Turn off all non-essential equipment to reduce the electrical load to the minimum necessary to
ensure safe flight.
a. AVIONICS Switch (BUS 1)....................................................................................OFF

b. PITOT HEAT Switch .............................................................................................OFF
c. BEACON Light Switch...........................................................................................OFF
d. LAND Light Switch..................................................OFF (use as required for landing)
e. TAXI Light Switch……...........................................................................................OFF
f. NAV Light Switch……...........................................................................................OFF
g. STROBE Light Switch...........................................................................................OFF
h. CABIN PWR 12V Switch.......................................................................................OFF
i. COM1 and NAV1 ...................................................TUNE TO ACTIVE FREQUENCY
j. COM1 MIC and NAV1....................................................................................SELECT
k. AVIONICS Switch (BUS 2)..............................................OFF (KEEP ON if in clouds)
‣ IMC...........................................................................................................................AVOID
CAUTION
Ensure that COM1 MIC and NAV1 on the audio panel are selected and frequencies are tuned
prior to setting Avionics Bus 2 to OFF otherwise it will not be possible to tune the radios
afterwards.
NOTE
1. If in VMC, maintain VFR and divert to the nearest suitable airport to land under VFR;
2. If in IMC, request help from ATC in determining the nearest VMC/VFR conditions and
thereafter divert to the nearest suitable airport;
3. Minimize flap motor electrical load by using flaps close to the runway only if a successful
landing is possible.
CHECKLIST COMPLETE

Page: 3-28
PPL and CPL
ABNORMAL AP PITCH TRIM A-04

Pitch Trim System

WARNING PITCH TRIM No Tone
fault/failure
‣ Control Wheel………….......................................GRASP FIRMLY (regain control of aircraft)

‣ A/P TRIM DISC Button…………...................................................................PRESS and HOLD
‣ Elevator Trim Control…………...............................................................ADJUST MANUALLY
‣ AUTO PILOT Circuit Breaker…………............................................................OPEN (pull out)
‣ A/P TRIM DISC Button...................................................................................RELEASE
CAUTION
Following an autopilot, auto trim, or manual trim system malfunction, do not engage the autopilot
until the cause of the malfunction has been corrected.
CHECKLIST COMPLETE

Page: 3-29
PPL and CPL
ABNORMAL LOW VACUUM A-05

CAUTION LOW VACUUM Vacuum < 3.5 in hg SC
‣ Engine RPM ………...................................................................................................INCREASE

Increase engine RPM, if practical, to increase the speed of the engine-driven vacuum pump.
‣ Vacuum Indicator (VAC)………...............................................................CHECK GREEN BAND

If vacuum pointer out of green band or gyro flag is shown on the standby attitude indicator, the
standby attitude indicator must not be used.
IF VACUUM INDICATOR OUT OF GREEN BAND
‣ IMC ..................................................................................................................................AVOID
If both G1000 displays were to fail in IMC, the aircraft would be left with no attitude indicator.
CHECKLIST COMPLETE
ABNORMAL EXCESSIVE FUEL VAPOR A-06

FUEL FLOW FLUCTUATES > 1 GPH OR POWER SURGES OCCUR
‣
FUEL PUMP Switch……………...................................................................................................ON
Engaging the electric-driven Fuel Pump slows vapor formation in the fuel lines and stabilizes fuel flow.
‣ Mixture Control...............................................ADJUST (as necessary for smooth engine operation)

‣ FUEL SELECTOR Valve.........................SELECT OPPOSITE TANK (if vapor symptoms continue)
‣ FUEL PUMP Switch……………………...................................................................................OFF
CHECKLIST COMPLETE

Page: 3-30
PPL and CPL
ABNORMAL LOW FUEL L/R A-07

Left Fuel Quantity <

LOW FUEL L
5 US Gal
CAUTION SC
Right Fuel Quantity
LOW FUEL R
< 5 US Gal
‣ FUEL SELECTOR………….............................................................................CONFIRM BOTH

‣ Fuel Quantity…………....................................................................................................VERIFY
IF FUEL QUANTITY INDICATION NORMAL
‣ Annunciator…………........................................................................................DISREGARD
‣ Fuel Quantity………..............................................................................................MONITOR
IF FUEL QUANTITY < 5 US GAL ON ONE SIDE ONLY
‣ FUEL SELECTOR……….....................................................SWITCH TO OPPOSITE TANK

‣ ATC...................................................................................CONSIDER FUEL EMERGENCY
CAUTION
AVOID UNCOORDINATED FLIGHT FOR MORE THAN 30 SECONDS
CHECKLIST COMPLETE

Page: 3-31
PPL and CPL
ABNORMAL LOW FUEL L + R A-08

Left Fuel Quantity <

LOW FUEL L
5 US Gal
CAUTION SC
Right Fuel Quantity
LOW FUEL R
< 5 US Gal
‣ FUEL SELECTOR………….............................................................................CONFIRM BOTH

‣ Fuel Quantity…………....................................................................................................VERIFY
IF FUEL QUANTITY INDICATION NORMAL
‣ Annunciator…………........................................................................................DISREGARD
‣ Fuel Quantity……….............................................................................................MONITOR
IF FUEL QUANTITY RAPIDLY DECREASING
‣ Forced Landing…………......................................................................................PREPARE
CHECKLIST COMPLETE

Page: 3-32
PPL and CPL
ABNORMAL FUEL LEAK DETECTION A-09

A leak may be detected by:
- Sum of fuel tanks (EIS ENGINE) significantly less than FUEL REM on EIS SYSTEM
page
OR
- Sum of fuel tanks (L + R) + FUEL USED (EIS SYSTEM) significantly less than fuel at
departure;
- Total fuel quantity decreasing at an abnormal rate;
- Fuel imbalance;
- Fuel tank emptying too fast;
- Abnormal fuel flow;
- Fuel smell in the cockpit;
- Fuel spray from engine cowling or wingtip.
IF FUEL LEAK SUSPECTED

Page: 3-33
PPL and CPL
ABNORMAL RED X ON PFD A-10
CAUTION
For the following procedures, if CB is found OPEN, CB reset may be performed. If CB opens
again, DO NOT RESET.
IF AIRSPEED INDICATOR AFFECTED
‣ ADC/AHRS CB (ESS BUS + AVN BUS 1)...……….............................................CHECK IN

‣ Standby Airspeed Indicator……….................................................................................USE
IF ALTITUDE INDICATOR AFFECTED
‣ ADC/AHRS CB (ESS BUS + AVN BUS 1)………................................................CHECK IN

‣ Standby Altimeter...................................................................................CHECK QNH, USE
IF ATTITUDE INDICATOR AFFECTED

‣ VAC Indicator (EIS Engine).....................................................................CONFIRM GREEN
‣ Standby Attitude Indicator..............................................................................................USE
IF HORIZONTAL SITUATION INDICATOR (HSI) AFFECTED

‣ Magnetic Compass……….............................................................................................USE
CHECKLIST COMPLETE

Page: 3-34
PPL and CPL
LANDING WITH FLAT

ABNORMAL A-11
TIRES
IF MAIN TIRE AFFECTED
‣ Approach……......................................................................................................NORMAL
If possible, select a runway with a crosswind component coming from the opposite side of
the defective tire. This will allow a wing-low approach and enable the aircraft to touch down
on the good tire first.
‣ Wing Flaps……..........................................................................................................FULL
Use 30˚ of flaps for landing as recommended by the POH.
‣ Touchdown................................................................................GOOD MAIN TIRE FIRST

Touch down with the good tire first, and use aileron control to hold off the defective tire for
as long as possible.
‣ Directional Control…..........................................................................................MAINTAIN
Make an attempt to clear the runway while minimizing time spent taxiing. Do not taxi on a
flat tire unless necessary for safety reasons.
IF NOSE TIRE AFFECTED
‣ Approach............................................................................................................NORMAL
‣ Wing Flaps……..........................................................................................AS REQUIRED
‣ Touchdown……...............................................................................................ON MAINS
Hold the nose wheel off the ground using the yoke and do not allow it to contact the ground
for as long as possible during deceleration
‣ Control Column................................................................................................FULL AFT

Maintain full aft yoke deflection to take weight off of the nose wheel. Make an attempt to
clear the runway while minimizing time spent taxiing. Do not taxi on a flat tire unless
necessary for safety reasons.
CHECKLIST COMPLETE

Page: 3-35
PPL and CPL
PITOT STATIC FAILURE/

ABNORMAL A-12
BLOCKAGE
IF PITOT BLOCKAGE SUSPECTED
‣ PITOT HT…...................................................................................................................ON
IF STATIC SOURCE BLOCKAGE SUSPECTED
‣ ALT STATIC AIR Valve….......................................................................ON (pull full out)

‣ Cabin Vents and Windows…................................................................................CLOSED
Airspeed using the alternate static source (located next to throttle) is calibrated with the cabin
vents and windows all closed.
‣ CABIN HT and CABIN AIR Control Knobs……...........................................,..................ON

Airspeed using the alternate static source (located next to throttle) is calibrated with the cabin
heat and air knobs both on.
‣ Airspeed........................................................REFER TO CALIBRATION CHART BELOW
CHECKLIST COMPLETE

Section 4: Airworks and Maneuvers Effective Date: 1 FEB 2022
Section 4
AIRWORKS AND MANEUVERS

4.1. In-Flight Maneuvers

4.1.1. Climb
4.1.1.1. Objective
A climb is a basic maneuver designed to produce a gain in altitude. When practicing
climbs, the objectives are to become proficient in establishing the proper climb attitude, applying
the appropriate control pressure, and learning the trim technique necessary to maintain the climb
attitude.
During this maneuver, there will be a variety of climbs, namely;
 Best angle-of-climb speed, VX – An airspeed that results in the greatest altitude gain in the
shortest distance.
 Best rate-of-climb speed, VY – An airspeed that provide the most gain in altitude in the
least amount of time.
 Cruise climb speed – An airspeed that is normally used during cross-country flight and
results in a relatively higher groundspeed while climbing to cruising altitude.
4.1.1.2. Execution
1. After clearing the airspace around the aircraft, simultaneously add maximum power and
apply back pressure on the yoke.
2. Add right rudder to compensate for the left-turning tendencies and maintain a coordinated
flight.
3. Trim up elevator.
4. Maintain climb speed and heading using outside references and instrument cross-check.
(80% on the outside references and 20% on the inside flight instruments)
5. Constantly adjust the pitch attitude to maintain the desirable speed.
6. Maintain a regular engine instruments check during the maneuver.
7. Start leveling off at 10% lead calculated from the current vertical speed (e.g. at 500 feet
per minute rate of climb, the level off should be started at 50 feet prior to the desired level-
off altitude).
8. Reduce power to the cruise setting when the desired cruise speed is reached. Trim to
relieve the control pressures.

4.1.1.3. Practical Test Standard

 Airspeed : ± 10 KIAS
 Altitude : ± 100 ft.
 Heading : ± 10°
4.1.2. Straight and Level Flight

4.1.2.1. Objective
This maneuver is the most basic and the most important of all. The pilot has to
simultaneously maintain a constant heading and altitude by using outside visual reference.
4.1.2.2. Execution
1. Adjust the power approximately 2200 RPM to maintain an airspeed of 90 KIAS.
2. Align the magnetic compass and the glareshield with horizon.
3. Trim the aircraft.
4. Crosscheck with the altimeter to maintain a constant altitude.
5. Crosscheck with the horizontal situation indicator to maintain a constant heading.
6. Apply an adequate amount of rudder pedals input so that a coordinated flight is
maintained.
7. Constantly crosscheck the outside reference with flight instruments and re-adjust pitch
and bank, if necessary, to maintain a constant altitude and heading.
8. Constantly check engine instruments throughout the maneuver.


4.1.3. Effects on Control

4.1.3.1. Objective
This exercise to demonstrate the effect of power change and flight control inputs on the
aircraft behaviors.
4.1.3.2. Effect of Power

A change in engine power affects aircraft pitch and yaw behaviors. An abrupt or a large
change in power will definitely cause the aircraft to pitch and yaw resulted from a torque and
spiraling slipstream. Also, changing an aircraft pitch and power simultaneously will result in a
yawing caused by an asymmetrical thrust (P-Factor) which is more pronounced with high pitch
attitude.
 Increasing the power will cause the aircraft to PITCH UP and YAW to the LEFT
 Decreasing the power will cause the aircraft to PITCH DOWN and YAW to the RIGHT
For that, the pilot has to apply an adequate amount of rudder input to counteract these effects.
4.1.3.3. Effects of Flight Control Surface Inputs and High Lift Devices
 Ailerons
When a roll input has been made on the yoke, the aircraft will bank into the direction of
the commanded input. In addition, an adverse yaw will cause the aircraft to yaw to the
opposite direction of the banking direction.
 Elevator
A pitch up or down command on the yoke will solely affect the pitching motion of the
aircraft.
 Rudder
When the pilot applies an input on the rudder pedal, the aircraft will yaw and roll into the
direction of the input. In addition, if the input continues to be increased, the aircraft will
yaw and roll further and will result into a spiral dive.

4.1.4. Descents
4.1.4.1. Objective
The descent is a basic flight maneuver which results in a loss of altitude without gaining
excessive airspeed, controlling the rate of descent with pitch attitude, while referring to the outside
visual references.
4.1.4.2. Execution
1. After clearing the airspace around the aircraft, reduce power to approx. 1500-1600 RPM.
2. Gradually apply back pressure to maintain altitude while the aircraft slows to the descents
speed.
3. Upon reaching the descent airspeed, lower the nose slightly to set the descent pitch
attitude and maintain airspeed (approx. 90 KIAS with V/S -300 to -500 FPM). Trim to
relieve control pressure.
4. Maintain descent airspeed and heading. Cross-check the airspeed and rate of descent
using the aircraft nose position in relation to the horizon, the airspeed indicator, the vertical
speed indicator, and the pitch attitude on the attitude indicator. (80% on the outside
references and 20% on the inside flight instruments)
5. Start leveling off at 10% lead calculated from the current vertical speed (e.g. at 500 feet
per minute rate of descent, the level off should be started at 50 feet prior to the desired
level-off altitude)
6. Increase power to maintain the desired cruise speed is reached. Trim to relieve the control
pressures.


4.1.5. Turns
4.1.5.1. Objective
Turns are accomplished by using the outside visual references and monitoring the flight
instruments. Turns are divided into three classes:
 Shallow turn – A turn of less than approximately 20° angle of bank
 Medium turn – A turn between approximately 20° to 45° angle of bank
 Steep turn – A turn of approximately 45° angle of bank or more.
4.1.5.2. Standard rate turn

A turn with the rate of heading change of 3° per second, thus it takes 2 minutes to complete
a 360° turn. To achieve a 3° per second rate of turn, the bank angle has to be in the accordance
with airspeed. To attain the bank angle required for a standard rate turn at specific airspeed, the
following formula is used;
𝑇𝐴𝑆
Bank Angle for Standard Rate Turn = +5
10
4.1.5.3. Level Standard Rate Turns

4.1.5.3.1. Execution  
1. After clearing the airspace around the aircraft, turn to the desired direction with the
standard rate turn angle of bank (Approx. 15° at 100 KIAS)
2. Upon reaching the desired angle of bank, neutralize the ailerons.
3. Apply a slight amount of back pressure on the yoke to maintain altitude.
4. Maintain coordinated flight by applying the rudder in the direction of the turn.
5. Refer to the outside references to maintain the bank angle and altitude.
6. Lead the roll-out by approximately one-half the angle of bank.
4.1.5.3.2. Practical Test Standard

4.1.5.4. Level Medium Turns
4.1.5.4.1. Execution
1. After clearing the airspace around the aircraft, turn to the desired direction with 20° angle
of bank
2. Upon reaching the desired angle of bank, neutralize the ailerons.
3. Apply a slight amount of back pressure on the yoke to maintain altitude.
4. Maintain coordinated flight by applying the rudder in the direction of the turn. 
5. Refer to the outside references to maintain the bank angle and altitude.
6. Lead the roll-out by approximately one-half the angle of bank.


4.1.5.5. Level Steep Turns

4.1.5.5.1. Objective
A steep turn is a high-performance maneuver which is usually conducted in either direction
with an angle of bank of 45°. Due to high load factors, these turns should be accomplished at an
airspeed that does not exceed the aircraft’s maneuvering speed (VA). The objective of performing
steep turns is to develop smoothness, coordination, orientation, division of attention, and control
techniques. It is a good idea to use section lines or prominent landmarks to aid in orientation. As
with most flight maneuvers, you should select an entry altitude which will allow you to perform the
maneuver no lower than 1,500 ft. AGL.
1. Upon completion of clearing the airspace around the aircraft, select a reference point on
the horizon and note the heading and altitude.
2. Ensure that the airspeed is 95 KIAS as per POH recommendation for entry by smoothly
applying power to approximately 2300 RPM. Maintain level flight.
3. Roll into a 45° angle of bank.
4. Increase back pressure on the yoke to maintain altitude and maintain coordinated flight.
5. Maintain angle of bank and altitude by referring to both the natural horizon and attitude
indicator. Use the altimeter and vertical speed indicator to determine if changes in pitch
are required.
6. Anticipate the roll-out by leading the roll-out heading by approximately 15°.
7. Roll out on the entry heading and altitude. During the roll-out, gradually decrease back
pressure on the yoke and reduce power to maintain altitude and airspeed.
8. Check the engine instruments after completing the maneuver.

 Bank : 45° ± 5°

4.2. Maneuvers involving significant heading and altitude changes

Maneuvers involving significant heading and altitude changes. Prior to executing
maneuvers that involve in significant change of heading and altitude, a safety check should be
performed. This is to ensure that the aircraft is ready for the maneuver and the surrounding is
clear of other traffic. The ‘HASELL check’ is to be performed as the following;
 H – Height above terrain is at least 1,500 ft.

 A – Airframe is configured for the maneuver; flaps retracted and windows closed.
 S – Secure any loose objects in the cabin and the shoulder harness is locked and tighten.
Inform the observers (if any) to ensure their awareness of the impending maneuver.
 E – Engine instrument check; check that all parameters are in green arcs.
 L – Locality check; Mountainous area, highly populated area shall be avoided. The
maneuver should not be made into the Sun and/or into clouds. 
 L – Look around for other traffic in the area and perform a clearing turn (one 180° turn or
two 90° turn).
4.2.1. Stalls
4.2.1.1. Objective
Stalls are practiced with two goals in mind. One objective is to help the pilot gain familiarity
with the stall characteristics of the aircraft so that the pilot can better avoid entering an inadvertent
stall. The other reason for stall practice is to condition the pilot to recover from an inadvertent
stall quickly and with a minimum loss of altitude.
As the airplane approaches a stall, the control fell is sometimes described as “mushy” or
“soft” as compared to the more solid feel of the controls at cruise speed. Consequently, the pilot
must use a greater displacement of the controls to achieve the desired results.
As the aircraft slows, the pilot will also notice a decrease in engine sound as well as the
tone and intensity of the slipstream noise. The aircraft’s mechanical stall warning, which may be
a light, buzzer, horn, or other device, usually begins 5 to 10 knots before the stall. The pilot may
notice buffeting and further decay of control effectiveness just before the stall.

4.2.1.2. Straight-Ahead Power-On Stall
Power-on stalls are usually practiced from straight climbs and climbing turns to simulate
an accidental stall during takeoffs and departure climbs. The straight-ahead stall can occur if the
pilot attempt to take off at too slow an airspeed and apply excessive back pressure on the yoke.
This produces an extreme nose-high attitude and high angle of attack. The power-on, turning
stall normally occurs during the departure turn following takeoff and results from distractions which
diverts the pilot’s attention from flying the aircraft.
1. Complete the HASELL check
2. Smoothly reduce power to approx. 2000 RPM and increase back pressure on the yoke to
maintain altitude.
3. Smoothly apply back pressure on the yoke to raise the aircraft’s nose to 20° pitch attitude
which will induce a stall. Maintain coordinated flight at all time.
4. At the stall warning activation or at flight instructor’s discretion, perform a recovery.
4.2.1.2.3. Recovery
1. Release back pressure to decrease the angle of attack.
2. As airspeed is regained passing 60 KIAS, roll wing level.
3. Upon passing 70 KIAS, pitch up toward the horizon and simultaneously apply power as
required.
4. Establish a climb attitude with the nose slightly above the horizon.
5. Cross-check the flight instruments; Altimeter stops descending and Vertical Speed
Indicator trend reverses.
6. Level off at the desired altitude and once the airspeed reaches 90 KIAS, configure the
aircraft for a turning stall by reducing the power to 2200 RPM.
Note: When airspeed 80 KIAS, reduce power to continue the stall series (left and right)

 Bank : 10° not exceeding 20°

4.2.1.3. Turning Power-On Stall

The power-on, turning stall is a variation of the power-on straight-ahead stall. Entry
procedures are the same as the straight-ahead, power-on except with the addition of up to a 20°
angle of bank left and right.
1. Smoothly apply back pressure on the yoke to raise the aircraft’s nose to 20° pitch while
banking toward 20° angle of bank. Maintain coordinated flight at all time.
4.2.1.3.2. Recovery
1. Simultaneously release back pressure to decrease the angle of attack.
3. Upon passing 70 KIAS, pitch up toward the horizon and simultaneously apply power as
required.
aircraft for a turning stall on the other side by reducing the power to 2200 RPM and
continue the maneuver.
7. Once completing the maneuver, level off at the desired altitude and check engine
instruments.

4.2.1.4. Straight-Ahead Power-Off Stall
Power-off stalls are performed in the landing configuration and are used to simulate an
accidental stall during approach, therefore the pilot normally practices power-off stall using the
aircraft’s normal approach speed.
maintain altitude.
2. As the airspeed decreases passing 80 KIAS, extend flaps 10°
3. As the airspeed reaches 70 KIAS, lower the nose and establish a 70 KIAS glide for 3
seconds.
4. After 3 seconds in a glide, smoothly pitch the nose up to 10°. Maintain coordinated flight
at all time.
4.2.1.4.3. Recovery
3. Upon passing 70 KIAS, pitch up toward the horizon and simultaneously apply full power.
aircraft for a turning stall by reducing the power to 2200 RPM. Continue retarding the
power to 1500 RPM.
 Bank : 10° not exceeding 20°


4.2.1.5. Turning Power-Off Stall

The power-off, turning stall is a variation of the power-off straight-ahead stall. Entry
procedures are the same as the straight-ahead, power-on except with the addition of up to a 20°
angle of bank left and right.
1. Smoothly apply back pressure on the yoke to raise the aircraft’s nose to 10° pitch while
banking toward 20° angle of bank. Maintain coordinated flight at all time.
4.2.1.5.2. Recovery
6. Level off at the desired altitude and promptly reduce the power to 1500 RPM to configure
the aircraft for a turning stall on the other side. Continue the maneuver
7. Once completing the maneuver, retract the flaps, and when airspeed reaches 90 KIAS,
reduce the power to 2200 RPM.
8. Maintain the desired altitude and check engine instruments.

4.2.2. Slow Flight

4.2.2.1. Objective
The purpose of maneuvering during slow flight is to help the pilot develop a feel for the
aircraft’s controls at slow airspeeds, as well as gain an understanding of how load factor, pitch
attitude, airspeed, and altitude control relate to each other. Slow flight may be broadly defined as
flight at a n airspeed below normal cruise speed. However, during training the pilot will normally
practice this maneuver at airspeeds well below the normal cruise speed. The speed used to
demonstrate slow flight for the practice is sufficiently slow so that any significant reduction in
speed or power, or increase in load factor results in stall indications.
While in slow flight, any change in flight attitude, such as a level turn or increase in pitch
attitude, increases the aircraft’s load factor, as well as its stall speed. Since the airspeed is just
above a stall speed during slow flight, any maneuvering should be accompanied by a
corresponding change in power to prevent the aircraft from stalling. Coordinated flight is essential
throughout all slow flight maneuvers.
4.2.2.2. Execution
1. Smoothly reduce the power to approx. 1500 RPM and gradually apply back pressure on
the yoke the maintain altitude. Keep a constant heading.
2. As the aircraft reaches 80 KIAS, extend flaps 10°
3. Upon reaching 70 KIAS, increase power to approximately 1800 RPM. Maintain altitude
and allow the airspeed to further decrease toward 65 KIAS.
4. Trim to relieve control pressures. Maintain airspeed 65 KIAS
5. Performing turns with the angle of bank not exceeding 20°. Practice the turn in both
directions.
4.2.2.3. Recovery
1. Increase power to maximum and retract the flaps when accelerating through 70 KIAS.
2. Upon reaching 90 KIAS, reduce power to approx. 2200 RPM.
3. Check engine instruments after completing the maneuver.

 Airspeed : + 10 / - 0 KIAS
 Bank : ±10°

4.3. Ground Reference Maneuvers

4.3.1. Chandelles
4.3.1.1. Objective
A chandelle can be described as a maximum performance 180° climbing turn. It involves
continual changes in pitch, bank, airspeed, and control pressures. During the maneuver, the
airspeed gradually decreases from the entry speed to a few knots above stall speed at the
completion of the 180° turn.
This maneuver develops the pilot’s advanced airmanship skills, combining a precise,
coordinated turn with a demonstration of energy management principles. The chandelle shall not
be entered lower than 1,500 ft. AGL. And with the entry speed not above the recommended entry
speed specified in the POH. (105 KIAS)
4.3.1.2. Execution
1. Perform a HASELL check before commencing the maneuver.

2. Establish in a straight-and-level flight with the power setting at approx. 2000 RPM.
3. Choose a ground reference point off the wings.
4. Slightly lower the pitch attitude a few degrees below the horizon in order to accelerate the
aircraft toward the entry speed of 105 KIAS.
5. At 105 KIAS, establish a coordinated turn with 30° bank while the nose is still slightly below
the horizon. Then, smoothly apply full power and gradually pitch up to attain 15-17.5°
nose up attitude.
6. For every 45° change of heading throughout the maneuver, the airspeed should decrease
by 10 KIAS. Adjust the pitch accordingly to attain the desired airspeed.
7. At 180° point, roll wings level and momentarily maintain a nose high attitude at 65 KIAS
for 3 to 5 seconds.
8. Pitch down to attain level flight, then configure the aircraft for chandelle on the other
direction.
9. Upon the completion of the maneuver, resume and maintain the desired altitude,
accelerate to cruise speed and reduce power to 2200 RPM, then check engine
instruments.


 Airspeed : 65 KIAS ± 5 KIAS at 180° point
 Heading : Rollout at 180° point ± 10°

4.3.2. Lazy Eight

4.3.2.1. Objective
The lazy eight is basically two 180° turns in opposite direction, with each turn including
a climb and a descent. It is called a lazy eight because the longitudinal axis of the aircraft appears
to scribe a flight pattern about the horizon that resembles a figure eight lying on its side.
Throughout the maneuver, airspeed, altitude, bank angle, and pitch attitude, as well as control
pressures, are constantly changing. Because of these constant changes, the pilot cannot fly the
lazy eight mechanically or automatically. The lazy eight requires a high degree of piloting skill
and a sound understanding of the associated performance factor. The objective of this maneuver
is to develop and improve pilot’s coordination, orientation, planning, division of attention, and
ability to maintain precise aircraft control. A good way to visualize the lazy eight is to break each
180° turn into segments.
4.3.2.2. Execution
1. Perform a HASELL check with an altitude not lower than 3,000 ft. AGL.
2. Set power at 2200 RPM, select a ground reference off the wing, and align the flight path
with the reference point with a straight-and-level flight.
3. Slightly lower the pitch attitude a few degrees below the horizon in order to accelerate the
aircraft toward the entry speed of 105 KIAS.
4. At 105 KIAS, begin a gradual climbing turn toward the 45° point, increasing pitch attitude
toward 10°nose up while slowly increase the angle of bank.
5. As the aircraft passes through the 45° point of the turn, the pitch attitude should be at its
maximum and the bank angle should be about 15°.
6. From the 45° to 90° point, the pitch attitude should be decreased toward the horizon and
the angle of bank continues to increase toward 30°.
7. At 90° point, the aircraft should be in a level flight attitude, at the maximum bank angle of
30° and the airspeed approximately at 65 KIAS. Then, slowly begin to roll out of the 30°
bank and gradually lower the nose for the descending turn as the airspeed increase.
8. When reaching the 135° reference point, the nose of the aircraft should be at its lowest
pitch attitude. Continue a gradual roll out and allow the airspeed to continue to increase.
9. Upon reaching the 180° point of turn, the aircraft should be in a level flight attitude at the
entry altitude and airspeed.
10. At this point, a climbing turn should begin immediately in the opposite direction toward the
selected reference point to complete the second half of the eight in the same manner as
the first half.
11. Upon completing the maneuver, set power to 2200 RPM and check engine instruments.


 At 180° points : Approx. 30° bank at steepest point (Constant change of pitch,
roll rate, and airspeed).

4.3.3. Simulated Forced Landing

4.3.3.1. Objective
Modern airplane engines are extremely reliable and actual mechanical malfunctions are
rare. However, due to inadvertent fuel exhaustion or an engine component malfunction, a pilot
could find himself making a forced landing. The most important thing to be done at the first
moment is the have the aircraft under control and then start the troubleshooting. Using a checklist
is the best way to ensure that items are not omitted from emergency procedure. In some cases,
however, the pilot may not have time to review or even access the checklist. To help the pilot
respond quickly to an emergency, some checklists have immediate action items printed in bold
type which should be committed to memory.
Since most practice forced landing approaches terminate in a go-around, it is possible for
the pilot to fall into the habit of considering the procedure as just another training exercise. To
avoid this, assume that each simulated forced landing may actually result in a landing.
4.3.3.2. Execution
1. Maintain control of the aircraft and adjust pitch to achieve best glide speed of 68 KIAS.  
If current airspeed is above the best glide speed, trade off the excess airspeed with altitude
gain.
2. Once the glide speed is attained, trim the aircraft to relieve control pressure.
3. Scan the terrain around the aircraft and select a suitable field that is within gliding distance
from present altitude. Use the following criteria of “WO5S” to help determining a suitable
field;
 W - Wind Direction: The landing should be made into the wind.
 O - Obstacles: Stay away from obstacles, both natural and man-made.
 S - Size/ Shape: The size of the field should be long enough to stop the
aircraft and it should resemble the shape of a runway.
 S - Surface: The surface should be dry and hard enough to support the
aircraft
 S - Slope: The landing should be made onto an upslope field to aid the
deceleration.
 S - Sun: The final turn toward landing field should not be made into the sun
 S - Surrounding: The landing should be made away from a populated area to
avoid collateral damage, but not too far away so that the search and rescue
unit can be able to reach the aircraft as soon as possible.
4. Navigate toward the intended landing field.

5. Perform the ENGINE FAILURE DURING FLIGHT (Restart Procedures) procedure and,
for training purpose, assume that the restart is not successful. Perform the EMERGENCY
LANDING WITHOUT ENGINE POWER procedure up to MAGNETOS Switch - OFF.
6. Aim to reach over aimed touchdown point of the intended landing field (1/3 of the field
length) at 1500 ft. AGL.
7. Upon reaching over the aiming point, start entering the Simulated Forced Landing Pattern
(Keys Pattern)
8. Leave High Key and start descending on the best glide speed until the field passes behind
the wing trailing edge. Start turning toward Low Key.
9. On Low Key, at approximately 1200 ft. AGL**, the distance between the aircraft and the
field should be appropriate. Use the wing strut to determine the distance. The field should
visually intersect the wing strut at about ½ of the strut length.
10. When the field is approx. 45° behind the aircraft. Start turning toward Base Key, the
altitude should be approximately at 900 ft. AGL.** Assess the distance vs. altitude to
extend the flaps as appropriate.
11. Turn toward Final at approx. 600 ft. AGL**. Select full flaps when landing is assured.
12. Complete the remainder of the EMERGENCY LANDING WITHOUT ENGINE POWER
procedure.
13. Perform a go-around at or above 500 ft. AGL. (700 ft. MSL in THS training areas)
14. When the aircraft is in a steady climb and in clean configuration, check engine instruments.
**Note: These altitude figures are for reference in a no-wind condition only.


4.4 Upset Prevention and Recovery Training (UPRT) Maneuvers

4.4.1. Slow Flight
4.4.1.1 Objective
The purpose of maneuvering during slow flight is to help the pilot develop a feel for the
airplane’s controls at slow airspeeds, as well as gain an understanding of how load factor, pitch
attitude, airspeed, and altitude control relate to each other. Slow flight may be broadly defined as
flight at a n airspeed below normal cruise speed. However, during training the pilot will normally
practice this maneuver at airspeeds well below the normal cruise speed. The speed used to
demonstrate slow flight for the practice is sufficiently slow so that any significant reduction in
speed or power, or increase in load factor results in stall indications.
While in slow flight, any change in flight attitude, such as a level turn or increase in pitch
attitude, increases the airplane’s load factor, as well as its stall speed. Since the airspeed is just
above a stall speed during slow flight, any maneuvering should be accompanied by a
corresponding change in power to prevent the airplane from stalling. Coordinated flight is
essential throughout all slow flight maneuvers.
4.4.1.2 Execution
1. Smoothly reduce the power to approx. 1500 RPM and gradually apply back pressure on
the yoke the maintain altitude. Keep a constant heading.
2. As the airplane reaches 80 KIAS, extend flaps 10°
3. Upon reaching 70 KIAS, increase power to approx. 1800 RPM to maintain altitude and
airspeed. Trim to relieve control pressures.
4. Performing turns with the angle of bank not exceeding 20°. Practice the turn in both
directions.
4.4.1.3 Recovery
1. Increase power to maximum and retract the flaps when accelerating through 70 KIAS.
2. Upon reaching 90 KIAS, reduce power to approx. 2200 RPM.
3. Check engine instruments after completing the maneuver.

4.4.2. Steep Turn
4.4.2.1 Objective
The objective of performing steep turns is to develop smoothness, coordination,
orientation, division of attention, and control techniques. It is a good idea to use section lines or
prominent landmarks to aid in orientation. As with most flight maneuvers, you should select an
entry altitude which will allow you to perform the maneuver no lower than 1,500 ft. AGL.
4.4.2.2 Execution for 45° Bank Angle

1. Ensure that the airspeed is 95 KIAS as per POH recommendation for entry.
2. Roll into a 45° angle of bank.
are required.
4.4.2.3 Execution 60° Bank Angle

1. Ensure that the airspeed is 95 KIAS as per POH recommendation for entry.
2. Start rolling into a 60° angle of bank. When passing 30° bank, increase power to
maximum.
are required.

4.4.3. Spiral Dive
4.4.3.1 Objective
A spiral dive is a situation when an airplane enters an unintentional dive with a steep angle
of bank (beyond 45°) which is referred to as a ‘graveyard spiral’. Different from a spin where the
airspeed is relatively low and an airplane is in a stalled condition, the airspeed is fast and
increasing in a graveyard spiral.
This condition normally occurs in IMC or at night where the pilot mistakenly think that the
wings are level, when in reality they are not. Without an increase in back pressure on the yoke,
the airplane starts descending as the bank continues to increase.
As the airplane descends faster and the pilot thinks that it is a wing-level descent, the pilot
instinctively pull back on the yoke which in turn tighten the spiral and increase the rate of descent
further more. As the descent rate increases, the pilot pulls back harder and tightening the spiral
even more until the airplane structure fails or impacting the ground.
This exercise provides the awareness as well as the recovery procedure concerning the
spiral dive situation.
4.4.3.2 Execution
1. Set power to 1500 RPM
2. Slightly lower the nose and increase the bank angle.
3. During the entry, do not lower the nose more than 10° below the horizon and keep the
bank angle within 60°.
4. When the airspeed reaches 110 KIAS, recover from the dive.
4.4.3.3 Recovery
1. Reduce power to idle.
2. Apply small amount forward elevator pressure to prevent an excessive G.
3. Roll back to wing level.
4. Gently raise the nose to level flight.
5. Increase power back to climb power.

4.4.4. Straight-Ahead and Turning Power-Off Stalls
4.4.4.1. Objective
Power-off stalls are performed in the landing configuration and are used to simulate an
accidental stall during approach, therefore the pilot normally practices power-off stall using the
airplane’s normal approach speed.
4.4.4.2. Execution
maintain altitude.
2. As the airspeed decreases passing 80 KIAS, extend flaps 10°
3. As the airspeed reaches 70 KIAS, lower the nose and establish a 70 KIAS glide for 3
seconds.
4. After 3 seconds in a glide, smoothly pitch the nose up to 10°. (Bank 20° for a turning
power-off stall) Maintain coordinated flight at all time.
4.4.4.3. Recovery
airplane for a turning stall by reducing the power to 2200 RPM. Continue retarding the
power to 1500 RPM.

4.4.5. Straight-Ahead Power-On Stall (Full Stall)
4.4.5.1. Objective
Power-on stalls are usually practiced from straight climbs and climbing turns to simulate
an accidental stall during takeoffs and departure climbs. The straight-ahead stall can occur if
the pilot attempt to take off at too slow an airspeed and apply excessive back pressure on the
yoke. This produces an extreme nose-high attitude and high angle of attack. For this exercise,
the pilot will induce a full-stall to observe the airplane behavior as well as to recover a fully-
stalled airplane.
4.4.5.2. Execution
maintain altitude.
3. Smoothly apply back pressure on the yoke to raise the airplane’s nose to 20° pitch attitude
4. Maintain a 20° nose up pitch attitude until the airplane is fully stalled (around 35 KIAS)
and start the recovery procedure.
4.4.5.3. Recovery
airplane for a turning stall by reducing the power to 2200 RPM.
Note: When airspeed 80 KIAS, reduce power to continue the stall series (left and right)

4.4.6. Secondary Stall (Full Stall)
4.4.6.1. Objective
A secondary stall, as the name suggest, occurs after the recovery from a preceding stall.
It is typically caused by abrupt control inputs or attempting to return to the desired flightpath too
quickly and the critical angle of attack is exceeded a second time. This exercise aims to give
the pilot an awareness and the hazard relating to an improper stall recovery technique which will
definitely lead to a secondary stall.
4.4.6.2. Execution
maintain altitude.
3. Smoothly apply back pressure on the yoke to raise the airplane’s nose to 20° pitch attitude
4. Maintain a 20° nose up pitch attitude until the airplane is fully stalled (around 35 KIAS).
6. As airspeed is regained passing 50 KIAS, pitch the nose up to level flight attitude to induce
a secondary stall.
4.4.6.3. Recovery
6. Level off at the desired altitude and once the airspeed reaches 90 KIAS, reduce the
power to 2200 RPM.

4.4.7. Accelerated Stall
4.4.7.1. Objective
The objectives of demonstrating an accelerated stall are to determine the stall
characteristic of the airplane, experience stalls at speeds greater than the +1G stall speed, and
develop the ability to instinctively recover at the onset of such stalls.
When an aircraft is subject to an acceleration (load factor) greater than +1G, such as
when turning, pulling up, or other abrupt changes in flight path, accelerated stalls occur. This
type of stall would most frequently occur inadvertently during improperly executed turs, stall and
spin recoveries, pullouts from steep dives, or when overshooting a base turn to final turn. For
the exercise, an accelerated stall will be demonstrated during steep turns
4.4.7.2. Execution
2. Set power to 1800 RPM and roll the into the bank angle of 45°.
3. Pitch up 10° during the turn (disregard the altitude gain).
4. When the stall occurs (around 60 KIAS), start the recovery.
4.4.7.3. Recovery
6. Level off at the desired altitude and once the airspeed reaches 90 KIAS, reduce the power
to 2200 RPM.

4.4.8. Cross-Control Stall
4.4.8.1. Objective
The objective of the cross-control stall demonstration is to show the effects of
uncoordinated flight on stall behavior and to emphasize the importance of maintaining
coordinated flight while making turns.
The aerodynamic effects of the uncoordinated, cross-control stall can surprise the
incautious pilot because it can occur with very little warning and can be deadly if it occurs close
to the ground. The nose may pitch down, the bank angle suddenly changes, and the airplane
may continue to roll to an inverted position, which is usually the beginning of a spin.
A cross-control stall occurs when the critical angle of attack is exceeded with aileron
pressure applied in one direction and rudder pressure in the opposite direction, causing
uncoordinated flight. This difference in lift between the inside and outside wing will increase,
resulting in an unwanted bank angle. At the same time, the nose drops downward through the
horizon and the pilot naturally reacts by pulling back on the yoke, further increasing the angle of
attack toward the stall.
4.4.8.2. Execution
2. Maintain level flight and extend the flaps to 20°.
3. Slightly lower the nose just around the horizon and roll into a 45° bank angle to enter a
turn.
4. Continue turning with an appropriate amount to rudder input to maintain coordination.
5. At the 180° point, rapidly roll out of the turn while maintaining the same amount of rudder
input.
6. When the stall occurs (around 60 KIAS), start the recovery.
4.4.8.3. Recovery
6. Level off at the desired altitude and once the airspeed reaches 90 KIAS, reduce the power
to 2200 RPM.

4.4.9. Elevator Trim Stall
4.4.9.1. Objective
This maneuver demonstrates what can happen when the pilot applies full power for a
go-around without maintaining positive control of the airplane. This situation may occur during a
go-around procedure from a normal landing approach or a simulated, forced-landing approach,
or immediately after a takeoff, with the trim set for a normal landing approach glide at idle
power.
The objective of the demonstration is to show the importance of making smooth power
applications, overcoming strong trim forces, maintain positive control of the airplane to hold safe
flight attitudes, and using proper and timely trim techniques.
4.4.9.2. Execution
2. Establish an airplane in landing configuration with flaps 20° extended.
3. Smoothly reduce power to idle and trim up for landing attitude.
4. Immediately pitch up to simulate a go-around with full power (Do not push the flight
control).
5. When the stall occurs, start the recovery.
4.4.9.3. Recovery
1. Push the yoke forward to reduce the angle of attack.
2. Maintain the positive control of the airplane and establish a proper go-around attitude.
3. Retract the flaps as per the go-around procedure.

4.4.10. Unusual Attitude Recovery
4.4.10.1. Objective
An unusual attitude is commonly referenced as an unintended or unexpected attitude in
instrument flight. These unusual attitudes are taught to demonstrate the conditions or situations
that could cause an unusual attitude, with focus on how to recognize one, and how to recover
from one. The term ‘upset’ is inclusive of unusual attitudes. An upset is defined as an event
that unintentionally exceeds the parameters normally experienced in flight or training.
These parameters are:
 Pitch attitude greater than 25° nose up

 Pitch attitude greater 10° nose down
 Bank angle greater than 45°
 Within the above parameters, but flying at airspeeds inappropriate for the
conditions.
4.4.10.2. Upset Recovery Template

1. UNLOAD
Disconnect the autopilot, if engaged. Unload the control input whether it is pushing or
pulling on the yoke to neutralize the flight control.
2. ROLL
Aggressively roll the wings toward the nearest horizon.
3. THRUST
Adjust power (full or idle) as necessary by assessing the current airspeed.
4. STABILIZE
Return to level flight with all flight parameters stabilized.
4.4.10.3. Identification and Recovery Callouts

 When the flight instructor is ready to transfer the control to the student pilot.
“YOU HAVE CONTROL”
 The student pilot identifies the aircraft attitude and take control.
“UPSET NOSE HIGH/NOSE LOW, I HAVE CONTROL”
 After the recovery and all flight parameters have been stabilized.
“RECOVERY COMPLETE”

4.4.10.4. Common Errors

Common errors associated with upset recoveries include the following:
 Incorrect assessment of when kind of upset the airplane is in.
 Failure to disconnect the autopilot.
 Failure to unload the airplane.
 Failure to roll in the correct direction.
 Inappropriate management of the airspeed during the recovery.
4.4.10.5 Exercises
4.4.10.5.1. Nose-High Attitude

Set-Up (By Flight Instructor)
2. Pitch down and accelerate to 110 KIAS
3. Pitch up and simultaneously roll into a 45° bank.
4. When the airspeed decreases to 80 KIAS, transfer the control to student pilot for recovery.
Recovery (By Student Pilot)

1. Assess and identify the type of upset and make the associated callouts.
2. Recover the airplane following the Upset Recovery Template
3. Make the callout upon completion.
4.4.10.5.2. Nose-Low Attitude

Set-Up (By Flight Instructor)
2. Pitch up and decelerate to 70 KIAS
3. Pitch down and simultaneously roll into a 45° bank.
4. When the airspeed increases to 100 KIAS, transfer the control to student pilot for recovery.
Recovery (By Student Pilot)

1. Assess and identify the type of upset and make the associated callouts.
2. Recover the airplane following the Upset Recovery Template
3. Make the callout upon completion.

Section 5: VFR Cross Country Effective Date: 1 FEB 2022
SECTION 5
VFR CROSS COUNTRY

5.0. GENERAL
Cross-country flying refers to flights departing from a home airport and terminating at another
airport some distance away. Students will be introduced to cross-country flying in the PPL phase
after they have completed their Initial Solo. Conducting cross-country flights safely and effectively
without getting lost requires careful pre-flight planning and preparation prior to the actual flight.
Students are responsible for acquiring planning information from a variety of sources, as well as
preparing maps, charts, navigations logs, and other calculations. Once in the air, students may
be faced with situations requiring in-flight re-planning and good airmanship dictates that as much
information as possible should be available to the pilot in order to facilitate good judgment and
decision-making.
5.1. FLIGHT PLANNING GUIDE

The purpose of the Planning Guide is to assist students in preparing for their cross-country sorties.
Before beginning the flight planning process, students should ensure that the following resources
and equipment are readily available:
 Topographical Maps
 Flight Computer
 Navigation Plotter
 Navigation Log
 Flight Plan form
 Pilot’s Operating Handbook (POH)
 NOTAMs
 METARs/TAFs
 Airport Charts
 Instrument Approach Charts
 Dividers (optional)
 Writing equipment

5.1.1. MAP
5.1.1.1. General
Students have three types of maps available to them:
 1:250,000 Joint Operational Graphic (JOG);

 1:500,000 Tactical Pilotage Chart (TPC);
 1:1,000,000 Operational Navigational Chart (ONC).
Each type of map uses a different scale and therefore contains different levels of
detail in each. Students shall ensure that they have selected the appropriate map
for their sortie, i.e. JOG for local flights, TPC or ONC for longer flights.
5.1.1.1.1. Maps should be able to be properly folded flat to facilitate stowage and ease
of use in the cockpit. They should be folded as such that the entire route can
be visible to the pilot with minimal effort to fold and unfold the map.
5.1.1.1.2. During takeoff and landing, maps must be stowed in the pockets at the side
of the cockpit and never on the glare shield. At no point during flight training
are maps allowed to be used as sun shades.
The use of unauthorized maps, photocopies, electronics and applications for
the purpose of navigation are strictly forbidden.
5.1.1.2 Destination, and Alternate Airport(s)
When selecting destination and alternate airports, the following shall be

considered:
 Runway dimensions and surface;

 Airport operating times;
 Ground services (fuel, maintenance);
 Airport is within the aircraft’s operational range;
 Instrument approaches and Navaids availability;
 NOTAMs.

5.1.1.3 Drawing the Route and Selecting Checkpoints
5.1.1.3.1. The route connecting the departure and destination airport should ideally be
the shortest and most expeditious, and therefore a straight line. With a pencil,
begin by drawing a straight line from departure to destination. This may be
used to determine whether the airport can be reached without a fuel stop.
Once a tentative line has been drawn, the course may be refined by taking into
account the following factors:
 High terrain;
 Suitable en-route alternates;
 Airspace limitations (Special use airspace, VFR routes in congested
areas);
 Navaids availability;
 Flight over water;
 Inadequate checkpoints.
5.1.1.3.2. Once the route has been determined, checkpoints may be selected, taking
into account their uniqueness, contrast, and lines of position. Checkpoints
should be marked with circles on the map wide enough so as to not obstruct
their details. Distance markers should be added along the route to aid in in-
flight navigation and planning.
5.1.1.3.3. Students shall ensure that their maps are clearly and properly marked and
include at least the following information
 Route from Departure to Destination;
 Route from Destination to Alternate airport(s);
 Checkpoints;
 Distance Markers.

5.1.2. NAVIGATION LOG
The Navigation Log is an essential part of the planning process as it serves as a guide for calculations
needed to determine parameters such as speed, time, and fuel required. During flight it is then used to
monitor the progress of the flight. If the pilot regularly and consistently updates information with each passing
checkpoint, dead reckoning techniques may be used with greater accuracy.
The Navigation Log may be completed all at once, or may be divided into two parts:
Part 2 contains items shall be completed once

Part 1 contains items that may be filled
updated weather information that covers the
in as soon as the route has been
route including departure, destination and
determined on the map.
alternate airports has been made available.
 Fuel Flow;
 True Airspeed.
 Checkpoints;
 Winds/Temperatures;
 NAVaids;
 Headings;
 Course;
 Groundspeed;
 Altitude;
 Estimated Time Enroute;
 Distance;
 Fuel Consumption;
 Fuel Planning.
PART 1
A) Checkpoints
Checkpoints should be selected based on their ease of identification both from the air
and on the map. Ideally, landmarks should be large and unique, have high contrast from
surrounding topography, and contain multiple lines of position to assist in positive identification.
Checkpoints should preferably be separated by 10-15 minutes of flight time, and the number of
checkpoints selected should be appropriate for the length of the route. A leg is the portion of the
flight flown between two checkpoints.

B) Navigation Aids
Pilots may choose to fly routes with the assistance of radio navigation aids (VOR, NDB) for the
purpose of tracking or fixing position. The Navigation Log contains boxes to fill in both the station identifier
as well as the radio frequency for each leg.
C) Course
Course (or Desired Track) refers to True Course measured on the map with a navigation plotter.
Care should be taken when measuring courses that the appropriate scale on the plotter is used.
D) Altitude
Pilots may select any appropriate VFR/IFR altitude up to the C172S service ceiling. However,
the following shall be considered:
 Terrain, Obstacles, MEF, Minimum Safe Altitude;
 Airspace Considerations;
 Winds Aloft;
 Radio Range/Reception (COM/NAV);
 Oxygen requirements;
 Fuel Consumption.
E) Distance
Distance in Nautical Miles is measured from the map using a navigation plotter using the side
appropriate for the scale. Two boxes for each leg are shown: Leg and Remaining.
- The distances for each leg are measured and written in the LEG boxes first and
totaled in the bottom;
- Remaining distances are written in the REM boxes by subsequently subtracting

from the total to show how many nautical miles remain at the end of a particular
leg.

PART 2
A) Fuel Flow and TAS
For each flight, a power setting shall be selected at the pilot’s discretion based on
requirements for endurance, range, and speed. This information may be found in the cruise
performance tables in Section 5 of the Cessna 172S NAV III POH. It should be noted that
interpolation may be required.
The following details the steps required to extract the values to be input into the
Navigation Log:
 Determine the priority of the flight i.e. maximum speed/minimum time vs

maximum endurance/range;
 Referring to the Cruise Performance table in Section 5 of the Cessna 172S

NAV III POH, find the appropriate cruising altitude in the rows and the
estimated ΔISA at cruising altitude in the columns;
 Select a power setting (RPM) based on the %MCP desired, referring to the
Endurance and Range Profiles in Section 5;
 Extract the values for fuel flow (GPH) and KTAS and input into the
Navigation Log.
B) Winds/Temperatures
Wind velocity and temperatures shall be acquired from winds aloft charts.
C) Headings
In flight, direction is determined by the pilot based on compass headings.
To determine the compass heading for a particular leg, it must be converted from true course
taking into account wind, magnetic variation and deviation. The following formulas apply:
True Course ± Wind Correction Angle = True Heading

WCA calculated using the E6B flight computer
True Heading ± Variation = Magnetic Heading

Updated variation (sometimes called magnetic declination) information may be found online
Magnetic Heading ± Deviation = Compass Heading

Deviation is specific to particular airplane and can be found on the compass deviation card
located underneath the compass

D) Ground speed
Groundspeed may be determined while computing wind correction angle on the
E6B flight computer. The Navigation Log contains two boxes for ground speed:
Estimated and Actual. Values determined using the flight computer are input in the
EST boxes, while ACT is used for enroute groundspeed checks during the flight.
E) Estimated Time Enroute

The estimated time taken to fly each leg in minutes may be determined using the
E6B flight computer based on groundspeed and distance. The Navigation Log contains 4
boxes: ETE, ETA, ATE, ATA. Values determined using the flight computer are input in the
ETE box. The other three boxes are filled in when overflying the checkpoint at the end of
a particular leg.
F) Fuel Consumption
Fuel consumption (US gal) is the estimated amount of fuel to be used flying a leg.
It is determined using the E6B flight computer using the values for fuel flow (GPH) and time
(ETE). The Navigation Log contains two boxes for fuel consumption: Fuel Consumed (FUEL)
and Fuel Required(REQ). Values determined using the E6B flight computer are input into the
FUEL box. The REQ boxes are explained in G.2.
G) Fuel Planning
G.1. Prior to each flight, pilots shall determine fuel requirements and ensure that
sufficient fuel is available in the tanks to complete the journey. The following
quantities shall be taken into account:
 Taxi Fuel: Fuel consumed during taxi (C172S NAV III POH states
an allowance of 1.4 US gal for startup, taxi, and takeoff);
 Trip Fuel: sum total of estimated fuel consumed at each leg;
 Alternate Fuel: fuel required to go around from an attempted landing at
the destination airport and divert to an alternate;
 Final Reserve Fuel: Not planned for normal use but remains available for
unplanned use in the case where all other usable fuel beyond trip,
contingency, and alternate fuel has been consumed. For the C172S
aircraft, 45 minutes of final reserve fuel is calculated using the fuel flow for
the selected power setting used in cruise.
 Extra Fuel: any extra fuel requested by the PIC;
 Ramp Fuel: sum total of all the aforementioned fuel.

G.2. The REQ boxes of the Navigation Log should show how much fuel is required at
the end of each leg to continue the flight to the destination, divert to the alternate,
and land with 45 minutes of reserve fuel remaining. In flight, this enables pilots to
determine if there is any excess fuel available for holding or to attempt another
approach following a go-around. The following details the steps required to
calculate this:
 Add Trip, Alternate, and Reserve together to get Total Fuel Required;
 For each leg, subtract the FUEL (consumed) values to get the fuel
required (REQ) at the end of a particular leg.
5.1.3. Weather Information

Updated METARs and TAFs shall be acquired prior to the flight in order to determine if the flight
can be conducted in VMC in its entirety. No flight shall depart unless it is determined that a landing
in VMC can be conducted at the destination or at least one destination alternate airport.
Flight crew shall refer to the Weather Limitations table in the Training Procedures Manual to
determine VMC minimums for each flight.
Additional fuel may be ordered at the PIC’s discretion weather conditions enroute or at
the destination are found to be significant.
5.1.4. Weight & Balance

Students shall ensure prior to a flight that a Weight and Balance form has been filled and approved
by an instructor, taking into account the actual weights of the aircraft, fuel, crew, passengers and
any luggage.
5.1.5. Performance Planning

Referring to Section 5 of the Cessna 172S NAV III POH, students shall fill in the Aircraft
Performance Data part of the Weight and Balance form based on actual aircraft weights and
meteorological conditions.
5.1.6. Flight Plan

Students shall ensure prior to a flight that an ICAO Flight plan form has been correctly filled and
submitted to ATS.

5.1.6.1. ICAO Flight Plan

Purpose
- The type of aircraft used and some of its characteristics.
- An intended flight or portion of a flight of an aircraft and its flight rules.
- The equipment according to the operation the crew is going to conduct.
S J

1. ICAO Flight Plan Items
• ITEM 7- Aircraft identification
- ICAO designator for the aircraft operating agency followed by the flight number
(e.g. Sunshine 01 = SHN 01),
• ITEM 8 -Flight rules and type of flight

Flight Rules
- I if entire flight operated under Instrument Flight Rules
- V if entire flight operated under Visual Flight Rules
- Y if flight initially operated under IFR, followed by one or more subsequent
change of rules (specify in item 15)
- Z if flight initially operated under VFR, followed by one or more subsequent
change of rules (specify in item 15)
Type of Flight
- G for general aviation (including flight training)
• ITEM 9 – Number of aircraft, type(s) of aircraft and wake turbulence category

Number of Aircraft
- 1 except for formation flight with multiple aircraft
Aircraft Type
- Insert the appropriate aircraft type designator (ICAO Doc 8643); C172 for
Cessna 172
Wake Turbulence Category

- Insert wake turbulence category of the aircraft - L (MTOW <7,000kg)
• ITEM 10 - Equipment on board

- S if standard COM/NAV/approach equipment is carried and serviceable (VHF
communications radio, VOR and ILS)
- N if no standard COM/NAV/approach equipment is carried and serviceable
- D for Distance Measuring Equipment
- F for Automatic Direction Finder
- G for GNSS capabilities (specify in ITEM 18)

After oblique stroke (/)

- N if no surveillance equipment is carried and serviceable
- C if Mode A and Mode C is carried and serviceable
• ITEM 13 - Departure airport ICAO code and planned time of departure

Departure Airport
- Insert 4-letter ICAO location indicator (e.g. VTPO)
OR
- ZZZZ if no 4-letter code is assigned (specify in ITEM 18)
Time
- Insert estimated off-block time (EOBT) in UTC (hhmm)
OR
- Estimated time over the first point of the route to which the flight plan applies
• ITEM 15 – First cruising speed and first cruising level or altitude, route to be
followed
Cruising Speed
- N for speed expressed in knots followed by 4 figures (e.g. N0090)
Cruising Level
- F for vertical distance expressed in flight levels followed by 3 figures (F130 =
FL130)
- A for vertical distance expressed in hundreds of feet followed by 3 figures
(A045 = 4500’MSL)
Route Description
- LOCAL FLIGHT if training flight in the vicinity of the airport
- If departure airport is connected to an ATS route - insert designator of the first
ATS route
- If departure airport is not connected to an ATS route - insert DCT followed by
the point of joining the first ATS route
- Insert significant points in order (fix, navaid, or ICAO airport designator)
- Insert DCT connecting points not joined by an ATS route
[If no coded designator has been assigned]
- Degrees only (7 characters): Latitude (2) + N/S + Longitude (3) +E/W (e.g.
14N106E)
- Degrees and minutes (11 characters): Latitude (4) + N/S + Longitude (5) +
E/W (e.g. 1422N10643E)

• ITEM 16 - Destination airport ICAO code and total estimated elapsed time
(EET) and destination alternate airports
Destination Airport
OR
Total Elapsed Time
- VFR: Insert estimated time between takeoff and landing (hhmm)
- IFR: Insert estimated time from takeoff to IAF at destination (hhmm)
Destination Alternate Airport(s)

OR
• ITEM 18 – Remarks and other equipment (emergency and survival)

- DOF/ - date of flight in a 6-figure format (yymmdd)
- DEP/ - if no ICAO designator for departure airport (ITEM 13)
- DEST/ - if no ICAO designator for destination airport (ITEM 16)
- ALTN/ - if no ICAO designator for alternate airport(s) (ITEM 13)
- REG/ - for aircraft registration (e.g. HS-PTA)
- RMK/ - callsign (e.g. RADIO CALLSIGN SUNSHINE 01) any other plane-
language remarks
- OPR/ - name of the operating agency (e.g. BANGKOK AVIATION TRAINING
CENTER)
- REQ/ - any requests (e.g. TOUCH AND GO AND TRAINING FLIGHT AT
VTPO)
• ITEM 19- Fuel endurance and total number of persons on board

- E/ - insert fuel endurance in hours and minutes (hhmm)
- P/ - insert total number of persons on board (pax and crew)
- C/ - Pilot in Command
- R/ - Cross out radio equipment that is not available
- S/ - Cross out survival equipment that is not available
- J/ - Cross out life jacket equipment that is not available

- D/ - Cross out dinghy equipment that is not available; if available, insert total
capacity
- A/ - aircraft color and markings (e.g. WHITE)
- N/ - Cross out if no remarks or indicate any other remarks regarding survival
equipment
5.2. CROSS-COUNTRY OPERATING PROCEDURES

5.2.1. Visual Flight Rules in Bangkok FIR
5.2.1.1. VMC Minima: VFR flights shall be conducted with a flight visibility of not less than
5km below 10,000 feet MSL and 8km above 10,000 feet MSL, and capable of
maintaining at least 1,500m horizontally and 300m (1,000ft) vertically clear of
clouds.
5.2.1.2. VFR flights shall not be conducted between sunset and sunrise unless authorized
by appropriate authority.
5.2.1.3. VFR flights shall maintain altitudes according to Annex 2-Appendix 3 (VFR Cruising
Altitudes).
5.2.1.4. Special VFR may be authorized by ATC to enter a CTR for the purpose of landing,
taking-off and departing directly from a CTR when ground visibility is not less than
1,500m.
5.2.2. Take-off
During takeoff no turns shall be made at a height of less than 300 feet AGL.
5.2.3. VTPO Sukhothai VFR Cross-Country Flight Exit Procedure
5.2.3.1. Runway 18 departures
North Departure (VTCT)

After airborne and passing 1,000 ft., turn right heading 320°until 2 NM from VTPO.
Proceed to and report over S POINT (Chalermprakiat Park) at GPS TRACK
350°/10 NM from VTPO. Then continue proceeding to the destination (VTCT on
GPS TRACK 002°/162 NM from VTPO)
Northwest Departure (VTCL VTCC)


350°/10 NM from VTPO. Then continue proceeding to the destination (VTCL on

GPS TRACK 345°/45 NM from VTPO) (VTCC on GPS TRACK 333°/104 NM from
VTPO)
Northeast Departure (VTCP VTCN)

After airborne and passing 1,000 ft., turn left heading 040°until 2 NM from VTPO.
Then, intercept the desired GPS TRACK to destination (VTCP on GPS TRACK
012/57 NM from VTPO) (VTCN on GPS TRACK 031/109 NM from VTPO) and
report at 10 NM outbound from VTPO.
South Departure (VTPN VTPI VTBD)

Then, intercept the desired GPS TRACK to destination (VTPN on GPS TRACK
170/95 NM from VTPO) (VTPI on GPS TRACK 168/120 NM from VTPO) (VTBD
on GPS TRACK 168/204 NM from VTPO) and report at 10 NM outbound from
VTPO.
Southeast Departure (VTPP VTPB)

Then, intercept the desired GPS TRACK to destination (VTPP on GPS TRACK
136/38 NM from VTPO) (VTPB on GPS TRACK 114/86 NM from VTPO) and report
at 10 NM outbound from VTPO.
5.2.3.2. Runway 36 departures
North Departure (VTCT)

After airborne and passing 1,000 ft., turn left heading 350˚ until 2 NM from VTPO.
350°/10 NM from VTPO. Then continue proceeding to the destination (VTCT on
GPS TRACK 002°/162 NM from VTPO)
Northwest Departure (VTCL VTCC)

350°/10 NM from VTPO. Then continue proceeding to the destination (VTCL on
GPS TRACK 345°/45 NM from VTPO) (VTCC on GPS TRACK 333°/104 NM from
VTPO)
Northeast Departure (VTCP VTCN)

Then, intercept the desired GPS TRACK to destination (VTCP on GPS TRACK

021/57 NM from VTPO) (VTCN on GPS TRACK 031/109 NM from VTPO) and
report at 10 NM outbound from VTPO.
South Departure (VTPN VTPI VTBD)

Then, intercept the desired GPS TRACK to destination (VTPN on GPS TRACK
170/95 NM from VTPO) (VTPI on GPS TRACK 168/120 NM from VTPO) (VTBD
on GPS TRACK 168/204 NM from VTPO) and report at 10 NM outbound from
VTPO.
Southeast Departure (VTPP VTPB)

Then, intercept the desired GPS TRACK to destination (VTPP on GPS TRACK
136/38 NM from VTPO) (VTPB on GPS TRACK 114/86 NM from VTPO) and report
at 10 NM outbound from VTPO.
5.2.3.3. Runway 18/36 Arrivals
East Arrival (Area 1, Area 2)

After acknowledgement of the active runway, intercept GPS track 270˚ (to VTPO)
and report over E point (GPS TRACK 270/5 NM to VTPO) at 1,000 ft. Thereafter,
join downwind for the active runway.
West Arrival (Area 3, Area 4)

and report over W point (GPS TRACK 090/5 NM to VTPO) at 1,000 ft. Thereafter,
North Arrival (VTCC VTCL VTCT VTCN VTCP)

and report over S point (GPS TRACK 170/10 NM to VTPO) at 1,000 ft. Thereafter,
South Arrival (VTPP VTPI VTPN)

and report over T point (GPS TRACK 010/12 NM to VTPO) at 1,000 ft. Thereafter,
5.2.4. Using the Navigation Log

The Navigation Log is used for both pre-flight planning as well as in-flight monitoring of progress.
The following are Navigation Log items that should be computed in flight:

5.2.4.1. Off-block / Take-off / Landing / On-block Times

 Off-block Time: The time at which the aircraft vacates the parking position for
the purpose of departing the airport;
 Take-off: The time at which brakes are released and the aircraft begins its
takeoff roll;
 Landing: The time at which the aircraft completes its landing roll on the runway;
 On-block Time: The time at which the aircraft comes to a complete stop at a
parking position prior to shutting down;
 Time off: refers to take-off time, and shall be noted prior to brakes being
released;
 Estimated Time of Arrival (ETA) Destination: when workflow permits, the

ETA at the destination airport should be computed based on the sum total of all
ETEs.
5.2.4.2. Checkpoints
 Estimated Time of Arrival (ETA): Refers to the estimated time at which the
aircraft is expected to overfly a checkpoint. After takeoff when an initial heading
and climb has been established and not below an altitude of 1,000 feet AGL,
the ETA for the first checkpoint should be computed.
 Actual Time of Arrival (ATA): Prior to arrival at each checkpoint, the ATA
should be noted in order to compute ETA of the following checkpoint.
 Actual Time Enroute (ATE): If time permits after being established on a new
leg, the ATE of the previous leg should be computed based on the ATA’s of both
checkpoints in order to update actual groundspeed.
Note: All times shall be referenced to UTC
5.2.4.3. Actual Groundspeed: if time permits after being established on a new leg, the ATE
of the previous leg can be used to update the actual groundspeed. If applicable,
this new groundspeed can then be used to update the ETE of the new leg
5.2.5. Enroute Procedure

5.2.5.1. Enroute Checks
In all phases of flight, situational awareness must be maintained at the highest
level. The following check, designated CLEAROF Check, is a sequence of checks

to be conducted regularly, and is designed to assist cockpit workflow prioritization

and verify aircraft system status and aircraft position:
Compass
 Ensure that the correct compass heading for the current leg is flown;
 Verify the compass heading after the next turning point;
 Compass drift adjustment (if applicable);
Location
 Verify aircraft position on the map by referring to outside ground references
and radio navigation aids;
Engine/Electrics
 Check engine instrumentation e.g. correct RPM setting, fuel flow, oil
temperature/pressure;
 Verify that mixture is correctly leaned;
 Check Bus, Main and Standby battery voltage and amps;
 Verify light and pitot heat switches are in the correct positions;
 Verify circuit breakers;
Altitude
 Ensure that the correct altitude for that leg is flown;
 Verify the altitude to be flown on the next leg;
 Verify minimum safe altitude and location of significant terrain;
Radio
 Ensure the correct active and standby NAV/COM frequencies are set;
 Ensure that the last assigned ATC clearance is being adhered to;
Overall Weather
 Ensure that aircraft is in non-deteriorating VMC
 Verify weather information (ATIS/TAFs) for destination airport, and destination
and enroute alternates;
Fuel
 Cross-check fuel quantity and fuel required at the next checkpoint;
 Determine holding time from any excess fuel other than the amount of fuel
required.
5.2.5.2. Enroute Holding

If required to hold for a significant amount of time for any reason such as weather
or ATC instructions, the aircraft shall maintain a speed of not less than 70 KIAS in
order to minimize fuel consumption. The holding pattern, whether an orbit or a
racetrack pattern should be made with reference to the ground.

5.2.6. Lost Procedure

In the event that a flight crew is unable to determine their location using either ground references
or radio navigation aids, all effort must be made to ensure that the aircraft remains in VMC
conditions and clear of terrain.
The following procedure, designated 5C’s, should be considered if position cannot be determined
using ground references or radio navigation aids:
 Climb: Climbing to a safe altitude (sufficient clearance above chart MEF) ensures
adequate clearance from unknown terrain, increases ground visibility range, and improves
reception for both communication and navigation radios. However, if already at a safe
altitude, climbing should be considered as a last resort due to the possibility of conflict with
traffic at higher levels;
 Conserve: When at a safe altitude, power should be reduced and mixture leaned in order
to minimize fuel consumption;
 Communicate: Contact should be established with an ATS unit as soon as practicable;
 Confess: ATC should be informed of the situation by providing as much information as is

available to the flight crew (altitude, heading, last reported position and time, etc.);
 Comply: If ATC is able to locate the aircraft using secondary surveillance radar
(transponder), vectors may be provided to the nearest known location or airport. In all
cases, all instructions shall be adhered to.
5.2.7. Approach and Landing

An approach to visual landing shall not be continued below 1,000 above airport elevation unless
the reported conditions are at or above VMC minima. The decision to divert shall be made solely
by the PIC, and must be planned as such that the aircraft does not land at the alternate airport
with less than final reserve fuel.
5.2.7.1. Stabilized Approach Policy
The approach is considered to be fully stabilized when the aircraft is:
 Tracking on the required approach path and profile;
 In the required configuration and attitude;
 Flying with the required rate of descent (not greater than 1,000fpm);
 Flying with the required speed (IAS of not more than approach speed +10
knots and not less than approach speed);
 Power setting appropriate for configuration;

 All briefings and checklists have been conducted.
Stabilization during approach shall be achieved at the latest when passing 500ft
above the runway threshold elevation. If the criteria for a stabilized approach have
not been achieved by then, an immediate go around shall be performed.
An approach in gusty conditions may be continued where airspeed and descent

rate fluctuations exceed the stabilized approach criteria if the excursions are brief
in duration, and in the judgment of the flight crew, it is safe to continue.
5.2.8. Lost Communications

5.2.8.1. Departing Aircraft
Aircraft shall not be permitted to take off unless two-way communications have
been established and can be maintained with the control tower.
5.2.8.2. Enroute
a) If an aircraft experiences difficulty in maintaining radio communications with
ATC, the flight crew shall first verify that all cockpit communication equipment
is properly connected and configured.
b) If unable to establish contact with ATC at any time during the flight, attempts
shall be made to contact other ATS units on other frequencies appropriate to
the route being flown.
c) If the flight crew can hear other stations on the frequency but are unable to
transmit, a message preceded by “TRANSMITTING BLIND” shall be made
twice, including the callsign of the station to which it is intended.
d) If still unable to establish contact with any ATS unit, the aircraft shall attempt to
contact other aircraft on the same frequency or on 121.5Mhz. If contact is
established with another aircraft on 121.5Mhz, message relays to ATC should
take place on the inter-pilot air-to-air frequency 123.45Mhz.
e) If unable to establish contact with any station and the communications

equipment is determined to have failed, the aircraft shall:
 Set transponder code to 7600;
 Proceed to land at the nearest suitable airport;
 Inform the nearest ATS unit as soon as possible upon landing.

5.2.8.3. Arriving Aircraft

If the communications equipment on an aircraft is inoperative, a blind
transmission is to be made when approaching the landing airport’s CTR
containing the following information:
 Callsign;
 Type of aircraft;
 Position (bearing/radial/distance);
 Altitude;
 Heading;
 Departure point;
 Intentions.
5.2.8.4. Landing
a) When approaching the airport with an inoperative radio, the aircraft shall
overfly the runway mid-point at 1,500 feet AGL, flying perpendicular to the
runway. The flight crew shall determine the landing direction based on the
windsock and/or flow of traffic in the pattern and enter downwind with the flow
of traffic, descending to traffic pattern height.
b) The aircraft shall make a low approach at 500 feet AGL while rocking wings
until the end of the runway. Afterwards, the aircraft shall re-enter the downwind
leg and observe light signals from the control tower.

Section 6: Night Flying Effective Date: 1 FEB 2022
SECTION 6
NIGHT FLYING

6.1. GENERAL
Comparing to the daytime operation, there is no difference operating an aircraft at night. The
mechanical function of the aircraft would work the same way they are supposed to, as it cannot
differentiate between day and night. It is the pilot who is directly affected by various aspects
of the night operation. Some of them are physiological limitations while others, such as
additional equipment requirements, procedures, and emergency situations, must be taken
into consideration in order to operate safely in the accordance rules and regulations.
6.1.1 DEFINITION OF NIGHT
Night time is defined as the hours between the end of evening civil twilight and the beginning of
morning civil twilight or such other period between sunset and sunrise, as may be prescribed by
the appropriate authority.
Civil twilight ends in the evening when the center of the Sun’s disc is 6 degrees below the horizon
and begins in the morning when the center of the Sun’s disc is 6 degrees below the horizon.
According to the regulation, between those defined hours, no person shall operate as Pilot-in-
Command of an aircraft unless within the preceding 90 days, that person has made at least 3
takeoffs and 3 landings to a full stop during the night period.

6.1.2 PHYSIOLOGICAL ASPECTS

Human eyes never function as effectively at night as they do during the daytime due to their
physiology limitations. The eye’s adaptation to darkness is one of the most important aspect of
night flying. Before and during night flight, the adaptation process of the eyes must be considered.
First, adapt to the low level of light and then stay adapted. After the eyes are adapted to the
darkness, avoid exposing them for more than one second to any bright white light as that causes
temporary blindness.
If exposed to a bright light source, such as search lights and landing lights, remember that each
eye adapts to the dark independently. By closing or covering one eye when exposed to light,
some night vision acuity is retained in the closed eye.
6.1.3 Dark Adaptation

Good eyesight depends upon physical condition. Fatigue, colds, vitamin deficiency, alcohol,
stimulants, smoking, or medication can seriously impair vision. Keep these facts in mind and take
adequate precautions to safeguard night vision. In addition to the principles previously discussed,
the following items aid in increasing night vision effectiveness.
 Adapt the eyes to darkness prior to flight and keep them adapted. About 30 minutes is
needed to adjust the eyes to maximum efficiency after exposure to a bright light.
 Close one eye when exposed to bright light to help avoid blinding effect.
 Do not wear sunglasses after sunset as this impairs night vision.
 Move eyes more slowly than in daylight.
 Blink the eyes if they become blurred.
 Concentrate on seeing objects.
 Force the eyes to view off center using scanning techniques.
 Maintain good physical condition.
 Avoid smoking, drinking, and using drugs that may be harmful.

6.2. FLIGHT PREPARATION
6.2.1 Pilot Equipment

Before commencing a night flight, carefully consider personal equipment that should be readily
available during the flight to include a flashlight, aeronautical charts and pertinent data for the
flight, as well as other personal document.
6.2.1.1 Flashlight
At least one reliable flashlight is recommended as standard equipment on all night flights.
A reliable incandescent or light-emitting diode (LED) flashlight able to produce white/red light and
blue for chart reading is preferable. The flashlight should be large enough to be easily located in
the event it is needed.
 The white light is used while performing the preflight visual inspection of the airplane.
 The red light is non-glaring and will not impair night vision. It is used when performing
cockpit preparation
It is also recommended to have a spare set of batteries for flashlight readily available.
6.2.2 Aircraft Equipment and Lighting

During the period from sunset to sunrise, operating aircraft are required to have a functioning
anti-collision light system, including a flashing or rotating beacon and position lights.
The anti-collision lights, however, need not to be lighted when the PIC determines that, because
of operating conditions, it would be in the interest of safety to turn the lights off e.g. as it may
cause a blinding effect on the ground personnel.
Landing light can be used not only for takeoff and landing, but it can also be useful during taxi.
Furthermore, landing light can also provide a means by which airplanes can be seen at night by
other pilots. Pilots are encouraged to turn on their landing lights when operating within 10 miles
of an airport and below 10,000 feet.
Although turning on aircraft lights supports the ‘see and be seen’ concept, do not become
complacent about keeping a sharp lookout for other aircraft. Most aircraft lights blend in with the
stars or the lights of the cities at night and go unnoticed unless a conscious effort is made to
distinguish them from other lights.

6.2.3 Preparation and Preflight

Night flying requires that pilots are aware of, and operate within, their abilities and limitations.
Although careful planning of any flight is essential, night flying demands more attention to the
details of preflight preparation and planning.
Preparation for a night flight includes a thorough review of the available weather reports and
forecasts with particular attention given to temperature/dewpoint spread. A narrow
temperature/dewpoint spread may indicate the possibility of fog. Emphasis should be placed on
wind direction and speed, since its effect on the airplane cannot be as easily detected at night as
during the day.
Check all personal equipment prior to flight to ensure proper functioning and operation.
All airplane lights should be checked for operation by turning them on momentarily during the
preflight inspection. Position lights can be checked for loose connections by tapping the light
fixture. If the lights blink while being tapped, determine the cause prior to flight.
Parking area should be checked with flashlight prior to entering the airplane. During the day, it is
quite easy to see stepladders, chuckholes, wheel chocks, and other obstructions, but at night, it
is more difficult and a check of the area can prevent taxiing mishaps.
6.3. GROUND OPERATION
6.3.1 Starting the Engine

Once seated in the airplane and prior to starting the engine, arrange all items and materials to be
used during the flight so they will be readily available and convenient to use. Take extra caution
at night to assure the propeller is clear. Turning the beacon light on to alert persons nearby to
remain clear of the propeller.
To avoid excessive drain of electrical current from battery, is it recommended that unnecessary
electrical equipment be turned off until after the engine has been started.
6.3.2 Cockpit Lights Operation

Prior to starting the engine, to preserve the dark adaptation and night vision as much as possible,
it is recommended to operate the instrument display (PFD/MFD) as well as the cockpit lights in
the following sequence included within the STARTING ENGINE WITH BATTERY CHECKLIST;

STARTING ENGINE WITH BATTERY CHECKLIST (NIGHT OPERATION)

1. THROTTLE CONTROL .....................................................................................OPEN ¼ INCH
2. MIXTURE CONTROL ........................................................................................IDLE CUTOFF
3. STBY BATT SWITCH .......................................................................................................TEST
4. STBY BATT SWITCH ........................................................................................................ARM
5. PFD BRIGHTNESS ......................................................................................ADJUST AS REQ
6. ENGINE INDICATING SYSTEM .........................................................CHECK PARAMETERS
7. BUS E VOLTS ..............................................................................................................CHECK
8. M BUS VOLTS ..............................................................................................................CHECK
9. BATT S AMPS ..............................................................................................................CHECK
10. STBY BATT ANNUNCIATOR .................................................................................CHECK ON
11. MASTER SWITCH (ALT AND BAT) .....................................................................................ON
12. BEACON LIGHT ..................................................................................................................ON
13. ENGINE PRIMING (For Cold Engine Start Only) .....................................................PERFORM
14. PROPELLER AREA ......................................................................................................CLEAR
15. MAGNETOS SWITCH ..... .............................................................................................START
16. MIXTURE CONTROL ................................ADVANCE (Smoothly to RICH when engine starts)
17. THROTTLE ..............................................................................................................1000 RPM
18. OIL PRESSURE ...........................................................................................................CHECK
19. AMPS (M BATT AND BATT S) ..................................................................CHECK CHARGING
20. LOW VOLTS ANNUNCIATOR .....................................................................................CHECK
21. G1000 TIMER…..………………………………………………………………………………….ON
22. NAV LIGHTS……………………………………………………………………………………….ON
23. COCKPIT LIGHTS (DIMMING PANEL)........................................................ADJUST AS REQ
24. AVIONICS SWITCH (BUS 1 AND 2) ....................................................................................ON
25. HEADSET/INTERCOM……………………………………………………………….ON & CHECK
26. FLAPS………………………………………………………………………………………RETRACT

6.3.3 Taxiing the Aircraft

After starting the engine and when ready to taxi, turn the taxi or landing light on. Use landing light
only as necessary while taxiing and consideration should be given to not blinding other pilots.
Taxi slowly, particularly in congested areas. If taxi lines are painted on the ramp taxiway, follow
the lines to ensure a proper path along the route.
6.3.4 Engine Run-up

Use the checklist for the run-up and before takeoff checks and procedures. During the day,
forward movement of the airplane can be detected easily. At night, the airplane could creep
forward without being noticed unless the pilot is alert for this possibility. Have both feet ready on
the brake pedals with parking brake set and be alert for any forward movement.
6.4. TAKEOFF AND CLIMB
6.4.1 Takeoff
Night flying is very different from day flying and demands more attention of the pilot. The most
noticeable difference is the limited availability of outside visual references. Therefore, flight
instruments should be used to a grater degree in controlling the airplane. This is particularly true
on night takeoffs and climbs. Adjust the cockpit lights to a minimum brightness that allow reading
the instruments and switches but not hinder outside vision. This also eliminates light reflections
on the windshield and windows.
After ensuring that the final approach and runway are clear of other air traffic, or when cleared for
takeoff by the ATC, turn the landing and taxi lights on and line up on the runway centerline. If the
runway does not have centerline lighting, use the painted centerline and the runway edge lights
for alignment. After the airplane is aligned, note the heading indicator and the set to correspond
to known runway direction.
To begin takeoff, release the brakes and advance the throttle smoothly to maximum power. As
the airplane accelerates, it should be kept moving straight ahead between and parallel to the
runway edge lights on both sides of the runway.
The procedure for night takeoffs is the same as for normal daytime takeoffs except that many of
the runway visual cues are not available. Check the flight instruments frequently during the takeoff
to ensure the proper pitch attitude, heading, and airspeed are being attained. As the airspeed
reaches the normal lift-off speed, adjust the pitch attitude to establish a normal climb. Accomplish
this by referring to both outside visual references, such as runway end identification lights, and to
the flight instruments.

6.4.2 Climb
After becoming airborne, the darkness of night often makes it difficult to note whether the airplane
is getting closer to or farther from the surface. To ensure the airplane continues in a positive
climb, be sure a climb is indicated on the attitude indicator, vertical speed indicator, and altimeter.
Verbalize the ‘Positive Climb’ callout to confirm the indication. It is also important to ensure the
airspeed is at best climb speed.
Make necessary pitch and bank adjustment by referencing the attitude and heading indicators. It
is recommended that turns not be made until reaching a safe maneuvering altitude (400 ft. AGL).
Although the use of the landing lights is helpful during takeoff, they become ineffective after the
airplane has climbed to an altitude where the light beams no longer extends to the surface.
The light can cause distortion when it is reflected by haze, smoke, or clouds that might exist in
the climb. Therefore, when the landing light is used for the takeoff, turn it off after the climb is
well established provided it is not being used for collision avoidance.
6.5. ORIENTATION AND NAVIGATION

Generally, at night, it is difficult to see clouds and restrictions to visibility, particularly on dark
nights or under overcast. When flying under VFR, pilots must exercise caution to avoid flying into
clouds. Usually, the first indication of flying into restricted visibility conditions is the gradual
disappearance of lights on the ground.
If the lights begin to take on an appearance of being surrounded by a halo or glow, use caution
in attempting further flight in that same direction. Such a halo or glow around lights on the ground
is indicative of ground fog. Remember that if a descent must be made through clouds, smoke, or
haze in order to land, the horizontal visibility is considerably less when looking through the
restriction than it is when looking straight down through it from above.
Under no circumstances should a VFR night flight be made during poor or marginal weather
conditions unless both the pilot and aircraft are certificated and equipped for flight under
instrument flight rules (IFR).
Crossing large bodies of water at night in single-engine airplanes could be potentially hazardous,
in the event of an engine failure, the pilot may not have any option than to land (ditch) the airplane
in the water. Another hazard faced by pilots of all aircraft, due to limited or no lighting, is that the
horizon blends with the water. During poor visibility conditions over water, the horizon becomes
obscure and may result in a loss of orientation. Even on clear nights, the stars may be reflected
on the water surface, which could appear as a continuous array of lights, thus making the horizon
difficult to identify.
Lighted runways, buildings, or other objects may cause illusions to the pilot when seen from
different altitudes. At an altitude of 2,000 feet, a group of lights on an object may be seen
individually, while at 5,000 feet or higher, the same lights could appear to be one solid light mass.
These illusions may become quite acute with altitude changes and, if not overcome, could present
problems in respect to approaches to lighted runways.

6.6. APPROACH AND LANDING
6.6.1 Approaching the Airport and Traffic Pattern Flying
When approaching the airport to enter the traffic pattern and land, it is important that the runway
lights and other airport lighting be identified as early as possible. If the airport layout is
unfamiliar, sighting of the runway may be difficult until very close-in due to the maze of lights
observed in the area. Fly toward the rotating beacon until the lights outlining the runway are
distinguishable.
To fly a traffic pattern of proper size and direction, the runway threshold and runway-edge lights
must be positively identified. Once the airport lights are seen, these lights should be kept in
sight throughout the approach.
Distance may be deceptive at night due to limited lighting conditions. A lack of intervening
references on the ground and the inability to compare the size and location of different ground
objects cause this. This also applies to the estimation of altitude and speed.
Consequently, more dependence must be placed on flight instruments, particularly the altimeter
and the airspeed indicator. When entering the traffic pattern, always give yourself plenty of time
to complete the before landing checklist. If the heading indicator contains a heading bug, setting
it to the runway heading is an excellent reference for the pattern legs.
Maintain the recommended airspeeds and execute the approach and landing in the same
manner as during the day. A low, shallow approach is definitely inappropriate during a night
operation. The altimeter and VSI should be constantly cross-checked against the airplane's
position along the base leg and final approach. A precision approach path indicator (PAPI) is an
indispensable aid in establishing and maintaining a proper glide path.
After turning onto the final approach and aligning the airplane midway between the two rows of
runway-edge lights, note and correct for any wind drift. Throughout the final approach, use pitch
and power to maintain a stabilized approach. Flaps are used the same as in a normal approach.
Usually, halfway through the final approach, the landing light is turned on. Earlier use of the
landing light may be necessary for local traffic awareness considerations. The landing light is
sometimes ineffective since the light beam will usually not reach the ground from higher
altitudes. The light may even be reflected back into the pilot's eyes by any existing haze, smoke,
or fog.

6.6.2 Landing
The round out and touchdown is made in the same manner as in day landings. At night, the
judgment of height, speed, and sink rate is impaired by the scarcity of observable objects in the
landing area. An inexperienced pilot may have a tendency to round out too high until attaining
familiarity with the proper height for the correct round out.
To aid in determining the proper round out point, continue a constant approach descent until the
landing lights reflect on the runway and tire marks on the runway can be seen clearly. At this
point, the round out is started smoothly and the throttle gradually reduced to idle as the airplane
is touching down.
During landings without the use of landing lights, the round out may be started when the runway
lights at the far end of the runway first appear to be rising higher than the nose of the airplane.
This demands a smooth and very timely round out and requires that the pilot feel for the runway
surface using power and pitch changes, as necessary, for the airplane to settle slowly to the
runway. Blackout landings should always be included in night pilot training as an emergency
procedure.

6.7. NIGHT EMERGENCIES
Perhaps the greatest concern about flying a single-engine airplane at night is the possibility of a
complete engine failure and the subsequent emergency landing. This is a legitimate concern,
even though continuing flight into adverse weather and poor pilot judgment account for most
serious accidents.
If the engine fails at night, there are several important procedures and considerations to keep in
mind. They are as follows:
• Maintain positive control of the airplane and establish the best glide configuration and airspeed.
Turn the airplane towards an airport or away from congested areas.
• Check to determine the cause of the engine malfunction, such as the position of fuel selectors,
magneto switch, or primer. If possible, the cause of the malfunction should be corrected
immediately and the engine restarted.
• Announce the emergency situation to air traffic control (ATC) or school utility frequency. If
already in radio contact with a facility, do not change frequencies unless instructed to change.
• If the condition of the nearby terrain is known and is suitable for a forced landing, turn towards
an unlighted portion of the area and plan an emergency forced landing to an unlighted portion.
• Consider an emergency landing area close to public access if possible. This may facilitate
rescue or help, if needed.
• Maintain orientation with the wind to avoid a downwind landing.
• Complete the before landing checklist, and check the landing lights for operation at altitude and
turn ON in sufficient time to illuminate the terrain or obstacles along the flightpath. The landing
should be completed in the normal landing attitude at the slowest possible airspeed. If the landing
lights are unusable and outside visual references are not available, the airplane should be held
in level-landing attitude until the ground is contacted.
• After landing, turn off all switches and evacuate the airplane as quickly as possible.


PPL-CPL Sop 1 Feb 22

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PPL and CPL

Standard Operating Procedure

Issue: 1 Revision: 1.1

BATC.SOP.001 Issue: 1 Rev.: 1.1

Section 0: Controlled SOP Effective Date: 1 FEB 2022

Effective Date: 1 Feb 2022

0.1. APPROVED SOP

Authority Position Signature Date

Prepared by: Chief Theoretical Knowledge (CTK) 25 Jan 2022

Reviewed by Flight Instructor (IP) 25 Jan 2022

Approved by: Accountable Manager (AE) 25 Jan 2022

BATC.SOP.001 Issue: 1 Rev.: 1.1

Section 0: Controlled SOP Effective Date: 1 FEB 2022

0.2. RECORD OF REVISION

1 Issue: 1 Rev: 00 15 Oct 2020 Flight Operation Department

2 Issue: 1 Rev: 1.0 1 July 2021 Flight Operation Department

3 Issue: 1 Rev: 1.1 1 Feb 2022 Flight Operation Department

0.3. SYSTEM FOR THE ANNOTATION OF PAGES

Name of the Page Number

Issue and Revision

BATC.SOP.001 Issue: 1 Rev.: 1.1

BATC.SOP.001 Issue: 1 Rev.: 1.1

TABLE OF CONTENTS (Cont.)

BATC.SOP.001 Issue: 1 Rev.: 1.1

TABLE OF CONTENTS (Cont.)

BATC.SOP.001 Issue: 1 Rev.: 1.1

BATC.SOP.001 Issue: 1 Rev.: 1.1

Section 2: Normal Procedures

Section 3: Abnormal & Emergency Procedures

Section 4: Airworks & Maneuvers

Section 5: Cross-Country Navigation

Section 6: Night Flying

BATC.SOP.001 Issue: 1 Rev.: 1.1

 Warning: Operating procedures and/or techniques that could potentially result in

1.1 CHECKLIST POLICY

1. Call-out: “BEFORE TAKEOFF CHECKLIST” - initialize checklist

CHECK - check parameters, evaluate/test controls or systems

BATC.SOP.001 Issue: 1 Rev.: 1.1

1.2 CHECKLIST PRIORITIES

1.3 COCKPIT COORDINATION

1.3.1 Sterile Cockpit

1.3.2 Cockpit Actions

1.3.3 ATC Read-backs

 Taxi routes, hold short instructions

1.3.4 One Head Up

1.3.5 Headset Operation

BATC.SOP.001 Issue: 1 Rev.: 1.1

1.4 STANDARD CALLOUTS

BATC.SOP.001 Issue: 1 Rev.: 1.1

1.4.3. Flaps or Landing Gear Callouts

FLAPS CONFIGURATION CALLOUT

CALL OUT REMARK

Call out the desired flaps position before

When the above conditions are satisfied,

1.4.4. Pilot Duties Transfer

BATC.SOP.001 Issue: 1 Rev.: 1.1

1.4.5. Summary for Each Phase of Flight

BEFORE ENGINE START

STARTING ENGINE CHECKLIST

FLIGHT CONTROL CHECK

BATC.SOP.001 Issue: 1 Rev.: 1.1

BEFORE TAKEOFF CHECKLIST

At rotation speed ROTATE

2.1.2. Flight Cancellation 