—=—_ JEPPESEN. GUIDED FLIGHT DISCOVERY PRIVATE PILOT MANEUVERSJeppesen® is a registered trademark of Jeppesen Sanderson, Inc. All other trademarks, registered trademarks, product names, and company names or logos mentioned herein are the property of their respective owners. All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or ‘otherwise, without the prior permission of the publisher. ‘The charts, tables, and graphs used in this publication are for illustration purposes only and ‘cannot be used for navigation or to determine actual aircraft performance. ISBN: 978-0-88487-052-4 Jeppesen 55 Inverness Drive East Englewood, CO 80112-5498 Web site: www jeppesen.com Email: Captain@ jeppesen.com Copyright © Jeppesen All Rights Reserved. Published 1997-2007, 2011, 2012, 2013, 2014 1001361004 Printed in the United States of AmericaPrivate Pilot Maneuvers PREFACE nes Ea! Preface of he individual components of Jeppesen's Guided Flight Discovery Pilot Training Systom A cenit tna ogc aig Nigam philosophy more than Private Pilot Maneuvers. When used in conjunction with the other compononts of the Private Pilot Program, this manual provides an effective, practical approach to your training. As you examine this manuel, you will discover that the maneuvers are numbered Tor ease of reference and are grouped into categories based on similar operational characteristics. While the eatogories are organized to present the maneuvers in the chronological order in which they azo typically introduced, this does not limit the flexibility and usability of the manual; you can study and reviow the maneuvers in any order you desire. Each maneuver is presented using colorful graphics, step-by-step procedure descriptions, helpful hints, and the associated FAA practical test standards. In addition, Private Pilot Maneuvers is designed to lay flat for ease of study and instruction, whether you are on the ground or in flight. {QR codes link students to animations in the Jeppesen Private Pilot online course. Just scan the code with your smart phone or tablet to view an overview of each maneuver. This overview is just a small sample of what the Private Pilot online course offers. To gain access to oll of this course, including detailed step-by-step treatment of each maneuver plus in-flight video that shows what each maneuver looks like from the pilot’s seat, scan the code on this page to go to JeppDiroct ‘where you can purchase the Jeppesen Private Pilot online course. PREFACE « Private Pilot Maneuvers ‘To help you integrate the content of this manual with the associated Private Pilot Maneuvers videos or software on CD, a cross-reference is included at the beginning of each maneuver category. The video and CD programs are available for your use at participating schools and are designed to enhance and complement your study. You also can purchase the Private Pilot Maneuvers CDs for self-paced home study, These CDs combine video, animation, and interactivity to create a dynamic learning experience. When used together, the components of the Guided Flight Discovery Private for students to understand the private pilot For more information about using this manual and associated learning tools, refer to the section, How the Manual Works, starting on page vi.y TABLE OF CONTENTS TABLE OF CONTENTS » Private Pilot Maneuvers ilot Maneuvers Table of Contents HOW THE MANUAL WORKS CHAPTER 1 Ground Operations CHAPTER 2 Basic Maneuvers CHAPTER 3 Airport Operations Emergency Landing Procedures CHAPTER 4Private Pilot Maneuvers TABLE OF CONTENTS | CHAPTER 5 CHAPTER 6 CHAPTER 7 CHAPTER 8 ANSWERS .. Flight Maneuvers } Ground Reference Maneuvers Performance Takeoffs And Landings Special Flight Operations TABLE OF CONTENTS «© Private Pilot ManeuversHOW THE MANUAL WORKS Private Pilot Maneuvers How the Manual Works Private Pilot Maneuvers uses colorful graphies and step-by-step procedure descriptions to help you Visualize and understand each maneuver you will perform in the airplane. Additional guidance is provided through insets which contain helpful hints, common ervors, and FAA practical test standards, To get the most out ofthis manual, as well as the entire Guided Flight Discovery Pilot ‘Training System, you may find it beneficial to review the 14— Crosswind Approach And Landing HOW THE MANUAL WORKS » Private Pilot Maneuvers 1ajor design elements in this text.9900 HOW THE MANUAL WORKS. HOW THE MANUAL WORKS « Private Pilot ManeuversPrivate Pilot Maneuvers HOW THE MANUAL WORKS ‘S4BANBUEIA] 20! BIA © SHYOM IWNNVW SHL MOHCHAPTER 1 Ground Operations MANEUVER 1..... Preflight Inspection MANEUVER 2..... Engine Starting MANEUVER 3.... Taxiing MANEUVER 4.. Before Takeoff Check MANEUVER 6..... Postflight Procedures EXERCISES Video Volume | — Ground Operations, Basic Maneuvers, Airport se Operations, and Emergency Landing Procechres, we Since there can be vast differences in ground operations from one airplane to another, the procedures in this section are intentionally general in nature. Therefore, itis imperative that you use an appropriate printed checklist which provides a logical step-by-step sequence for each task you will perform.CHAPTER 1 Ground Operations 1 — Preflight Inspection AAs @ pilot, you are the final authority regarding the airworthiness and safe operation of your aircraft. Your flight instructor will point out the various components to be inspected and explain how to determine the airworthiness of the airplane. In addition, the pilot's operating handbook (POH) normally contains a checklist and other information regarding the preflight inspection. Ifa discrepancy is discovered during your preflight inspection, it should be evaluated and, if required, corrected prior to the flight. You may need to enlist the assistance of an aviation maintenan« technician to answer questions or resolve problems that you find while inspecting the airplane, Prior to performing a visual inspection of the airplane, you should check the aircraft logbooks and records to ensure that the appropriate airworthiness directives have been complied with maintenance requirements have been met, and aircraft inspections have been performed Airworthiness directives (ADs) require correction of unsafe conditions found in engines, propellers, and other equipment. ADs also prescribe the conditions under which the affected equipment may continue to be operated. Records of AD compliance and the aircraft logbooks are not required to be on board the aircraft. MANEUVER 1 » Preflight Inspection @ %0%: protght inspection should begin as you walk toward the airplane. This provides you with an overall lok atthe airplane that may indicat items you will want lo inspect more closely during your walkaround. During the winter months, you should remove all frost, ‘and ice accumulations fro tho aigplane surfacas IN CABIN + In the cabin, verify that all the required paperwork is on board the airplane. Use the acronym ARROW to help you remember the required documents Airworthiness certificate (required by FAA) Registration certificate (required by FAA) Radio station class license (required by the Federal Communications Commis: transmitting to ground stations outside the United States) Operating instructions, pilot’s operating handbook, or approved aircraft flight manual (required by FAA) Weight and Balance data, as woll as equipment list (required by FAA) 12upment that ay egal be ioperatve your aiplane has Tequiee, how 0 operate the aplane wih perms + "Next, remove the control lock and check the controls for freedom of movement. + Clear the propeller area, and then turn the master switch ON + Verify propor operation of fuel gauges and note the fuel quantity in each tank. ‘Lower the flaps and turn the master switch OFF. + Inspect the instrument panel for any irregularities, such as cracked glass or any equipment which may have been removed for maintenance. + Ensure the windscreen and windows are clean and in good condition. * Before continuing to the exterior inspection, verify that the magneto switch, master switch, mixture control, and throttle are in the OFF position. + @ FUSELAGE (LEFT SIDE) ‘+ Moving toward the tail, visually inspect the left side of the fuselage for skin wrinkles, dents, and loose rivets. * Chock the lower surface of the fuselage for evidence of engine oil leakage, dents, and ‘general condition, ‘+ Ifa static port is located on the fuselage, check for obstructions. 14g important thatthe static source be indicator @ EMPENNAGE * Remove the external rudder lock (if installed). + Inspect the tal surfaces for general condition, looking closely for skin wrinkles, dents, and loose rivets. ‘+ Examine the rudder for damage, loose hinge bolts, and freedom of movement. + Closely inspoct the control cables and stops for damage. + Visually inspect the flashing beacon, taillight, ond VOR navigation antenna on the vertical stabilizer for damage. ‘+ Examine the elevator (or stabilator) trim tab, checking for security and general condition. + For teilwheel airplanes, check the steering arms, cables, and springs for wear, Additionally, inspect the tie for wear, cuts, abrasions, and proper inflation. ‘+ Lastly, remove the tail tiedown chain or rope. @ FUSELAGE (RIGHT SIDE) + Inspect the right side fuselage a before, ooking for skin wrinkles, dents, and loose rivets. @kicHt wins ‘+ Thoroughly inspect the wing flap for general condition and the flap hinges for security. CHAPTER 1 MANEUVER 1 « Preflight Inspection 13| CHAPTER 1 Ground Operations ‘+ If the flap track is visible, check to ensure it is in good condition and does not show unusual wear, ‘+ Inspect the alloron surfaces for dents and skin wrinkles and the hinges for security, damage, and freedom of movement, | ‘+ Check the aileron pushrod or cables for security, damage, and tension ‘+ Check the right wingtip for damage and secure attachment, and inspect the right navigation light + Examine the leading edge ofthe wing for dents or other damage. te internal * Inspect the upper surface of the wing for wrinkles or dents which may structural damage. * Nox, remove the fuel cap and visually check the fuel quantity. In addition to ensuring that the fuel quantity is sufficiont for the proposed flight, you should verify thatthe fuel level agrees with the fuel quantity gauge indication observed earlier. ‘+ Before replacing the fuel cap, inspect the rubbor gaskot for cracks or deterioration. * Inspect the fuel vent in the filler cap for obstructions, and then replace the filler cap and tighten it securely. * Use your fuel tester to take @ fuel sample from the fuel tank drain and check the color to verify that the fuol is the proper grade. If water oF othor contaminants are found in the sample, continue draining fuel until there is no evidence of contamination. ‘ort may be prosont in he fuel added 10 the othe fuel tester. + Remove the wing tiedown rope or chain. @ LANDING GEAR (RIGHT SIDE) + Inspect the skin around the attachment points of the main landing gear for dents and wrinkles. + Examine the tire for proper inflation, cuts. and condition of the tread. Check the whee firing if installed) for cracks, dents, and security + Inspect the brake pads for wear and the hydraulic brake lines for security and leaks + Ifyour airplane is equipped with oloo struts, ensure proper strut inflation. @ nose ‘+ Open the cow! access door to inspect the engine components for loose wires and clamps, ‘worn hoses, and oil or fuel leaks. + Determine the oi quantity by removing and reading the dipstick. Add oil ifthe lovel is below the minimum recommended by the manufacturer. Then, replace the dipstick and tighten it securely. * Drain the fuel strainer (if located within the engine compartment) for soveral seconds to climinate any water or contaminants. ‘+ Ifthere is a fuel drain directly below the fuel selector on the underside ofthe aizplane, take a fuel sample and check for contamination. [Bieter erst ern ni ** Check the engine cowl for security. MANEUVER 1 » Preflight Inspection 4° © Ground Oper CHAPTER 1 _ 0 + Inspect the propeller and spinner for security and check the propeller for nicks and . Ey 9 (GREER ee ene warty enoreien nee 9 , + Ifyour airplane has a constant-speed propeller, check for oil leaks. ‘+ Examine the nosewhee! tire for proper inflation, cuts, abrasions, and condition of the ‘+ Check the wheel fairing (if installed) for cracks, dents, and secu + Carefully inspect the nosewhoo! strut for proper inflation, leaks, and security + Inspect the steering linkages for security and the shimmy damper for leaks or damage. + Check the cow! flaps if installed) for security. + Check the exterior surface ofthe windshield for cleanliness and general condition. spectcaly designed for aiplane windshield, + Ifa static port is located on the cowling, check for obstructions. @© LANDING GEAR (LEFT SIDE) + Examine the left main landing goar as you did the right mé ‘gear. @ tert wins + Inspect the left wing as you did the right wing. MANEUVER 1 « Preflight Inspection «Examine the (Bo sant eon ‘+ Ifthe static port is located on the pitot tube, ensure itis clean and free of obstructions. ‘= Check the stall warning vane (if installed) for freedom of movement. + Ifthe airplay obstructions. lot tube for damage and check the opening for obstructions. icon, you can chock he signal when the vane ater making this inspecton. is equipped with a pneumatic stall warning device, check the opening for Preflight Inspection “To mest the PTS requirements, you mus: “+ Exit knowledge ofthe elements related fo prefight inspection. This shal include which tems must be inspected, the reasons for necking each item, and how o dtoct possible defects. + Inepect the airplane vith reference to an appropriate checklist, + eri that he airplane is in condkton for ste fight. 1sCHAPTER 1 Ground Operations |S 2 — Engine Starting ‘Although ongne stating procedures can vary from one make and made of airplane to anther, there tre some safety preastons which are common to mos genoa aviation arr You should sved Staring the engine with th al of th airplane pointed toward people standing nearby, property on the ramp, open bangers, or other sicra that could be damnged by the wind blst rom the propeller Inspect the ground under the propeller before you sar the engine, especialy i you are Operating on an unimproved surfacs Rocks, pebble, or anyother logs dbs can be picked up by the propeller and causa damage tothe blades or be hutod backward Since there aes number Aiferon procedures sed to str apne engines ii ery important to follow the appropiate priniod checklist provide by tho srcralt manufacturer The POH normaly contin checklist and Sxpanded procedure for engine satin MANEUVER 2 » Engine Stat ® 9 ®°e00°@ Fine erent natot in ho C070 pucton Gt eptiatio, e Fuel-injected—Set the mixture contro! to RIGH. 165 > 0 > ) Ground Operations © Nor fienjected—se tho engine primer to pump ae inte the intake sytem, ‘The number of primer strokes required depends on the length of time the engine has been shut down and. the temperature of the outside air. In cold weather, a greater number of primer strokes may be necessary than when operating in warmer tomperatures. Refer to your airplane's POH for the manufacturer's recommendation, Fuel-injected—Prime the engine by turing on the fuel pump and opening the throttle 1/4 to 1/2 inch so that you observe an indication on the fuel- flow meter for several seconds, then pull the mixture control back to IDLE CUTOFF. Open the throttle approximately 1/8 to 1/2 inch, depending on the manufacturer's recommendation. Prior to stating tho engine, ensure the area around the airplane is clear. Open a window or the door, call out, “CLEAR,” and listen fora response. eo ‘With the area clear, turn the master switch ON, © 22H aicotision ghs onto provide a visual warning to people eprosrhing the airplane thatthe engine is about to start. jected—Advance the mixture @ 1" or press he ignition sth o engage the starr. Fue control to RICH as the engine fires. To avoid damage to the starter, return the switch to the BOTH position as soon as the engine starts. o provide suilicient energy start the engine. low the procedures cutined in the POH. © 2s: metro the weomonded ile power seting @ {224th ot prssuce gauge to ensure theo prsnure rgitrs within the goon ae. thoi pressure does not register in the normal range within 30 seconds in warm weather or within 60 seconds in cold weather, immediately shut down the engine to prevent possible damage Engine Starting ‘Tomoet the PTS requremerts, you must: + Extibtknowedge ofthe elements elated to recommended engine starting procedures. Ths ‘elude tho use ofan extornal power source, hand propping salel. and staring under various almospherc condtions. 1+ Postion the airplane propery considering structures, surface condions, other aieraf, an the safety ‘of nearby persons and property. Uiiize he appropriate checkls fr starting procedure. CHAPTER 1 MANEUVER 2 = Engine Starting WCHAPTER 1 Ground Operations 3 — Taxiing To become proficient a ‘axing, you must loan directional contol techniques and the proper throttle wage to cant spowd: To maneuver on tho ground, most ight traning arr havea steerable nosewheel which i inked tothe eur adele. Tho main landing gar usally have brake hich are differentially controlled by foo pressure on te rudder pda: The alerons are normally used to aintain control while texting in windy conditions. You shnuld efoto pits operating handbook andthe appropriate check or pei tn procedures fr Your aitpane BASIC TAXI TECHNIQUES MANEUVER 3 «© Taxiing @ We the area around the airplane, Add power slowly until the airplane begin rolling and then reduco power. More power is required to start the airplane rolling than is required to keep it rolling (RIESE acter crn rion ones tes ys tanen q @ 7 he brakes for proper operation and then readjust the power setting to obtain a normal taxi spood. Taxi speed is primarily controlled by the throttle and secondarily by the brakes. mn of engine rpm is not sufficient to slow the airplane. Use the brakes only when a redu i a, ces erro osrmieg) CHAPTER 1 a Ground Operations ress the right rudder pedal to turn the airplane to the right and the left rudder pedal to tum to the loft. It is recommencled that you taxi no faster than a brisk walk. In a confined area, taxi at a speed slow enough to enable you to stop by reducing the power or shutting down the engine in the event of a brake failure. 99°90 the direction of @ turn can be heiptl in reducing the ne rudder pedal and the right brake by pressing TAXIING IN HEADWINDS While taxiing in moderate or strong wind conditions, you must use special techniques to maintain aircraft control. The aileron, rudder, and elevator (or stabilator) controls are relatively ineffective at slow speeds. However, os the speed of air over the control surfaces increases, control effectiveness also increases. The flight controls respond the seme, whether you are taxiing at 5 knots with no ‘wind oF sitting still with 5-knot headwind. However, if you taxi the airplane at 15 knots into a 15-knot wind, the controls have a 30-knot airflow over them and respond to that velocity of airflow. 5 £ 7 o @ & 2 3 z a g S 19 Hold the yoke neutral or slightly forward to maintain the elevator (or stabilator) in a neutral or slightly down position. This will exort normal pressure on the nose gear. ng headwind forces he til up and te nose down strut, and puts the propel cioser to the ground. the tkeliood ofa propeller sire i increased ‘When taxiing over rough ground, held the yoke aft so the elevator (or stabilator) is raised. ‘This procedure forces the tail down and increases propeller clearance.CHAPTER 1 MANEUVER 3 = Taxiing QUARTERING HEADWINDS In a strong quartering headwind, there is a tendency for the wind to get under the upwind wing and tip the airplane toward the downwind side. With improper aileron placement, the upwind ‘wing can be lifted which can cause directional control problems or even overturn the airplane. In addition, wind striking the rudder can cause the airplane to turn into the wind. Improper elevator (or stabilator) position can reduce nosewheo! friction and increase this weathervaning tendency. @ Fully tum the yoke in the direction ofthe wind placing the upwind aileron inthe up position, Due to reduced control effectiveness at slow taxi speeds, full aileron deflection is required @ 11214 tho yoko to maintain the elevator (or stabilator in a neutral or level position. A neutral levator position will help maintain sufficient nosewheo! friction and allow positive directional control TAXIING IN TAILWINDS ‘The effectiveness of the airplane controls also is influenced by tailwinds, For example, if you taxi the airplane at 5 knots with a tailwind of 5 knots, the taxi speed and the wind speed are canceled, and the controls respond as though no wind exists. Ifyou slow the airplane, the controls respond as though there were an increasing tailwind component, When you stop the airplane completely, the control surfaces are subiected to the direct effects ofa Skt tailwind. e Hold the yoke to maintain the ailerons in a neutral or level position. @ Fold the yoke full forward to maintain the elevator (or stabilator) in a full down position This causes the wind to strike the upper surface of the elevator (or stabilator) and to exert « downward force on the Ground Operations° CHAPTER 1 a Ground Operations © sh ht rudder pal torn the airplane to th ight andthe et rer pd orn tothe left Its recommended that you taxi no faster than a brisk walk. In a confined area, taxi fat a speed slow enough to enable you to stop by reducing the power or shutting down the fengine in the event of a brake failure. 4999 the rection of a turn canbe heiptl in reducing the et udder pedal and the righ rake by pressing TAXIING IN HEADWINDS While taxiing in moderate or strong wind conditions, you must use special techniques to maintain aircraft control. The aileron, rudder, and elevator (or stabilator) controls are relatively ineffective at slow speeds. However, as the speed of air over the control surfaces increases, control effectiveness also increases. The flight controls respond the same, whother you are taxiing at § knots with no ‘wind o sitting still with a 5-knot headwind. Howover, if you taxi the airplane at 15 knots into a 15-knot wind, the controls have a 30-knot airflow over them and respond to that velocity of airflow. ON} MANEUVER 3 © Taxiing lerons in noutral or level position. {or the aplane to tp since te wind flows over and Hold the yoke neutral or slightly forward to maintain the elevator (or stabilator) in a neutral or slightly down position. This will exert normal pressure on the nose gear. | ‘When taxiing over rough ground, hold the yoke aft so the elevator (or stabiltor) is raised. | ‘This procedure forces the tail down and increases propeller clearance. 19> jround Operations CHAPTER 1 G ) i » ) QUARTERING TAILWINDS {A quartering tailwind is the most critical wind condition for taxiing a tricycle gear, high-wing airplane. Since quartering tailwinds have a tendency to flow beneath the elevator (or stabilstor) and lift the tail, the airplane may tip over on the nosewheel and one main wheel @ full th yoke nthe direction away fom the wind tna ight quartering tawind tm the yoke fully to tho left of let allaron up Ravers the position of the aller control when taxing with a left quartering tallwind, e Hold the yoke full forward to maintain the elevator (or stabilator) in 2 down position which will counteract the airplane's tipping tendency. ‘To meet the PTS requirements, you must: + Exhibit knowodge of he elements related to sale tax procedures. + Perform a brake check immoslatly ae he airplane begins moving. + Postion ho tight controls property forthe exiting wind constons. + Contol direction and speed wihout excessive us o brakes + Comoly wih airporVaxiway markings, signals, ATC clearances, and instructions. + Taxi so as to avoid oer iver and hazards MANEUVER 3 © TaxiingCHAPTER 1 Ground Operations 4 — Before Takeoff Check ‘The before takeoff check is an integral part of every flight. When performing the before takeoff check, you should use the checklist provided by the airplane manufacturer or operator. This helps ensure that each item is checked in the proper sequence and that no items are omitted. After taxiing to the ronup area, position the airplane so the propeller blast is not directed toward other aircraft, buildings, or vehicles. If possible, point the nose of the airplane into the wind to improve engine cooling, To prevent damage to the propeller and other parts of the airplane, avoid engine runups (on loose gravel or sand. During the before takeoff check, you should divide your attention between your cockpit duties and outside the airplane. The before takeoff check may include, but is not limited to the following items. 1, Set the parking brake. 2. Verify that the cabin doors are securely closed and locked. operate the latch and locking mechanism. MANEUVER 4 « Before TAkeoff Check 8. Check the flight controls for freedom of movement, full travel, and correct control surface deflection, 112Ground Operations CHAPTER 1 4, Check and set the flight instruments. Very the airspeed indicator ead zero. “The atude indicator should be erect with the riature axplane aligned wih the horizon ‘Sethe alimeter to he curert alimete seting or te corect {isd elovation fhe alimete does notindeate he els elevation ‘with 75 Tost, you should consider postponing hs fight. The minature plane a he un Coordinator shoud be level a the Ballin te ineinometer cotered “Sethe heading indicator io coinade withthe magnetic compas: ‘Check hat he vercal speed inaeator (VSI ie pointng a er. the VSI isnot painting ‘hy the aleral and use Pe nated value ab the 2or0 naicaton. 2210, you may 5. Position the fuel selector valve tothe fullest tank or tothe BOTH. position, as recommended by Rae 6. Sot the mixture control to RICH as required for field clevation or as required by the POH. ed lean the mature for smooth engine approniate procedures. 7. Set the elevator trim and rudder trim (if installed) to the TAKEOFF position. MANEUVER 4 «= Before TAkeoff CheckCHAPTER 1 Ground Operations aanESSenguSnN RRR eeememeemeeemeneeemenenenee ee eenaniniein ele 8, Smoothly add power to the rpm setting recommended by the manufacturer for the power check (also called the runup). You should also hold the brakes to ensure the airplane does not move forward during the runup. 8. Check each magneto for proper operation. Test the magnetos by noting the rpm with the magneto switch in the BOTH position, then move the magneto switch to the RIGHT position and note the rpm drop. Next, return the magneto switch to BOTH, then switch to the LEFT position and again note the rpm drop. Finally, return the magneto switch to the BOTH position for takeoff. The airplane manufacturer specifies the maximum permissible rpm reductions for each magneto, as well as the maximum differential 10. Position the carburetor heat control to ON and check for a corresponding drop in rpm, then relurn it to the COLD position. In some atmospheric conditions, carburetor ice may form while taxiing. This may be noted by a larger initial drop in rpm followed by a slight increase in pm The initial drop may be accompanied by engine roughness which subsides with the rpm MANEUVER 4 = Before TAkeoff Check 11, Check the engine instruments and ammeter for normal indications. With the exception of the oil temperature gauge, the engine instruments should register in the green arcs. In cold ‘weather, oil temperature might not indicate in the normal range until after takeoff, An ammeter discharge or low voltage light may indicate a faulty alternator, broken alternator belt, or excessive electrical load.Ground Opera 42. Check the suction gauge for a normal indication. A low reading may indicate a dirty air filter. Unreliable gyro indications may result if sufficient suction {is not maintained. 13, Reduce power to approximately 1,000 RPM 14, Set the communication and navigation radios to the appropriate frequencies. 15, Set the transponder to the appropriate code. While you typically should use the code 1200 for VFR flight, you may be assigned a discrete transponder code at some airports 16. Ensure your landing light, navigation lights, flashing beacon and/or strobe lights are on as required, 17. Adjust the throttle friction as desired. 18, Reviow performance airspeeds. 19. Reloase tho parking brake. 20. Clear the area of traffic before taxiing into the takeoff position. After ceiving your takeoff clearance (if required), you should check the final approach path, any taxiways you may cross to got to the runway, and the runway itself. Before Takeoff Check ‘To meot the PTS requirements, you must: + Exhibit knowiedge ofthe elements related fo the belce takeolf check This shall include the reasons {or checking each tem and how to detect malfunctions, ‘+ Postion the aiplane property considering other arratvessels, wind and sue conctons + Divide atnton inside and outside the cock + Ensure that engine temperature an pressure are sultable for runs and takeot + Accomplish the before takoot checklist and ensures the airplane is in safe operating condition | + ew tet peromanca sapeds, leo tances, ep nd emergency poses | «oi rumay neurons andor esr cnt wi fier to ae pot, | CHAPTER 1 MANEUVER 4 = Before TAkeoff Check m5,CHAPTER 1 Ground Operations 5 — Postflight Procedures Many pilots maintain a high level of vigilance throughout a flight; howover, the flight is not over ‘once you arrive on the runway — you still have several important tasks to perform as part of your postflight procedures. ‘These tasks include completing the after landing and engine shutdown ‘checklists as well as parking and securing the airplane. AFTER LANDING After landing, gradually slow the airplane to normal taxi speed before turning off the runway. You should use the manufacturer's checklist to perform the after landing check once tho airplane is, stopped clear of the active runway, MANEUVER 5 » Postflight Procedures @ keer tn wing taps Non-fuel-injected—Move the carburetor heat control to the COLD position to prevent unfiltered air from being drawn into the carburetor, causing damage to the internal components ofthe agin @ 2 tower conte elrpors, conta round conto fr tx clearance @ ‘ie weceiving your taxi clearance, clear the area around the aiplane to avoid taxi conflicts. While taxing, you should position the fight controls as appropriate forthe prevailing wind conditionsGround Operations CHAPTER 1 Cee PARKING AND SECURING When taxiing into the parking area, you should use a safe taxi speed and follow any hand signals you receive from ramp personel. in general, there are two ways to park an airplane. One way is to taxi the airplane into its designated parking spot, shut down and secure the engine, then safely deplane any passengers. However, because of the proximity of other aircraf, this procedure may not be possible. In this situation, you should taxi the airplane near your intended parking spot and position the airplane so that the propwash does not endanger people or property on the ramp. Then, shut down and secure the engine, safely deplane any passengers, and use a towbar to maneuver the airplane into parking. Once you have positioned the airplane in its parking spot, you should tio down the airplane and perform a postflight inspection. ENGINE SHUTDOWN Many aircraft have specific procedures for engine shutdown. You should always follow the recommendations contained in the POH. @ suit peing inte @ sth throttle, ora recommended bythe manufacturer MANEUVER 5 « Postflight Procedures 1 ELT by tuning 1215 MHz ona communication radio @ 20 OFF at ct equipment @ 10 GFF the avionics power site. © 8+! the mist cont to DLE CUTOFF ‘Turn the ignition switch OFF when the engine stops. Asan added precaution, remove the key from the ignition. @ rts mater owen OFF @ besa ine cont oe v7CHAPTER 1 Ground Operations TIEDOWN, ‘To avoid damage from high winds or gusty conditions, you must secure the airplane properly. This is usually accomplished using chocks and tiedown ropes or chains. 1. Release the parking brake and position the airplane in the parking spot using towbar, ifnocessary. Secure the airplane with tiedown chains or ropes. MANEUVER 5 = Postflight Procedures 4, Install the pitot tube cover Complete a postflight inspection using a checklist. if available. A typical postflight inspection includes checking for leaking fluids, airframe damage, proper tire inflation, and a variety of other items. 6. Remove all personal materials from the cockpit, stow the seatbelts, and close and lock all doors and windows.o 0 49 Ground Operations After Landing, Parking and Securing ‘To meet the PTS requirements. you must: Exhibit knowlage of he elements related to air landing, parking, and securing procedures, Maintain directonal contra ater ouehdown while decelerating to an appropiate speed ‘Observe runway hold ines an cher sure contol markings and ling Parkin an appropiate area, coniering the sly of nearby persons and propery. Follow te appropriate procedure for engine shutdown, ‘Complete he appropriate checks. Conduct an appropriate positight inspection and secures the ara ° CHAPTER 1 MANEUVER 5 «= Postflight ProceduresCHAPTER 1 Ground Operations° CHAPTER 1 _ Ground Operations : EXERCISES — GROUND OPERATIONS 9 4. — PREFLIGHT INSPECTION ) 1. What should you use to ensure that all steps are completed when performing a preflight inspection? 2, What documents are required on board the airplane? 3, How can you tell when water is present in a fuel sample? 4, True/False. Nicks on the propeller can cause excessive stress and should be checked by a certificated mechanic. 5. What documents are not required to be on board the airplane? _ A. Airworthiness certificate, aireraft logbooks B. Airworthiness directives (ADs), maintenance records G. Airworthiness directives (ADs), approved flight manual — ENGINE STARTING 1, True/False. Before you start the engine, a thorough look around the propeller eliminates the need for opening a window or door and shouting "CLEAR!" __ 2, The primer pumps fuel into what part of the engine? EXERCISES = Ground Operations 3. Where would you find procedural information on starting the airplane with an external power source? 4. After you start the engine in cold weather, the oil pressure should register properly within how many seconds? _—_ 5. After starting the engine, what action should you take in the event the oil pressure does not rogister within the greon arc in the recommended time? 3 — TAXIING ‘The following questions pertain to a tricycle gear airplane. 1, True/False, Taxi speed is primarily controlled by using the brakes, 2, Does the effectiveness of the aileron, rudder, and elevator (or stabilator) controls increase or decrease as the airplane's speed decreases? 121