VFR

STANDART OPERATING PROCEDURES

(P2008)
 COPY RIGHT – ATU ATO
No part of this manual or its extracts may be reproduced in any form, by print, photo
print, microfilm or any other means, without written permission from ATU-ATO
APPROVAL PAGE

VFR STANDART OPERATING PROCEDURES

The context of this manual is prepared based on Turkish DGCA, ICAO, EASA
regulations and approved manufacturer aircraft’s POH / AFM by the names
stated below:

PREPARED CHECKED INSPECTED APPROVED

BY BY BY BY

Gizem
Zeydin Demir Demir
NAME YILMAZ
ATEŞ AYHAN AYHAN
GÜLOĞLU
Quality and Quality and
Training General
POSITION SMS SMS
Manager Manager
Specialist Manager

SIGNATURE

APPROVAL
15.07.2021 15.07.2021 15.07.2021 15.07.2021
DATE
Intentionally Left Blank
FOREWORD

Dear Flight Instructors & Student Pilots

Welcome to the ATU Flight Academy. Everyone involved with the ATU Flight
training program is dedicated to making flight training an enjoyable and
rewarding experience and will assist you in every way possible.
Our goal is to develop professional, safety conscious pilots. To that end, this
handbook outlines policies, procedures and other need-to-know information to
ensure the highest level of safety, efficiency and effectiveness.
It is the responsibility of each student to become familiar with all policies and
procedures contained in this handbook, including the safety procedures related
to the operation of ATU aircraft. Your flight instructor will review these policies
with you prior to your solo operations of any ATU aircraft to assure complete
understanding.
The policies and procedures contained in this manual are very important to the
efficiency and safe operation of the flight training program at ATU Flight
Academy. The ATU Flight Academy has experienced unprecedented growth in
recent years and many new rules and policies have evolved. This manual should
be thoroughly read and understood, and a copy is required to be in students’
possession during ALL flight operations.
You, the student, remain the most important asset of the ATU Flight training
program and our goal is to assure that you get the best instruction possible. If
you have any questions, comments or concerns relating to these policies or any
other factor in your flight training, please do not hesitate to contact your Flight
Instructor or Chief Flight Instructor.
Happy Flying!

Zeydin ATEŞ
Head of Training
Intentionally Left Blank
TABLE OF CONTENTS
APPROVAL PAGE .............................................................................. 1
FOREWORD ..................................................................................... 3
TABLE OF CONTENTS ........................................................................ 5
LIST OF REVISIONS ............................................................................ 8
DISTRIBUTION LIST ........................................................................... 8
DEFINITIONS AND ABBREVIATIONS ........................................................ 9
SECTION 1: GENERAL PROCEDURES ..................................................... 12
1.2. FLIGHT INSTRUCTOR RESPONSIBILITIES .......................................... 12
1.3. FLIGHT CONTROL SUPERVISOR RESPONSIBILITIES ............................. 12
1.4. FLIGHT OBSERVER RESPONSIBILITIES ............................................. 13
1.5. STUDENT RESPONSIBILITIES ........................................................ 13
1.5. ALCOHOL & DRUG POLICY .......................................................... 13
1.6. DRESS CODE ............................................................................ 13
1.7. ELECTRONIC MEDIA USE IN AIRCRAFT ............................................ 14
1.8. CHECK OUT / CHECK IN .............................................................. 14
1.9. EQUIPMENT AND DOCUMENT REQUIREMENTS .................................. 15
SECTION 2: SAFETY PROCEDURES ....................................................... 16
2.1. VISUAL FLIGHT RULES ............................................................... 16
2.2. WEATHER / NOTAMS BRIEFINGS ................................................... 18
2.3. FIRE PRECAUTIONS AND PROCEDURES ........................................... 19
2.4. MEDICAL EMERGENCIES .............................................................. 19
2.5. RAMP SAFETY .......................................................................... 19
2.6. FUEL POLICY ........................................................................... 20
2.7. SAFETY MEETINGS .................................................................... 20
2.8. HAZARD REPORTING .................................................................. 20
2.8. PILOT REPORTS (PIREPs) ............................................................ 21
2.9. “SOLO” CALLSIGN USE .............................................................. 22
2.10. CROSSWIND CALCULATIONS ...................................................... 22
2.11. BRIEFINGS ............................................................................. 23
2.12. OPERATIONS IN RETRACTABLE LANDING GEAR AIRCRAFT ................. 24
2.13. INOPERATIVE EQUIPMENTS ........................................................ 24
SECTION 3: AIRCRAFT SERVICING ....................................................... 25
3.1. SERVICING AT OTHER AIRPORTS ................................................... 25
3.2. SERVICING AIRCRAFT WITH OIL .................................................... 25
3.3. AIRCRAFT DEICING .................................................................... 26
SECTION 4: EMERGENCIES ................................................................. 26
4.1. NOTIFICATION OF AN EMERGENCY ................................................ 26
4.2. DIVERSION OR OFF-AIRPORT LANDINGS .......................................... 26
4.3. ACCIDENT NOTIFICATION PROCEDURES .......................................... 27
4.4. FLIGHT DEVIATION REPORT PROCEDURES ....................................... 28
SECTION 5: STANDARDIZATION AND FLIGHT SAFETY ............................... 28
5.1. MINIMUM ALTITUDES ................................................................. 28
5.2. AVOIDANCE OF OTHER AIRCRAFT ................................................. 29
5.3. POSITIVE EXCHANGE OF FLIGHT CONTROLS .................................... 30
5.4. PREFLIGHT INSPECTION PROCEDURES ........................................... 30
5.5. GROUND AND FLIGHT OPERATIONS ............................................... 31
5.6. PRE-TAKEOFF CHECKS ............................................................... 33
5.7. TAKEOFFS AND LANDINGS .......................................................... 33
5.8. POST FLIGHT INSPECTION ........................................................... 34
5.9. MIXTURE LEANING .................................................................... 34
5.10. USE OF AIRCRAFT LIGHTS ......................................................... 34
5.11. USE OF CHECKLISTS ................................................................ 34
SECTION 6: PRACTICE AREAS ............................................................. 35
6.1. TRAINING AREAS AND ALTITUDES ................................................. 35
SECTION 7: MANEUVERS STANDARDIZATION .......................................... 36
7.1. TAXIING ................................................................................. 36
7.2. EFFECT OF CONTROLS ............................................................... 38
7.3. STRAIGHT and LEVEL FLIGHT ...................................................... 40
7.4. CLIMBING and DESCENDING ......................................................... 41
7.5. MEDIUM CLIMBING and DESCENDING TURNS .................................... 43
7.6. SLOW FLIGHT .......................................................................... 44
7.7. BASIC STALLING ....................................................................... 45
7.8. ADVANCED STALLING ................................................................ 48
7.9. STEEP TURNS .......................................................................... 50
7.10. CIRCUIT TRAINING ................................................................... 52
7.11. ENGINE FAILURE AFTER TAKEOFF ............................................... 56
7.12. FLAPLESS LANDING ................................................................. 57
7.13. CROSSWIND CIRCUIT ................................................................ 58
7.14. GLIDE APPROACH .................................................................... 61
7.15. RADIO FAILURE ................................ Hata! Yer işareti tanımlanmamış.
7.16. FORCED LANDING without POWER .............................................. 63
7.17. PRECAUTIONARY LANDING ........................................................ 66
7.18. COMPASS USE ........................................................................ 68
7.19. NIGHT FLYING ........................................................................ 69
LIST OF REVISIONS
REVISION
NUMBER REVISION DATE EFFECTIVE DATE SECTION REVISED BY
ATU FLİGHT
00 03.06.2021 All pages
ACADEMY

DISTRIBUTION LIST

DISTRIBUTION DISTRIBUTION HARD COPY SOFT COPY

NUMBER

01 Accountable Manager X
02 Head of Training X
03 Safety & Compliance Monitoring Manager X
04 Chief Flight Instructor X
05 All Aircrafts X
06 All Flight Instructors & Pilots X
07 Student Pilots X
08 Library X
DEFINITIONS AND ABBREVIATIONS

AD Airworthiness Directive; Aerodrome

ADF Automatic Direction Finding
AFM Aircraft Flight Manual
AGL Above Ground Level
AIP Aeronautical Information Publication
AIS Aeronautical Information Services
ASDA Accelerate-Stop Distance Available
ATC Air Traffic Control
ATIS Automatic Terminal Information Service
ATO Approved Training Organization
ATPL Airline Transport Pilot License
ATS Air Traffic Services
AWIS Aerodrome Weather Information Service
BCN Beacon
CAT Commercial Air Transport; Clear-Air Turbulence
CBT Computer-Based Training
C of A Certificate of Airworthiness
CPL Commercial Pilot License
CRE Class Rating Examiner
CRM Crew Resource Management
CRS Certificate of Release to Service
CVR Cockpit Voice Recorder
DA Decision Altitude
DA/H Decision Altitude/Height
DGCA Directors General Civil Aviation
DH Decision Height
DME Distance-Measuring Equipment
EASA European Aviation Safety Agency
FAA Federal Aviation Administration
FCM Flight Crew Member
FDP Flight Duty Period
FDR Flight Data Recorder
FE Flight Examiner
FI Flight Instructor
FIC Flight Information Center
FIE Flight Instructor Examiner
FIR Flight Information Region
FIS Flight Information Service
FL Flight Level
FMS Flight Management System
FOD Foreign Object Damage/Debris
FSTD Flight Simulation Training Device
GA General Aviation
GAMET Area Forecast for Low-Level Flights
GNSS Global Navigation Satellite System
GPWS Ground Proximity Warning System
HF High Frequency
IAS Indicated Airspeed
IATA International Air Transport Association
ICAO International Civil Aviation Organization
IFR Instrument Flight Rules
ILS Instrument Landing System
IMC Instrument Meteorological Conditions
IR Implementing Regulation; Implementing Rule
IRE Instrument Rating Examiner
IRI Instrument Rating Inspector
ISA International Standard Atmosphere
ISO International Organization for Standardization
JAA Joint Aviation Authorities
JAR Joint Aviation Requirement
LAPL Light Aircraft Pilot License
LDA Landing Distance Available
MC Medical Certificate
MDA Minimum Decision Altitude
MEL Minimum Equipment List
MET Meteorological
METAR Aerodrome Routine Meteorological Reports
MMEL Master Minimum Equipment List
MTMA Military Terminal Control Area
MTOM Maximum Take-Off Mass
MTOW Maximum Take-Off Weight
NAVAID Navigation Aid
NM Nautical Mile
NOTAM(s) Notice(S) to Airmen
OM Operations Manual
PANS Procedures for Air Navigation Services
PAPI Precision Approach Path Indicator
PIC Pilot-In-Command
PL Pilot License
PPL Private Pilot License
QDM Magnetic Bearing to Facility
QDR Magnetic Bearing from Facility
R/T Radiotelephony
RPM Revolutions Per Minute
RVR Runway Visual Range
RVSM Reduced Vertical Separation Minima
RWY Runway
SAFA Safety Assessment of Foreign Aircraft
SFE Synthetic Flight Examiner
SFI Synthetic Flight Instructor
SIB Safety Information Bulletin
SMS Safety Management System
SOP Standard Operating Procedure
STC Supplemental Type Certificate
SWY Stopway
TAF Terminal Aerodrome Forecast
TAWS Terrain Awareness Warning System
TC Type Certificate
TDZ Touchdown Zone
TMA Terminal Control Area
TODA Take-Off Distance Available
TRE Type Rating Examiner
TRI Type Rating Inspector; Type Rating Instructor
VFR Visual Flight Rules
VHF Very High Frequency
VOLMET VOLMET Broadcast. Provision, As Appropriate, Of Current
METAR, SPECI, TAF And SIGMET By Means Of Continuous And
Repetitive Voice Broadcasts
VOR Very High Frequency Omnidirectional Range
SECTION 1: GENERAL PROCEDURES
1.2. FLIGHT INSTRUCTOR RESPONSIBILITIES
- Flight instructors are responsible for the safety of students during their flight
lessons; on dual flights, the instructor is the pilot in command (PIC)
- Ensure the training standards, requirements, and objectives met by all
assigned students as stipulated in the applicable ATU Training Program Outline.
- Initiate stage check and requests for assigned students.
- Flight instructors will provide a pre-flight briefing and post-flight briefing for
each training lesson.
- File incident reports as necessary to report any observed safety violations, or
situations that may affect the safety of flight.
- It is the responsibility of each ATU flight instructor to record each flight lesson
in the aircraft AFML, student logbook and training records. All paperwork must
be completed on the day the activity is accomplished.
- Flight instructors must ensure that the student is physically and mentally ready
before flight.
- Flight instructors must ensure that the student has all necessary equipment
and documentation depending on the content of flight such as aerodrome
charts, maps, view-limiting device, computer and plotter and Nav Logs.
- Must hold a current and valid Class I Medical Certificate and Flight instructor
License.
- Flight instructors will follow the guidance in this manual.
1.3. FLIGHT CONTROL SUPERVISOR RESPONSIBILITIES
- A Flight Control Supervisor will be on guard duty to serve in the role of Assistant
Chief Instructor.
- The duty it is to oversee flight operations.
- The supervisor has to fill out the record book for a day of duty.
- The supervisor has to act as described ATU Emergency Response Plan in case
of an incident or accident
No solo, dual or PIC flight will be approved unless the following conditions
are met:
- The student has in his or her possession a valid medical certificate and pilot's
certificate and a completed weight & balance form.
- The supervisor must ensure that the student has joined the weather/notams
briefing for the time and area, and determined that the weather meets or
exceeds the minimums prescribed by this manual.
- The supervisor has authority to ground all aircraft due to observed weather
conditions.
- The supervisor has authority to delay or cancel any flight due to weather or
notams.
1.4. FLIGHT OBSERVER RESPONSIBILITIES
- Flight Observers will be on duty to serve in the role of Safety Pilot.
- Flight Observers will not interfere in flight controls and ATC communications
unless there is a situation that could affect flight safety during flight.
- Flight Observers must ensure that the student has all necessary equipment and
documentation such as aerodrome charts, maps, computer and plotter and Nav
Logs.
1.5. STUDENT RESPONSIBILITIES
- Students will arrive promptly for scheduled instructional activities.
- Prior to flight, the student will fill out a weight & balance form.
- It is the pilot in command’s responsibility to determine the airworthiness of
the aircraft. Students flying solo are pilot in command.
- For all navigation/cross country flight, students must be ready with current
and appropriate publications and aeronautical charts, computer and plotter,
and Nav logs.
- Students will alert the supervisor, instructor or dispatcher to any discrepancies
found on an aircraft during preflight inspections, or during or after flight.
- Students are required to comply with aircraft checklists.
- Students will contact the dispatcher if they will not be able to report for
duty/training. A minimum of 24 hours’ notice is required, except in emergency
instances such as illness, injury, or death in the immediate family. If
applicable, the presentation of a doctor’s excuse will be necessary.
- Excluding weather/notams or aircraft malfunction cancellations, sessions will
not be cancelled without approval of the Chief Flight Instructor.
- None of the students in training may carry passengers on solo training flights.
- Students will follow the guidance in this manual.
1.5. ALCOHOL & DRUG POLICY
To maintain a safe environment for everyone, ATU has a no-tolerance policy for
substance abuse. A flight instructor and student must be in top mental and
physical condition when performing the flight training. ATU may conduct
periodic testing for illegal drugs without notice and does require a pre-
employment drug test.
No student/instructor/staff member will consume any alcohol product within 8
hours of a scheduled flight lesson. At no time will personnel intending to conduct
or receive flight training have a blood alcohol level above 0.20 promile. ATU
flight operations shall enforce the Turkish DGCA regulations found in SHT-APAM

1.6. DRESS CODE

Flight instructors, dispatchers and student pilots are expected to convey the
essence of professionalism through their personal appearance.

1.7. ELECTRONIC MEDIA USE IN AIRCRAFT

NO use of personal electronic media for the purpose of texting, calling, or
photography (cell phone, camera, Go-Pro, etc.) is allowed during any phase of
flight. The use of electronic tablets, and phones for flight related information is
allowed. During flight training, student primary focus is aircraft control and
collision avoidance. Camera use for ATU promotional or training is only allowed
with specific approval from the Chief Flight Instructor.
1.8. CHECK OUT / CHECK IN
All students in training should fly refresh training session , if the period of
time without flying is passed as described the table below:
Duration of
Modular Integrated Duty Period without Flight
Flight
Phase 1 First Solo ≥ 10 days Min. 1 hour
PPL Phase 2 Dual/SOLO ≥ 30 days/10 Min. 1 hour
PIC Phase 3 Solo ≥ 90 days Min. 1 hour
CPL Phase 3 Dual ≥ 90 days Min. 1 hour
IR Phase 4 Dual ≥ 90 days Min. 1 hour
ME Phase 4/5 Dual ≥ 90 days Min. 1 hour
The following requirements must be met prior to Check Out:
- All preflight ground briefings must be completed.
- Check the dispatch the flight plan is active.
- The aircraft’s applicable weight and balance form is completed.
- Completed navigation log for cross country flights.
- If an extended due-back time is not available, the flight will be shortened or cancelled
to comply with the scheduled time.
- Preflight Checklist procedures completed.
- A flashlight is required for all night flights.
- The aircraft must be checked in by the due time.
- The paperwork is completed.
- Post Flight Inspectıon is completed.
- Pitot tube cover is installed.
- The aircraft is secured (if line technician is not available).
- Failure to check in by 30 minutes or more after due back time will require the instructor
and/or student to inform the supervisor and dispatch office.
1.9. EQUIPMENT AND DOCUMENT REQUIREMENTS
All pilots are required to have their medical certificate, pilot certificate, and
Turkish DGCA photo ID card in their possession at all times during flight training.
Each pilot, before operation of any airplane, should ensure that the aircraft has
on board listed below:
- Certificate of registration,
- Airworthiness Certificates and aircraft review certificate,
- Radio Station License,
- Insurances,
- Operation Manual (OM),
- Pilot Operation Handbook (POH),
- Minimum Equipment List (MEL),
- Aircraft Flight and Maintenance Log (AFML),
- Weight and Balance form,
- Maps and Aerodrome Charts,
- Head Sets,
- A Flash Light (for night flights)
- Chocks (for cross country flights)
SECTION 2: SAFETY PROCEDURES
2.1. VISUAL FLIGHT RULES

AIP ENR 1.2.2

- Except as otherwise authorized by the appropriate Air Traffic Control unit for
VFR flights within control zones, VFR flights shall be conducted so that the
aircraft is flown in conditions of visibility and distance from clouds equal to or
greater than those specified in the table AIP ENR 1.2.2.
- Except when a clearance is obtained from the appropriate ATS unit, VFR flights
shall not take off or Iand at an aerodrome within a control zone, or enter the
aerodrome traffic zone or traffic pattern:
a) When the ceiling is Iess than 1500 FT(450 M) or,
b) When the ground visibility is Iess than 5 KM.
- Prevailing Visibility shall be taken into account as Ground Visibility by ATC units
and it shall be decided on the basis of this value whether VFR flight operations
are carried out or not.
- In addition to prevailing visibility, with its direction shall be given to pilots at
the air-ground communication. The responsibility of meeting the visibility and
distance to clouds criteria which is needed to perform VFR flights in the area
having the subject lowest visibility shall be belong to the pilot during the flight
in that area.
- In case both prevailing and lowest visibility are reported and the lowest visibility
is along the runway, the responsibility of takeoff and landing shall be belong to
the pilot.
- VFR flights between sunset and sunrise or at night shall be operated in
accordance with the conditions prescribed by appropriate authority.
Note: Night is considered the period between 30 minutes after sunset and 30
minutes before sunrise.
- Unless authorized by the appropriate ATS authority, VFR Flights shall not be
operated;
a) During the night and,
b) Above FL 200 (day and night).
c) At Transonic and Supersonic speeds
d) Over the congested areas of cities, towns or settlements or over an open-
air assembly of persons at a height less than 300 m (1 000 ft) above the highest
obstacle within a radius of 600 m from the aircraft.
e) At a height less than 150 m (500 ft) above the ground or water.
- Aircraft shall not operate within TMA or MTMA, CTR or a danger or a restricted
area without approval from the controlling authority. Additionally such flights
are required to maintain two way communication with the controlling unit in
routine circumstances.
- VFR flights departing from an aerodrome within a TMA shall provide the
controlling authority with the following information on first radio contact;
a) Departure aerodrome, time of departure and destination,
b) Cruising Ievel (altitude), current Ievel if climbing.
- VFR flights shall avoid flying over inhabited Iand areas.
- VFR Flights shall comply with the provisions of 3.6 of ICAO Annex-2:
a) When operated within Turkish Airspace;
b) When forming part of aerodrome traffic of controlled aerodromes; or
c) When operated as special VFR flights.
- An aircraft operated in accordance with the Visual flight rules which wishes to
change to compliance with the Instrument flight rules shall;
a) If a flight plan was submitted, communicate the necessary changes to be
effected to its current flight plan, or
b) When so required by 3.3 of ICAO Annex-2, submit a flight plan to the
appropriate air traffic services unit and obtain a clearance prior to proceeding IFR
when in controlled airspace.
- The weather minimums for dual IFR flights will be performed as required by
regulations. All flights involving will be VMC. The ceiling/visibility minimums
for dual VFR flights will be at the discretion of the flight instructor, though for
any flight, the flight instructor must consider legalities and the benefit to the
student’s training before making a GO-NOGO decision.
Flight Training Weather Limits:
PPL Student X-Wind
Visibility Clear Of Clouds Head Wind Tail Wind
Flights Component
Before first solo 1000 Ft ↑ 1500 m ↔
5 Km N/A ≤ 5 KTS ≤ 10 KTS
(Dual) In sight of the surface
1000 Ft ↑ 1500 m ↔
First solo 5 Km N/A ≤ 0 KTS ≤ 6 KTS
In sight of the surface
1000 Ft ↑ 1500 m ↔
After first solo 5 Km N/A ≤ 0 KTS ≤ 10 KTS
In sight of the surface
After first solo 1000 Ft ↑ 1500 m ↔
5 Km N/A ≤ 5 KTS ≤ 15 KTS
(Dual) In sight of the surface

CPL & IR & PIC X-Wind

Visibility Clear Of Clouds Head Wind Tail Wind
Flights Component
CPL & IR 1000 Ft ↑ 1500 m ↔
5 Km N/A ≤ 10 KTS ≤ 17 KTS
(Dual) In sight of the surface
PIC 1000 Ft ↑ 1500 m ↔
5 Km N/A ≤ 5 KTS ≤ 17 KTS
(With Observer) In sight of the surface
1000 Ft ↑ 1500 m ↔
PIC (Solo) 5 Km N/A ≤ 5 KTS ≤ 15 KTS
In sight of the surface
* Published POH Maximum Demonstrated Crosswind Component
*Max Gust shall be used as the limiting wind speed.
2.2. WEATHER / NOTAMS BRIEFINGS
A preflight weather/notams briefing before each flight is mandatory for students
under responsibility the flight control supervisor. The supervisor prescribes
weather minimums that must be met or exceeded before an aircraft is
dispatched for a solo or dual flight. The weather minimums required for cross-
country flights must be forecast to remain, for all reporting stations along the
proposed route of flight, for the proposed duration of the flight and for one hour
thereafter. Unless approved by the Chief Instructor, flight is not permitted in
ATU aircraft unless the following minimums exist.
Open Flights: No thunderstorms or SIGMETS located within 20 NM of the Airport,
winds are within the solo limits. All training operations are permitted.
Restricted Flights: Training continues but some restrictions are needed in
accordance with the training weather minimums.
Solos Pattern Only: Ceilings preclude safe pre-Private solo area flights or cross-
countries, but the weather is stable, and pattern work may be accomplished. .
Dual/VFR Flights only: (Icing or embedded thunderstorms.) Dual flights only,
remain clear of visible moisture. Current or forecast conditions require
judgment and skill. Includes windy days.
Instrument Flights: An IFR clearance is required to depart or arrive The Airport.
Minimums for departure are lowest available instrument approach minimums.
An alternate will be declared.
WX Recall: Return to the base airport immediately and full-stop.
Stop Launch: Airborne flights continue with caution. No further training sorties
are dispatched.
Directed Divert: Supervisor or dispatcher directs ATU aircraft to divert to a
specified airport. Crews require ATU permission to return to the base.
2.3. FIRE PRECAUTIONS AND PROCEDURES
Aircraft Fires
Aircraft fires will be dealt with according to the instructions in Section 3,
“Emergency Procedures,” of the AFM/POH. Students will commit these actions
to memory.
Other Fires
If a fire is detected or suspected, alert all persons in the vicinity. GET HELP! If
the fire is small and localized, extinguish with the nearest fire-fighting
equipment. If the fire is large, spreading rapidly, or inaccessible, such as in walls
or ceilings, notify flight school personnel and/or call the airport ARFF, then fight
the fire with all available fire-fighting equipment. If a fire appears to be out of
control or if the situation seems dangerous, evacuate the area immediately.
Shout to spread the alarm.
Fire extinguishers are located
- At the ramp between aircrafts
- At the main entrance to the buildings
- On ATU Flight Academy fuel truck (processing)
- In the maintenance hangar inside (processing))
- In each ATU airplane (check aircraft AFM)
2.4. MEDICAL EMERGENCIES
Should a person require medical attention due to severe injury or sickness, alert
the supervisor or other flight school personnel to arrange for emergency medical
care.
2.5. RAMP SAFETY
When moving about the aircraft parking ramp and taxi lanes on foot, use extreme
caution and wear hi-vis vest . Always walk at least 5 meters behind the engine
running aircraft and never walk over front side.
Always assume that pilots taxiing and any ground vehicle drivers cannot see you,
and act accordingly.
Mobile device use (texting, social media messaging,headphones etc.) which
distracts attention of user while transiting on foot between ground vehicles
and the airplanes is prohibited. Also entering the maintenance hangar without
permission is prohibited.
2.6. FUEL POLICY
Pilot in Command (PIC) is responsible to decide on minimum fuel requirements
due to weight, temperature, weather, distance etc. ATU Flight Academy training
flights will be planned and flown in compliance with minimum fuel requirements
are presented here:
LOCAL FLIGHTS Half tanks (both) minimum on departure.
VFR CROSS COUNTRY Flights will be planned to reach the destination with at
least one hour of fuel remaining.
IFR CROSS COUNTRY Flights should be planned to reach the destination, fly an
approach, executed a missed approach, then fly to the alternate, fly an
approach, and land with an hour of reserve fuel.
2.7. SAFETY MEETINGS
The Chief Instructor will conduct meetings for the purpose of flight safety
training. Flight instructors and dispatchers are obligated to attend. The
Department Head of Training, the Department Safety & Compliance Monitoring
Manager and the Maintenance Manager will be invited to attend the meetings.
2.8. HAZARD REPORTING
Personnel observing a safety hazard related to operations will report it to the
Chief Instructor immediately. General flight safety hazards may be reported on
the Reporting Form, located at: https://www.atilim.edu.tr/tr/ucus-okulu-
mudurlugu/page/4273/gonullu-raporlama
Mandatory Reporting Events
ATU pilots will report any of the following events using the voluntary reporting
form linked above.
1. Anything that adversely affect the flight control or handling characteristics of
the aircraft.
2. An un-commanded loss of engine power.
3. Smoke or fire in an aircraft.
4. When an emergency is declared.
5. Any aircraft or property damage.
6. An off-runway excursion. (Any part of the aircraft leaves the paved surface
during taxi, takeoff, or landing.)
7. The flight crew becomes lost.
8. An unsafe landing gear indication occurs or the gear fails to extend or retract
normally.
9. Exceeding the operating limitations of the aircraft.
10. Loss of braking.
11. Landing with less than legal reserve fuel remaining.
12. Communications or navigation system failure.
13. Near miss, ATC incident, or wake turbulence encounter.
14. Drug use by a crewmember.
15. Bird or other wildlife strike.
16. Foreign object damage (FOD.)
17. Any event which may provide useful information to enhance the safety
program
2.8. PILOT REPORTS (PIREPs)
Pilots are expected to promptly volunteer reports of these conditions and other
atmospheric data such as; cloud bases, tops and layers, flight visibility,
precipitation, visibility restrictions such as haze, smoke and dust, wind at
altitude, turbulence and icing.
Reporting Airframe Icing
INTENSITY ICE ACCUMULATION
Trace Ice becomes perceptible. Rate of accumulation slightly greater
than rate of sublimation. It is not hazardous even though
deicing/anti-icing equipment is not utilized, unless encountered
for an extended period of time (over 1 hour).
Light The rate of accumulation may create a problem if flight is
prolonged in this environment (over 1 hour). Occasional use of
deicing/anti-icing equipment removes/prevents accumulation. It
does not present a problem if the deicing/anti-icing equipment is
used.
Moderate The rate of accumulation is such that even sort encounters
become potentially hazardous and use of deicing/anti-icing or
diversion is necessary.
Severe The rate of accumulation is such that deicing/anti-icing equipment
fails to reduce or control the hazard. Immediate diversion is
necessary.

Reporting Turbulence
INTENSITY AIRCRAFT REACTION REACTION IN AIRCRAFT
Light Turbulence that momentarily causes Occupants may feel a
slight erratic changes in altitude and/or slight strain against seat
attitude (pitch, roll, yaw). Report as belts or shoulder straps.
Light Turbulence.* OR Turbulence that Unsecured objects may be
causes slight, rapid and somewhat displaced slightly. Food
rhythmic bumpiness without service many be
appreciable changes in altitude or conducted and little or no
attitude. Report as Light Chop. difficulty is encountered
when walking.
Moderate Turbulence that is similar to Light Occupants feel definite
Turbulence but of greater intensity. strains against seat belts
Changes in altitude and/or attitude or shoulder straps.
occur but the aircraft remains in Unsecured objects are
 positive control at all times. It usually dislodged. Food service
causes variations in indicated airspeed. and walking are difficult.
Report as Moderate
Turbulence.* OR Turbulence that is
similar to Light Chop but of greater
intensity. It causes rapid bumps or jolts
without appreciable changes in aircraft
altitude or attitude. Report as
Moderate Chop.
Severe Turbulence that causes large, abrupt Occupants are forced
changes in altitude and/or attitude. It violently against seat
usually causes large variations in belts or shoulder straps.
indicated airspeed. Aircraft may be Unsecured objects are
momentarily out of control. Report as tossed about. Food service
Severe Turbulence.* and walking are
impossible.
Extreme Turbulence in which the aircraft is
violently tossed about and is practically
impossible to control. It may cause
structural damage. Report as Extreme
Turbulence.*
*High level turbulence (normally above 15,000 feet MSL) not associated with
cumuliform cloudiness, including thunderstorms, should be reported as CAT
(Clear Air Turbulence) preceded by the appropriate intensity, or light or
moderate chop.
2.9. “SOLO” CALLSIGN USE
Solo Student Pilots will append “Solo” to the end of aircraft call sign. The
purpose of this is to draw the attention of other pilots and ATC using the same
CTR/TMA or etc..

2.10. CROSSWIND CALCULATIONS

A potential hazard to pilots is not knowing the crosswind component during
takeoff and landing. The crosswind component graphical chart in the AFM/POH
could be consulted in flight, if there was a second pilot. However, this rather
difficult if the pilot is solo. There exists a way to estimate the crosswind
component (listed below.)
Crosswind component may be rapidly estimated as follows:
1. Current wind is <30° off runway heading. Crosswind is negligible unless the
total wind is very strong (>20 knots,) in which case one should check the chart.
2. Wind 30° off: half the wind speed is crosswind component.
3. Wind 45° off: two-thirds of wind speed is crosswind component.
4. Wind 60° or more off: all the wind may be considered crosswind.
2.11. BRIEFINGS
The objective of a crew briefing is to focus the crewmembers on the next part of the
flight. A good crew briefing covers all relevant aspects, preferably in a fixed sequence
and in a clear manner. By doing so, the phase of flight that the crew briefing covers
has already run through the minds of the crewmembers. When standard procedures
are adapted in flight, the applicable deviations must always be briefed so both pilots
have the same expectations. As a consequence there will be a calm atmosphere in
the cockpit and mental space to adequately react to ever changing variables. Keep
crew briefings concise, this ensures a better mental alertness of the other pilot.
Good timing of the crew briefing is important. Preferably the briefing is done at a
moment when the workload in the cockpit is low. For departure it can be done after
cockpit set-up. For approach, just before top of descent is a good moment.
Take-Off and Departure Briefings
This briefing is normally given at the parking position, before engine start. Items which
must be included in the briefing are:
- Runway in use
- Taxi route
- Takeoff procedure (Vr, TODA, TODR, flap configuration, normal/short/soft field
takeoff etc.)
Emergency procedure for single engine aircraft:
- Abord T/O for any failure or reported windshear before Vr
- After Vr in case of engine failure, any fire, unflyable conditions; if there is enough
runway remaining then land, if not enough runway remaining: land at a suitable area
within 30° off each side runway heading, shallow banks to avoid obstacles
- Inform ATC
Approach Briefings
In case of VFR operation this briefing is preferably given before entering the CTR or
circuit pattern. In case of IFR operation this briefing is preferably given before top of
descent. The student should acquire landing information of the runway in use, weather
and other special circumstances (for example parachute jumping/glider activities) by
listening out the ATIS or asking ATC.
Items which must be included in the approach procedure for VFR briefing are:
- Runway in use
- CTR arrival/circuit entry point
- Circuit altitude
- Left hand or right hand circuit
- Final approach configuration and speed
- Type of landing
- After landing vacate runway via...
- Taxi routing
- Threat and Error Management
2.12. OPERATIONS IN RETRACTABLE LANDING GEAR AIRCRAFT
This part will be considered comprehensively in the SOP of MEP aircraft. For SEP
aircfrats pilots are going to use the phrase of “landing gear fixed’ ;

- After Take Off Checklist “pozitif rate,brakes apply,landing gear fixed”

- Befor Landing Checklist After first flap configuraton is setted “landing
ger fixed”

2.13. INOPERATIVE EQUIPMENTS

Flow Chart for Inoperative Instruments and Equipment
During the preflight inspection, the pilot recognizes inoperative instruments or
equipment.
Is the equipment required by the If YES, the aircraft is unairworthy
aircraft's Minimum Equipment List? and maintenance is required.
If NO, is the equipment required by If YES, the aircraft is unairworthy
the VFR-day type certificate and maintenance is required.
requirements prescribed in the
airworthiness certification
regulations?
If NO, is the equipment required by If YES, the aircraft is unairworthy
Airworthiness Directive? and maintenance is required.
If NO, the inoperative equipment must be removed from the aircraft or
deactivated and placarded as inoperative. At this point, the pilot shall make
a final determination to confirm that the inoperative instrument/equipment
does not constitute a hazard under the anticipated operational conditions.
Inoperative Aircraft Electrical Switches
Pilots who observe anomalous operation of any electrical switches in an aircraft
will ground that aircraft. The two main modes of failure are;
1) The switch will not move in either direction, or
2) The switch moves in both directions, but has no resistance to movement at
all. Both these are considered fire hazards.
Low Oil Pressure Annunciation
Pilots who observe an OIL PRESSURE annunciation with the oil pressure itself
remaining in the green range or high CHT/high oil temperature/low oil pressure
will terminate training and proceed to the base airport for a full stop landing.
Failure to Accomplish the Shutdown/Securing Aircraft Checklist
Failure to accomplish the “MASTER SWITCH (ALT and BAT) – OFF” step of the
Securing Aircraft checklist can result in a dead aircraft battery.
SECTION 3: AIRCRAFT SERVICING
3.1. SERVICING AT OTHER AIRPORTS
Precautions that must be taken while the airplane is being fueled include:
1. Chock or tie down the aircraft.
2. Ensure master and ignition switches are off.
3. Ensure that the aircraft is grounded to the fuel truck.
4. Ensure that the fuel truck is chocked.
5. Do not smoke within 50’ of the aircraft/refuel.
6. After refueling, ensure that fuel caps have been properly secured.
7. Sump the fuel tanks before/after the aircraft has been serviced.
8. Confirm that the amount of fuel shown on the invoice is correct by noting the
meter on the truck.
Observe the precautions noted above and personally supervise the fueling of
your airplane to make sure that the aircraft is being serviced with correct fuel
type (100 LL AVGAS or JET A1 depends on your aircraft type) .
Personally verify that pump meters are “zeroed” before fueling starts, and
personally verify the number of gallons delivered when fueling is completed.
Check fuel level after the aircraft has been serviced by looking in the tanks and
at your fuel gauges. Drain all sumps after refueling to check for contaminants.
During the refuel, ensure the aircraft is grounded, and, if at all possible,
chocked. If chocks are unavailable during refueling, the aircraft’s parking brake
is a marginally acceptable substitute.
Petrol Office is a contracted fuel company with ATU Flight Academy, the
payment will not be required, only receive the fuel receipt and upon return from
cross country flight, deliver to ATU Line Staff.
3.2. SERVICING AIRCRAFT WITH OIL
Flight Instructors will instruct all flight students on the proper oil servicing
procedures, including avoidance of cross-threading and/or over-tightening the
dipstick.
Ensure that the oil conforms to the “approved oils” listed in the AFM. Check the
MIL SPEC numbers on the oil container.
The minimum oil level that ATU airplanes will be flown with is six quarts.
However, if the engine has six quarts, do not “top it off” to seven or eight.
The engine oil dipsticks on our aircraft only need to be finger-tight. There is
little danger of the dipstick vibrating loose. Even if it did so, there is little danger
of the dipstick going anywhere, barring sustained negative G flight, which is
prohibited. Over-tightening of dipsticks is a chronic problem. It is undesirable,
unwarranted, and unnecessary.
3.3. AIRCRAFT DEICING
Aircraft may be defrosted using a solution of 2/3 isopropyl alcohol and 1/3
water.
Precautions:
1. Alcohol is flammable.
2. Avoid getting alcohol on your person.
3. Avoid getting alcohol on Plexiglas windscreens.
The solution listed above is effective only against light frost. Heavy frost will
begin to dissolve, and become mushy, but will not come off without extensive
manual work with a cloth. Additionally, if the OAT is less than 0°C, refreezing is
likely. In the case of actual snow or ice adhering to the aircraft, the alcohol
solution will not work, and will not be attempted.
SECTION 4: EMERGENCIES
4.1. NOTIFICATION OF AN EMERGENCY
Actions taken in emergency conditions do not require ATC clearance. However,
for safety and expeditious handling during emergency situations, it is essential
that ATC be advised of the pilot’s plan, intentions, or actions taken on the
operating frequency, or if necessary, on the emergency frequency (121.5.) ATC
can then inform all necessary agencies of emergency action by the pilot.
4.2. DIVERSION OR OFF-AIRPORT LANDINGS
Situations that require an alternate airport or an off-airport landing site should
take the following into account:
- Nature of the emergency or irregularity
- Airplane performance and time to diversion airports
- En route weather
- Terminal weather
- En route terrain or obstructions
- En route and terminal NAVAIDs
- Number, length, width, and condition of runways
- Pilot familiarity with the airport
- Emergency and/or medical equipment availability
Pilots who divert to an unplanned airport will contact with the Flight Control
Supervisor and will not take off from the unplanned airport. ATU will arrange
aircraft security and ground transportation as needed.
4.3. ACCIDENT NOTIFICATION PROCEDURES
If an aircraft is involved in an incident/accident, use the ATU Emergency
Response Plan as a guide.
Flight Control Supervisor is The First Responder
Promptly, upon learning of an incident or accident involving a school airplane,
the supervisor will record the following information from the person calling:
1. Name, location, and telephone number of contact.
2. Best estimate of the situation.
3. Keep the caller on the telephone and notify the Chief Instructor.
4. Notify the Maintenance Manager and Compliance Monitoring & Safety Manager
immediately.
Next, gather the pilot and aircraft records and give them to the Chief Instructor.
Do not openly speculate about what happened or give out information to any
media, to include social media, i.e. Facebook. Most often, initial information is
incomplete, confusing, and contradictory. The supervisor will refer all inquiries
of the incident/accident to the Chief Instructor, who will only discuss the matter
with the Department Head or government authorities.
Chief Instructor
The Chief Instructor will immediately notify each other and the Department
Head.
If inquiries are received about an incident, the Chief Instructor should log the
name, telephone number, and address of each person and request the reason
for their inquiry or interest in the event. Generally, an example of the Chief
Instructor response to an inquiry will be: “An incident/accident has occurred
and an official investigation is under way. Additional information will be made
public when more is known.”
The Chief Instructor will coordinate with the Department Head and appropriate
authorities for search and rescue efforts. Notification of Transport Safety
Investigation Center will be made as soon as practical and appropriate
procedures followed. The Chief Instructor will conduct an investigation.
The procedures are usually:
1. Securing any and all aircraft and flight records.
2. Site inspection with tape, camera, and maps.
3. A record of weather conditions reported.
4. Written statements and interviews of witnesses.
5. Written statements and interviews of pilot(s).
4.4. FLIGHT DEVIATION REPORT PROCEDURES
Aircraft Flight Operations
All pilots will operate ATU Flight Academy aircraft in accordance with the
procedures and limitations contained in the Aircraft Flight Manual (AFM) and/or
Pilot’s Operating Handbook (POH). In the event of an unintended maneuver that
exceeds the procedures/limitations contained in the AFM/POH, the pilot will
treat the event as a deviation from aircraft limitations.
Policy and Procedures for a Deviation Report
In the event of an inadvertent deviation from the limitations contained in the
AFM/POH, the pilot is required to report the incident immediately to the Chief
Instructor or Flight Operation Supervisor. The aircraft will be grounded for
inspection. In addition to the oral report, the pilot will submit a written report
explaining the circumstances regarding the incident, using the ATU Voluntary
Report form, found on the web site. Each person involved or witness to an
accident, incident, or deviation of the rules, policies, and/or procedures will
report to the Chief Instructor.
Ethics
Ethics in the management of the flight school and training of the students play
an important part in the school’s operations. Pilots are trained to follow rules,
document flights in aircraft logs and pilot records, and submit reports. Pilots are
constantly learning from new experiences and some deviations such as hard
landing etc. are probable. When deviations are reported, the report to the
school will help bring closure to the incident. Ethics, flight safety, and
professionalism in the operations of the flight school are paramount. Positive
reinforcement is the preferred consequence in the conduct of our operations.
SECTION 5: STANDARDIZATION AND FLIGHT SAFETY
5.1. MINIMUM ALTITUDES
Dual flights may set up and practice forced landing areas down to max 500’ AGL.
The purpose of this is to allow the Flight Instructor to judge whether a safe
landing could have been made. Crews will avoid property occupied by buildings.
Selection of these areas must not result in complaints from the non-flying public.
Flight instructors are recommended to instruct students in simulated emergency
landings while over established airports where the landing can actually be
performed all the way to touchdown. Simulated engine out approaches and
landings should be performed using throttle reductions only. Shutting off the
mixture, fuel valves, or magnetos will not be performed.
Ground reference maneuvers shall be performed no lower than 1500’+ AGL.
5.2. AVOIDANCE OF OTHER AIRCRAFT
The pilot in command (PIC) is responsible for seeing and avoiding other traffic.
Neither being in radar contact with ATC nor being on an instrument flight plan
relieves the pilot of the responsibility to see and avoid other traffic. Devices
that limit the exterior view , may be used only on dual flights or when an
authorized safety pilot is present.
Rights of way for different aircraft
There are four main types of aircraft; balloons, gliders, airships and powered
aircraft. Each type of aircraft has to give way to another depending on its
method of thrust.

Conventionally powered aircraft have to give way to everything. Airships have

to give way to balloons and gliders, gliders have to give way to balloons. Finally,
balloons have very little means of maneuverability and therefore have right of
way over all 3 other types of aircraft.
Rights of way for the same types of aircraft
When two aircraft of the same type are on
a collision course there is a separate set of
procedures to follow.
When two aircraft are flying head on, each
must move to their right.
Avoidance of Other Aircraft in Flight and on the Ground
- Each pilot is responsible for collision avoidance in flight and on the ground.
- Each occupant of an aircraft is responsible for assisting the pilot and noting
conflicting traffic.
- Strobes will be used at all times while airborne, unless their use creates a
hazard.
- Position lights will be used all day or night flights.
- Pilots/occupants will maintain a continuous scan for other aircraft unless
wearing a view-limiting device.
- Vigilance while taxiing must be exercised by all occupants.
- If encountering an aircraft or ground vehicle while taxiing, the pilot’s initial
tendency will always be to yield the right of way.
Pilots on training flights in the local practice areas
- Self-announce their intended practice area.
- Maintain listening watch on common area freq. at 135.800.(123.450 at
Crosscountry flights between company aircrafts will be used)
- Alter their chosen practice area, if advised another aircraft is there.
- Use the assigned practice area, if specifically assigned by Dispatch.
- Will be conducted in accordance with the Chart.
- Landing (night) or taxi lights/TAXI/RECOG (day) will be on for departure and
when entering a traffic pattern.
5.3. POSITIVE EXCHANGE OF FLIGHT CONTROLS
During flight training, there must always be a clear understanding between
student and flight instructor as to who has control of the aircraft. Prior to flight,
a briefing should be conducted that includes the procedure for the exchange of
flight controls. The positive three-step process in the exchange of flight controls
between pilots is a proven procedure and one that is strongly recommended.
When an instructor is teaching a maneuver to a student, the instructor will
normally demonstrate the maneuver first, and then perhaps have the student
follow along on the controls during a demonstration and, finally the student will
perform the maneuver with the instructor following along on the controls. When
the flight instructor wishes the student to take control of the aircraft, he/she
says to the student, “You have controls.” The student acknowledges
immediately by saying, “I have controls.” The flight instructor again says, “You
have controls.” During this procedure, a visual check is recommended to see
that the other person actually has the flight controls. When returning the
controls to the instructor, the student should follow the same procedure the
instructor used when giving control to the student.
Students freezing on the controls has resulted in fatalities. If a student should
ever fail to relinquish the flight controls upon command, he/she will be
counseled by the Chief Instructor. If the behavior ever recurs, the student will
be severanced from the training program.
5.4. PREFLIGHT INSPECTION PROCEDURES
- All aircraft preflight inspections will be conducted in accordance with, and
with direct reference to, the applicable aircraft checklist.
- All required documents including aircraft and personal are required to be
aboard before flying. Contact Dispatch if any aircraft documents are missing.
- Tachometer/Hobbs readings. If there is any discrepancy between the
Tachometer/Hobbs for a particular aircraft and the AFML paperwork, the error
must be resolved before aircraft operation.
- Ensure the aircraft is free of trash and all loose objects are secured.
- Ensure the aircraft windows are clean.
- Fuel samples should be taken before the first flight. Uncontaminated fuel is
returned to the tank.
- During cold weather (below freezing,) pilots will ensure there is no frost on
the aircraft.
5.5. GROUND AND FLIGHT OPERATIONS
During preflight inspection, pilots will visually check for obstructions near the
aircraft, which could impede taxi. This check is particularly vital at night, or
when the pilot has left the aircraft and returned to it.
Before leaving the parking spot after engine start, test the brakes by allowing
the aircraft to move slowing it with the brakes. If either or both brakes fail to
work properly, shut the engine down immediately. Secure the airplane and
report the discrepancy to the line staff. The speed of the taxi should be at a
safe speed that the aircraft can stop immediately when the brakes are pressed
on the taxiways.
Do not run checklists while taxiing. Instead, stop the aircraft in a safe spot, and
devote full attention to the checklist. Be aware of what is behind the aircraft
and where you are directing the prop blast. When returning to the parking area,
give way and stop for aircraft leaving the ramp. Taxi accidents are always 100%
pilot error. Use minimal braking during these operations. Taxiing at more than
1,000 RPM is unnecessary.
When operating on the ground at an airport for which an airport diagram exists,
pilots will have the diagram open for reference.
Runway Incursion Prevention
1. Read back all runway crossing and/or hold-short instructions.
2. Review airport layouts as part of preflight planning and before descending to
land, and while taxiing, as needed.
3. Know airport signage.
4. Review Notices to Airmen (notams) for information on runway/taxiway
closures and construction areas.
5. Do not hesitate to request progressive taxi instructions from air traffic control
(ATC) when unsure of the taxi route. A pilot may call upon ATC or ground control
for help in confirming position at any time during taxi, or when holding short of
a runway. Help from ATC is particularly valuable in conditions of reduced
visibility.
6. Check for traffic before crossing any runway or entering a taxiway.
7. Turn on the taxi lights while taxing.
8. When landing, clear the active runway as quickly as possible then wait for
taxi instructions before further movement.
9. Use proper radio phraseology in order to respond to and understand ground
control instructions.
10. Write down complex taxi instructions at unfamiliar airports.
11. When cleared to takeoff position the pilot should verbally announce that the
correct runway and departure procedure and that the airplane’s heading agrees
with the assigned runway for takeoff.
Procedures for Starting and Taxiing Aircraft
- Engine start will be in accordance with the AFM/POH or the provided checklist.
- Do not over-prime the engine.
- The parking brake will be set before engine start.
- The anti-collision light system will be activated.
- Cold weather starts will be in accordance with the AFM/POH. In addition, ATU
Flight Academy aircrafts are prohibited from attempting engine start when the
ambient air temperature is below -6° C. The intent of this restriction is to
reduce damage to aircraft batteries and starters, and to enhance engine oil
flow and lubrication. This prohibition has several exceptions as follows:
- The aircraft has been hangared overnight.
- The aircraft is moved into a heated hangar and warmed prior to the attempt.
- The aircraft engine is pre-heated with a gas-fired heater or by electrical
means.
- The aircraft has flown in the preceding two hours, and is being re-started for
departure (as in cross-country operations.)
- ATU Flight Academy pilots will treat the RECOMMENDED STARTER DUTY CYCLE
(under “Normal Procedures” in the AFM/POH) as a “Limitation.”
- After starting, taxi forward and immediately perform a brake test.
Taxi Procedures
- ATU Flight Academy aircrews will yield to moving fuel trucks.
- Always taxi with the lowest power setting possible in order to avoid excessive
wear of brakes.
- Make sure the flight controls are placed in the correct position relative to
winds.
- Students and instructors should be familiar with the approved aircraft
marshaling hand signals.
- Taxi or TAXI/RECOG lights will be on during day/night ground operations; these
should be turned off if holding short of a landing aircraft.
- Crews experiencing irregular engine idle speed or fuel flow on the ground will
comply with the AFM/POH’s FUEL VAPOR PROCEDURES
5.6. PRE-TAKEOFF CHECKS
Pre-takeoff checks will be accomplished in accordance with the applicable
checklist.
- Aircraft ground checks (run-up) will be accomplished in the run up area, well
clear of the hold short line for the runway chosen, angled into the wind, if
possible.
- If an aircraft failure occurs during engine run-up check will normally be taxied
down the active runway back to parking and announce intention to ATC.
5.7. TAKEOFFS AND LANDINGS
- Except in an emergency, no aircraft will be landed at any area other than the
public airports listed in the AIP, unless special authorization is gained from the
Chief Instructor in advance.
- Touch and go trainings are performed only depend on the content of syllabus.
- All solo/dual go-arounds will be maintain runway heading until reaching least
500 feet AGL before turning crosswind.
- Avoid excessive use of brakes.
5.8. POST FLIGHT INSPECTION
Before leaving the aircraft, the pilot in command or flight instructor will perform
a post-flight inspection of the aircraft’s exterior, to include the tires. If cross-
country and the crew will be leaving from the airport, the airplane will be locked
and secured.
5.9. MIXTURE LEANING
ATU Flight Academy pilots will benefit from the leaning procedure for fuel
savings during flight training and normal operations. This procedures are found
in Section 4,Mixture Adjustment Recommendation and Section 5, Cruise
Performance tables of the applicable AFM/POH Tecnam P2010.
For Tecnam P2008 series this leaning process will not be considered by pilots.
5.10. USE OF AIRCRAFT LIGHTS
Operate exterior lights as follows
Refer to AFM/POH and previous items that mentioned in this SOP.
5.11. USE OF CHECKLISTS
All aircraft operated by ATU Flight Academy must have on board an approved
checklist. The checklist is to be used as a training aid as well as a safety
measure. The pilot in command is responsible for ensuring the checklist is used
in the prescribed manner. ATU Flight Academy checklist usage policy is on
ground ‘read and do’ on air ‘do and read.’
The “read and do” method is when the pilot picks up a checklist, refers to an
item, and sets the condition. The items would all be accomplished before the
checklist is set aside.
The “do and read” method is to set the condition of the items for a particular
phase of operation from memory or flow pattern. Then the checklist is picked
up and read to verify that the appropriate condition for each item in that phase
has been set. It is not wise for a pilot to become so reliant upon a flow pattern
that he or she fails to verify with a checklist. Checking important items solely
from memory is not an acceptable substitute for checklists.
Following a checklist reinforces the use of proper procedures throughout all
major phases of flight operations. For normal operations these phases include:
Preflight Inspection - Before Engine Starting - Engine Starting - After Engine
Starting - Taxi Checks - Before Takeoff – Takeoff - After Takeoff / Climb – Cruise
– Approach - Before Landing - After-landing - Shutdown
Additional procedures are provided for abnormal and emergency operations, as
appropriate to the airplane. Supplemental information, such as performance
data or optional equipment operation, may also be contained in the checklist.
SECTION 6: PRACTICE AREAS
Practice areas have been established to avoid concentration of training flights
in one area. It is important that pilots engaged in local training flights remain
within the boundaries of their assigned practice areas in order to avoid potential
conflicts.
ATU pilots do not share training areas.
6.1. TRAINING AREAS AND ALTITUDES
- Training Area1----------------------------SFC / 2000 Feet
- Training Area2………………………… SFC / 2000 Feet
- Training Area3………………………….SFC / 3000 Feet
- Training Area4………………………….SFC / 3000 Feet
- Training Area5………………………….SFC / 3000 Feet
- Training Area6………………………….SFC / 3000 Feet
- Training Area7………………………….SFC / 3000 Feet
- Training Area8………………………….SFC / 2000 Feet
- Training Area9………………………….SFC / 2000 Feet
Trainig area usage, joining/departing for patern procedures, and VFR routes
are considered at Aerodrome Operational Procedures (AOP). All piots are
responsible knowledge of this document.
SECTION 7: MANEUVERS STANDARDIZATION
7.1. TAXIING
Objective
Use the aircraft controls correctly to maneuver the aircraft on the ground at a
speed appropriate for the prevailing conditions and situation, following a selected
path and stopping at a nominated point.

Aircraft Management - No reverse available

- Don’t use power Vs. brakes - Caution, surface conditions
- Seat positioned for full rudder - Check the right of way rules
deflection and height - Check windsock for wind
- Engine warm before moving - Always use the aerodrome chart
- Brake check soon after first move - Radio communication
- Face into wind when stopped - Clean windscreen
- Taxi on centerline - Move head and body to avoid blind
- Watch for wingtip clearance spots
Considerations
Speed Control
- Throttle controls speed. Forward is more power, and rearwards is less
power.
- More power is required to get started and overcome inertia.
- Taxi speed is affected by surface, slope, wind, and power used.
- The speed of the taxi should be at a safe speed that the aircraft can stop
immediately when the brakes are pressed on the taxiways.
- May need occasional gentle (cadence) braking to maintain the taxi speed while
maintaining the recommended power setting.
- Stop by closing the throttle and using the toe brakes to come to a halt.
- Park brake is set by holding down the toe brakes and engaging the lever.
Directional Control
- Nose wheel steering is achieved by using the brakes, push on the left rudder
brake and the aircraft turns left and vice versa.
- Wind affects the speed across the ground. Tailwind makes you go faster,
headwind slower, and crosswind will push the tail and make the aircraft turn
into wind.
- Make sure you look at a point in the distance, not just ahead of the aircraft.
Control Positioning
- Complete details are in the POH
- Aim to deflect the control surface that will be affected by the wind, so the wind
cannot ‘pick it up’.
- Wind from behind – Control Wheel forward (elevator deflected downwards),
ailerons neutral.
- Wind from ahead – no elevator deflection needed.
- Wind from the left – Control Wheel left (left aileron raised).
- Wind from the right – Control Wheel right (right aileron raised).
- Combination of the above when wind is tail . For example, wind from the left
and tail – Control Wheel forward and right.
Ground Exercise
- Seat is adjusted and comfortable
- Once engine is warm, use enough power to overcome inertia
- Test brakes after moving off
- Maintain safe taxi speed
- Maintain the centerline (if applicable)
- Turn using the brakes to turn the nose wheel
- Take account of the wind, and the change in the wind as you turn
- Wingtip clearance can be judged using shadows
- Caution slipstream and jet blast from other aircraft
- Slipstream (the air blown back by the propeller), can blow objects and people
around behind you
- During the taxi and while turning, check instruments
- Stop by applying the toe brakes
- Apply parking brake
7.2. EFFECT OF CONTROLS
Objectives
To operate the primary control surfaces and to experience the feel and observe
the first aerodynamic effect on the aircraft in flight.
To operate the primary control surfaces and observe the further (or secondary)
aerodynamic effects on the aircraft in flight.
To operate the ancillary controls and to experience the feel and observe the
effect on the aircraft in flight
Aircraft Management Principles of Flight
- Preflight Inspection On the Ground
Engine controls - Control speed with throttle and
- Throttle brakes
- Mixture - One hand on Control Wheel and other
- Carb Heat on throttle
- Dual controls fitted
- Temperatures and Pressures
- Flap speed – white arc Lift
- Limitations on lookout -As air flows over the wing, increased
- Limitations of memory speed above the wing results in
- More comfortable with reduced pressure = Lift
practice/workload - Lift can be altered by changing the
- Uncoordinated lesson by nature shape of the wing, the angle of
- “I have control / you have control” attack, and the airspeed
- “follow me through”
- See and be seen
- Clock code, relative height/distance
- Horizon is main reference
 Lateral Axis Longitudinal Axis Vertical Axis
Control Input Control Input Control Input
Elevator Stick Aileron Stick Rudder Rudder Pedals
Forward ↑↓ Rearward Right ↔ Left Right ↔ Left
First Effect First Effect First Effect
Pitch ↑ Up ↓ Down Roll Left ↔ Right Yaw Left ↔ Right
Second Effect Second Effect Second Effect
None Yaw Roll
Using Using Using
Attitude and Airspeed Direction Balance
Primary Controls
- Elevator pitches aircraft – changing attitude
- Aileron rolls aircraft – changing direction
- Rudder yaws aircraft – balanced flight
Secondary Controls
- Throttle affects speed, direct connection to propeller
- Slipstream strikes rudder and elevator
- Trim tabs provide a force to hold primary controls
- Flap changes shape of wing, increases lift, drag, and L/D ratio – changes pitch,
trim change required
Inertia
- Tendency for body to remain in current state – in speed or direction
Air Exercise
Attitude
- Attitude flying by referencing nose and wings to
the horizon
Airspeed
- Increased airspeed – increased control feel
- Decreased airspeed – decreased control feel
Power
- Decrease in power → nose pitch down and less yaw left
- Increase in power → nose pitch up and yaw left
- Must balance with rudder
Flap
- Extending flap → increase in lift and drag → pitch change – trim change
- Retracting flap → decrease in lift and drag → pitch change – aircraft will sink
Slipstream
- Increased power → increased
slipstream
- Increased flow over elevator →
more effective control
- Strikes rudder → yaw
- Must balance with rudder
Trim
- To relieve the pressure
- Feeling pressure to front – trim backwards
- Feeling pressure to back – trim forwards
7.3. STRAIGHT and LEVEL FLIGHT
Objectives
To establish and maintain straight and level flight, at a constant airspeed,
constant altitude, in a constant direction, and in balance.
To regain straight and level flight.
To maintain straight and level flight at selected airspeeds or power settings.
Aircraft Management
- Smooth throttle movements
- Mixture rich (if installed)
- Blind spots
- Lookout / Scanning
- Situational Awareness, training area boundaries, clear of cloud
- “I have control / you have control”
Air Exercise
- Horizon
- Power setting
- Attitude for level
Establishing & Maintaining Straight and Level

Attitude Elevator Set nose Attitude

Aileron wings level relative to horizon
Rudder in balance no yaw – stand on the ball
Power → set for straight and level
Trim → to relieve pressure
Lookout → ahead
Attitude → four fingers
Instruments → to confirm – Altimeter, ASI, DI, TC, and RPM checked every time.
Other instruments and gauges, less frequently.
Regaining Straight and Level
1. Airspeed and power setting correct
2. Attitude correct for straight and level
3. Wings level and balance ball centered
4. Reset power
5. P A T (Power – Attitude – Trim)

Straight and Level at Different Airspeeds

- Any changes in power must be balanced with rudder
- While moving rudder wings must be kept level
Power 2200 1800 2400
Airspeed 90 knots 60 knots 110 knots
Pitch Attitude Normal High Low
7.4. CLIMBING and DESCENDING
Objectives
To enter the climb and the descent from straight and level flight.
To maintain a climb and a descent at a constant speed, constant rate, in a
constant direction and in balance.
To level off at specific altitudes.
Aircraft Management
- Smooth throttle movements
- Carb heat OFF for Climb
- Carb heat ON for Descent
- Temperatures and pressures
- Situational awareness – what was, is, and will be
- Minimum and maximum heights
- Lookout
Air Exercise
Climbing
Entry
- Power → full power, balance
- Attitude → climb attitude, wings level,
balance
- Trim → to maintain attitude
- Airspeed → Vx → Vy → 63-67Kts-70-75
Kts
- Airspeed → controlled with attitude
Maintaining
- Lookout – Attitude - Instruments
- Change – check – hold – trim
Exit
- Attitude → select and hold straight and
level attitude, adjust as speed
increases, balance
- Power → wait for aircraft to
accelerate, then set cruise power,
balance
- Trim → to hold Straight and Level
attitude
Descending
Entry
- Power → retard throttle to 1500-1700
RPM for descending at70-75 Kts. or close
throttle for gliding speed, balance
- Attitude → hold straight and level
attitude until 75 Kts. or glide speed, then
set attitude
- Trim → to maintain attitude
- Airspeed → 70-75Kts → Best glide.
→RoD
- Airspeed controlled with attitude
Maintaining
- Lookout
- Attitude
- Instruments
- Change – check – hold – trim
Exit
- Increase power to cruise, balance
- Attitude simultaneously set to straight and level, balance
- Trim to hold straight and level attitude

7.5. MEDIUM CLIMBING and DESCENDING TURNS

Objectives
To change direction through 360 degrees at a constant rate – using 30 degrees
angle of bank – while maintaining a constant altitude and keeping the aircraft in
balance.
To complete a medium turn while climbing and while descending.
Aircraft Management
- Smooth throttle movements
- Carb heat OFF for Climbing Turns
- Carb heat ON for Descending Turns
- Temperatures and pressures
- Situational awareness – what was, is, and will be
- Minimum and maximum heights
- Lookout
Air Exercise
Adverse Yaw
- Demonstration only
Entry
Medium Level Turn
- From straight and level flight
- Lookout
- Roll with aileron to 30° AoB
- Balance with rudder
- Backpressure to set attitude ↑ slightly
Climbing Turn
- Establish in climb
- Lookout
- Roll with aileron to 20° AoB
- Balance with rudder
- Relax backpressure to maintain attitude ↓
Descending Turn
- Establish in glide
- Lookout
- Roll with aileron to 30° AoB
- Balance with rudder
- Relax backpressure to maintain attitude ↓
In Turn
- ‘Check’ the ailerons and maintain balance
- Lookout
- Attitude
- Instruments
- Angle of bank controlled with aileron
- Altitude controlled with backpressure
Exit
- Look for reference point
- Anticipate rollout by half the angle of
bank
- Roll wings level
- Balance with rudder
- Relax backpressure
- Reset straight and level attitude
- Check Power-Attitude-Trim
7.6. SLOW FLIGHT
Objectives
To slow the aircraft and maintain straight and level at low airspeed.
To maintain straight and level at low airspeed in various configurations.
To maintain a constant altitude while turning at low airspeed. To return to
normal operating airspeeds.Aim is the improving of crosscheck ability and
handling coordination of pilot.
Aircraft Management
- Smooth but positive throttle and control movements
- Engine operating temperatures
- Use of flap – power requirements
- High level of concentration
- Unfamiliar high nose attitudes
- Aircraft position in training area
- Warning symptoms of approaching stall
HASELL checks
- (H) Height → Not less than 1500’ AGL
- (A) Airframe → Level Configuration – clean or flap
- (S) Security → No loose articles, seatbelts secure
- (E) Engine → Fuel selector L/R,magneto BOTH, engine indicators all green
- (L) Locality → Not over a resdential area and clear of traffic&birds,
emergency landing sites available,aerodrome location
- (L) Lookout → One 90-degree and one 180-degree to other side, clearing turns
to ensure other traffic will not result in conflict
Note: HASELL checks are not mandatory for slow flight.
Air Exercise
A reference altitude is nominated and a reference point selected
Slowing to straight and level flight at low airspeed
- To reduced speed set 1500-1700 RPM ,maintain altitude and heading,
- As the airspeed decreases, add power to stabilize 80 KTS
- Extend flaps T/O, keep the airspeed 70 KTS, maintain the heading and altitude
- Extend flaps LDG, keep the airspeed 60 KTS, maintain the heading and altitude

Maintaining straight and level flight at Low Airspeed

- Lookout
- Attitude
- Instruments
Turning at Low Airspeed
- To maintain level, Lift must ↑, Drag will ↑, more
power required
- Adverse yaw countered with rudder
- Roll with aileron to 10° AoB
- Ailerons need to be deflected more for same roll rate
- Balance with rudder
Returning to Cruise
- Increase to full power, balance with rudder
- Lower nose to level attitude
- Retract flaps to T/O at 70 KTS, UP at 80 KTS
- Trim to relieve pressure at stick
- Reduce to 90 Kts cruise power, balance with rudder
- Perform cruise checklist
7.7. BASIC STALLING
Objectives
To control the aircraft to the point of stall, recognize the symptoms of the
approaching stall, and recover at stall onset with minimum altitude loss.
Basic stall series prepared for PPL students.
Aircraft Management
- Smooth but positive throttle and control movements
- Preflight – no loose objects
- No passenger
Symptoms
- Low airspeed
- High nose attitude
- Less effective controls – higher stick forces
- Stall warning

Power ON Stall Air Exercise

- (H) Height → Not less than 1500’ AGL
- (A) Airframe → Level Configuration – clean or flap
- (S) Security → No loose articles, seatbelts secure
- (E) Engine → Fuel selector L/R,magneto BOTH, engine indicators all green
- (L) Locality → Not over a resdential area and clear of traffic&birds, emergency
landing sites available,aerodrome location
- (L) Lookout → One 90-degree and one 180-degree to other side, clearing turns
to ensure other traffic will not result in conflict
- Choose a reference point (if possible; high, upwind and sun behind)
- At straight and level attitude, retard throttle to 1500 RPM
- Keep straight with rudder, maintain altitude with backpressure until 70 KTS
- At 70 KTS, 15o-20o pitch up above the horizon and maintain with backpressure
through 55 KTS or stall warning sounds, whichever comes first
- Release back pressure at the stick to reduce angle of attack max. 10° below
the horizon, simultaneously apply full power – balance with rudder
- At 63 KTS, raise nose to the horizon, at 67 KTS check positive rate then return
straight and level attitude
- At 70 KTS, retard throttle to 1500 RPM
- 15o-20o pitch up above the horizon and then Roll with aileron to right 15° AoB
and balance with rudder
- Maintain atttidude with backpressure through 55 KTS or stall warning sounds,
whichever comes first
- Release back pressure at the stick to reduce angle of attack max.10° below the
horizon with bank simultaneously apply full power – when nose crossing
horizon apply opposite rudder to level the wings - ailerons will be used gently
 if rudder is not sufficient.
- At 63 KTS, raise nose to the horizon, at 67 KTS check positive rate then return
straight and level attitude
- At 70 KTS, repeat for left 15° AoB
- End of Power ON stall series, regain straight and level flight, perform cruise
checklist
Power OFF Stall Air Exercise
- (H) Height → Not less than 1500’ AGL
- (A) Airframe → Level Configuration – clean
- (S) Security → No loose articles, seatbelts secure
- (E) Engine → Fuel selector L/R, magneto BOTH, engine indicators all green
- (L) Locality → Not over a resdential area and clear of traffic&birds, emergency
landing sites available,aerodrome location
- (L) Lookout → One 90-degree and one 180-degree to other side, clearing turns
to ensure other traffic will not result in conflict
- Choose a reference point (if possible; high, upwind and sun behind)
- At straight and level attitude, retard throttle to IDLE
- Carb heat ON
- Keep straight with rudder, maintain altitude with backpressure until 75 KTS
- At 75 KTS, demonstrate glide, then 10°pitch up above the horizon and maintain
with backpressure through 55 KTS or stall warning sounds, whichever comes
first
- Release back pressure at the stick to reduce angle of attack max.10° below the
horizon, simultaneously apply full power – balance with rudder
- At 63 KTS, raise nose to the horizon, at 67 KTS check positive rate then return
straight and level attitude
- At 75 KTS, retard throttle to IDLE and demonstrate descending few seconds
- Roll with aileron to right 15° AoB and balance with rudder
- 10°pitch up above the horizon and maintain with backpressure through 55 KTS
or stall warning sounds, whichever comes first
- Release back pressure at the stick to reduce angle of attack max.10° below the
horizon with bank simultaneously apply full power – when nose crossing
horizon apply opposite rudder to level the wings - ailerons will be used gently
if rudder is not sufficient.
- At 63 KTS, raise nose to the horizon, at 67 KTS check positive rate then return
straight and level attitude
- At 75 KTS, repeat for left 15° AoB
- End of Power OFF Stall series, regain straight and level flight, perform cruise
checklist
Roll Out / Characteristic Stall Air Exercise
- (H) Height → Not less than 1500’ AGL
- (A) Airframe → Level Configuration – clean
- (S) Security → No loose articles, seatbelts secure
- (E) Engine → Fuel selector L/R, magneto BOTH, engine indicators all green
- (L) Locality → Not over a resdential area and clear of traffic&birds, emergency
landing sites available,aerodrome location
- (L) Lookout → One 90-degree and one 180-degree to other side, clearing turns
to ensure other traffic will not result in conflict
- Choose a reference point (if possible; high, upwind and sun behind)
- Select runway altitude and heading
- At straight and level attitude, retard throttle to IDLE
- Carb heat ON
- Keep straight with rudder, maintain altitude with backpressure until 70 KTS
- Taxi and landing lights ON
- At 70 KTS, extend T/O flap, landing gear fixed,
- Start descend at 60-65 KTS establish and maintain final approach
attitude,perform bfore landing checklist,
- 100 feet above the selected runway altitude roll out and flare through 55 KTS
or stall warning sounds, whichever comes first, immediately CARB HT OFF and
apply full power – maintain attitude - balance with rudder
- Initially Climb at 63 KTS, perform after takeoff checks, continue climbing at
70-75 Kts until the chosen altitude
- End of Roll Out / Characteristic Stall, regain straight and level flight, perform
cruise checklist
7.8. ADVANCED STALLING
Objectives
To control the aircraft to the point of stall, recognize the symptoms of the
approaching stall, experience the stall itself, and recover with minimum height
loss.
To stall the aircraft and be able to recover from the stall by taking appropriate
action.
Advanced stall series prepared for CPL students.
Aircraft Management
- Smooth but positive throttle and control movements
- Preflight – no loose objects
- No passenger
Symptoms
- Low airspeed
- High nose attitude
- Less effective controls – higher stick forces
- Stall warning
- Buffet
At the Stall
- Aircraft sinks and nose pitches down

Power ON Stall Air Exercise

- (H) Height → Not less than 1500’ AGL
- (A) Airframe → Level Configuration – clean
- (S) Security → No loose articles, seatbelts secure
- (E) Engine → Fuel selector L/R, magneto BOTH, engine indicators all green
(L) Locality → Not over a resdential area and clear of traffic&birds,
emergency landing sites available,aerodrome location
- (L) Lookout → One 90-degree and one 180-degree to other side, clearing turns
to ensure other traffic will not result in conflict
- Choose a reference point (if possible; high, upwind and sun behind)
- At straight and level attitude, retard throttle to 1500 RPM
- Carb heat OFF
- Keep straight with rudder, maintain altitude with backpressure until 70 KTS
- At 70 KTS, 15o-20o pitch up above the horizon and maintain with backpressure
until the aircraft buffeting and starts sinking
- Release back pressure at the stick to reduce angle of attack max. 10° below
the horizon, simultaneously apply full power – balance with rudder
- At 63 KTS, raise nose to the horizon, at 67 KTS check positive rate then return
straight and level attitude
- At 70 KTS, retard throttle to 1500 RPM
- 15o-20o pitch up above the horizon and then Roll with aileron to right 15° AoB
and balance with rudder
- Maintain atttidude with backpressure until the aircraft buffeting and starts
sinking
- Release back pressure at the stick to reduce angle of attack max.10° below the
horizon with bank simultaneously apply full power – when nose crossing
horizon apply opposite rudder to level the wings - ailerons will be used gently
if rudder is not sufficient.
- At 63 KTS, raise nose to the horizon, at 67 KTS check positive rate then return
straight and level attitude
- At 70 KTS, repeat for left 15° AoB
- End of Power ON stall series, regain straight and level flight, perform cruise
checklist
Power OFF Stall Air Exercise
- (H) Height → Not less than 1500’ AGL
- (A) Airframe → Level Configuration – clean
- (S) Security → No loose articles, seatbelts secure
- (E) Engine → Fuel selector L/R, magneto BOTH, engine indicators all green
- (L) Locality → Not over a resdential area and clear of traffic&birds,
emergency landing sites available,aerodrome location
- (L) Lookout → One 90-degree and one 180-degree to other side, clearing turns
to ensure other traffic will not result in conflict
- Choose a reference point (if possible; high, upwind and sun behind)
- At straight and level attitude, retard throttle to IDLE
- Carb heat ON
- Keep straight with rudder, maintain altitude with backpressure until 75 KTS
- At 75 KTS, demonstrate glide, then 10°pitch up above the horizon and maintain
with backpressure until the aircraft buffeting and starts sinking
- Release back pressure at the stick to reduce angle of attack max.10° below the
horizon, simultaneously apply full power – balance with rudder
- At 63 KTS, raise nose to the horizon, at 67 KTS check positive rate then return
straight and level attitude
- At 75 KTS, retard throttle to IDLE and demonstrate glide
- Roll with aileron to right 15° AoB and balance with rudder
- 10°pitch up above the horizon and maintain with backpressure through the
aircraft buffeting and starts sinking
- Release back pressure at the stick to reduce angle of attack max.10° below the
horizon with bank simultaneously apply full power – when nose crossing
horizon apply opposite rudder to level the wings - ailerons will be used gently
if rudder is not sufficient.
- At 63 KTS, raise nose to the horizon, at 67 KTS check positive rate then return
straight and level attitude
- At 75 KTS, repeat for left 15° AoB
- End of Power OFF Stall series, regain straight and level flight, perform cruise
checklist
Roll Out / Characteristic Stall Air Exercise
Same with basic stalling Roll Out / Characteristic Stall Air Exercise.
7.9. STEEP TURNS
Objectives
To change direction through 360 degrees at a constant rate, using 45 degrees
angle of bank, maintaining a constant altitude and in balance.
To become familiar with the sensations of high bank angles and high rates of
turn.
Considerations
Out of Balance
- When correcting with rudder keep correct AoB and adjust attitude
Spiral Dive
- Caused by overbanking
- Aircraft descends, tendency to ↑ backpressure, → turn tightening and ↑ RoD
- Recover by closing throttle, rolling wings level, ease out of dive
 Angle Load % ↑ in New Stall
of Bank Factor Stall speed Speed
0 1 50
45 1.4 20 60
60 2 40 70
75 4 100 100
Steep Turns Air Exercise
- (H) Height → Not less than 1500’ AGL
- (A) Airframe → Level Configuration – clean
- (S) Security → No loose articles, seatbelts secure
- (E) Engine → Fuel selector L/R, magneto BOTH, engine indicators all green
- (L) Locality → Not over a resdential area and clear of traffic&birds,
emergency landing sites available,aerodrome location
- (L) Lookout → One 90-degree and one 180-degree to other side, clearing turns
to ensure other traffic will not result in conflict
- Choose a prominent reference point (if possible; high and sun behind)
- Choose rollout reference points from left 11 o’clock and right 01 o’clock sides
Entry
- Carb heat OFF
- Throttle adjust for 95Kts
- At 95 KTS straight and level attitude, Roll with aileron, balance with rudder
- Through 30° AoB increase power and backpressure (If necessary)
- At 45° AoB, check with ailerons, reduce rudder to maintain balance
In Turn
- Lookout – Attitude - Instruments
- Angle of bank controlled with aileron
- Altitude controlled with bank angle
- If altitude changing check AoB first, then backpressure
- Keep speed between 90 – 95 KTS
Exit
- Look for rollout reference point
- Roll wings level, reduce the added power
- Release backpressure
- Balance with rudder
- Reset 95 KTS straight and level attitude and repeat vice versa
7.10. CIRCUIT TRAINING
Objectives
To takeoff and follow published procedures that conform to the aerodrome
traffic circuit, avoiding conflict with other aircraft.
To carry out an approach and landing using the most suitable runway.
To use the touch and go and go around procedures.
To use the terms and procedures employed when a deviation from the normal
circuit is required.
Considerations
TAKEOFF
Slipstream - Strikes tail and yaws aircraft
Torque - Tries to rotate aircraft and yaws aircraft
Keeping straight - With rudder as required – look ahead
Crosswind - Tries to divert aircraft, keep straight
Headwind - Reduces takeoff roll – always takeoff into wind
Tailwind - Increases takeoff roll
Climb angle - Headwind increases climb angle
Takeoff into wind - To minimize ground roll and distance to 50’
Power - Full power for maximum performance
Flap - Usually T/O
Runway length - Calculated length required for takeoff
LANDING
Wind - Into wind to reduce ground roll and distance from 50’
Flap - ↑ L and D, lower speed and lower nose attitude
Power - Controls RoD, more airflow over elevator and rudder
Brakes - On ground only
Runway length - Calculated length required for landing
- 360° medium level turn - Used to adjust spacing or to
Orbit
hold - Commonly done at downwind
- For separation - Extend the downwind leg and turn
Extend Downwind base when instructed

- 500’, for quicker circuit to practice landings - Should

Low Level Circuit
only be done with instructor on board

- Wind strength decreases closer to the ground

Wind Gradient
because of friction - Affects flare , possible floating
 - Sudden change in wind speed and/or direction - Wind
Windshear needs to be 10 KTS or more - If encounter sudden
drop in airspeed and/or altitude – Go Around

- Disturbed air caused by wing producing lift - Aircraft

produces spirals from wingtips - Avoid by keeping
Wake Turbulence safe distance from aircraft ahead, especially those
bigger
- If encounter – Go Around
- Change circuit direction change by 180° turn on
Dumb-Bell Turn
climb out

- Usually done downwind, but can be done on any leg.

Repositioning - Change of direction used when there is a change of
runway

- On runways with enough length can land and takeoff

Touch and Go without stopping.
- Saves time, can do more circuits
Air Exercise
① Takeoff - Hold on brakes
- Reference point and line up checks
- Release brakes
- Heels on the floor
- Keep straight runway centerline
② Climb Out - Maintain runway heading
- Separation
- After takeoff checks
- Turn at 500’ AGL
③ Crosswind - Tracking and lookout
④ Downwind - Spacing – track
- Cruise checks
- Downwind radio call
Ⓐ Abeam Aiming - Before Landing checks
Point - Power reduced to 1500-1700 RPM
- Carb Heat ON
- Below Vfe flaps T/O
- Landing gear fixed
- Airspeed 70-75 KTS
⑤ Base Turn - Lookout
- Reference point at 45°
- Turn max 30° AoB
⑥ Base Leg - Base leg radio call
- Flaps T/O or LDG
- Airspeed 65-70 KTS
- Track
- Attitude controls airspeed
- Power controls RoD
⑦ Final - Anticipate turn min 500’
- Airspeed 60-65 KTS
- Final leg radio call
- Aiming point
- Attitude controls airspeed - Power controls RoD

⑧ Landing - Landing assured, close throttle

- When the runway begins to growing, nose
progressively raised for rollout then flare
- Look down end of runway
- Progressively increase back pressure to control sink
- Touch down on main wheels
- Let nose wheel settle
- Keep straight
- Clear of runway - after-landing checks
 Go Around
- Carry out any time a safe landing cannot be made
- Normal procedure, not emergency
- Full power – beware of pitch change
- Maintain normal takeoff attitude
- Reduce flap setting from LDG to T/O
- Safe height, safe airspeed, positive RoC raise flap
- Track to the runway heading
- Continue climb out to normal crosswind turning point
- Advise ATC “going around” at proper time
7.11. ENGINE FAILURE AFTER TAKEOFF
Objective
To adopt the recommended procedure in the event of an engine failure at low
level (below 500 feet AGL).
Considerations
Pre-takeoff Safety Brief
- Intentions in the event of the
takeoff roll an EFATO
Aborted Takeoff
- Early in the takeoff roll, with
runway available
- Close throttle
- Braking as required
- Keep straight,
- Tell ATC.
Engine Failure after Takeoff
- Don’t attemp to turn runway
- Lower nose for speed, engine
secure
- Choose landing site
- Flaps as required
- MAYDAY call
- Land into wind
7.12. FLAPLESS LANDING
Objective
To carry out a flapless approach and landing.
Considerations
- In all cases, when faced with the unexpected
- Causes, mechanical linkage or electric flap motor failure
- Descent angle shallower
- Less visibility over the nose
- Attitude to maintain higher approach speed
- Less round-out
- Be patient for flares
- Do not over-flare – wait for touchdown
- Caution floating – may require go around

Effect of flaps on the approach angle

Effect of flaps on the landing point

7.13. CROSSWIND CIRCUIT
Objectives
To correctly position the aircraft controls while taxiing.
To compensate for drift throughout the circuit.
To take-off and land in crosswind conditions.
Considerations
On the Ground
- Aircraft has tendency to weathercock into wind
- Use aileron, elevator and rudder controls to compensate for wind
On Takeoff
- Allow for drift to track along the runway centerline
In the Circuit
- Allow for drift and headwind/tailwind on each leg
- Base leg will be affected the most
On Landing
- To improve directional control, using more than T/O flaps not recommended
at high crosswind conditions
- More airspeed needed if gusty conditions – half of the gust difference
- Need to consider overall suitability of runway on crosswind conditions
Maximum Demonstrated Crosswind
- In Flight Manual/POH
- Limited by ability of rudder to control aircraft
Calculating Crosswind Component
- Need W/V from TAF or METAR
- Use AFM/POH Graphs, Nav Computer, Windsock, ATC..etc
Air Exercise
Takeoff
- Line-up, adjust reference point for drift
- Ailerons fully into wind, elevator neutral
- During takeoff roll reduce aileron to neutral by rotate point
- After lift-off permit a gentle balanced turn into wind
Circuit
Climb-out
- Wings level, in balance
- Adjust heading to track extended centerline
Crosswind
- Reference heading allows for drift
- Expect some headwind or tailwind
Downwind
- Allow for wind on downwind turn
- Track parallel to runway
- Assess runway and decide on speeds and flap setting to use
- Check downwind spacing
Base
- Allow for drift and headwind or tailwind
- Extend all the landing flap
- Anticipate turn onto final
Final
- Track extended centerline
- Power controls rate of descent
Landing
Combination of crab and wing down methods
Wing-down
- From short final
- Wing held down, rudder to keep aligned with centerline – Sideslip
- Be aware of using throttle and adverse yaw
- Land on into wind wheel first
Combination
- Crab into wind on final
- During round-out switch to wing down method,
- Aileron to stay aligned with centerline, rudder to stay straight
- Into wind wheel touches down first
7.14. GLIDE APPROACH
Objective
To complete a landing with IDLE power from base leg to final.
Air Exercise
- Landing preparations same as at item 7.10.
- Plan where to make throttle IDLE to decide getting to runway.

*This picture is a demonstration.Don’t take account into ‘writings’.

7.15. RADIO FAILURE

Objectives
To join at a controlled or uncontrolled aerodrome in the event of a radio failure.
Considerations
- If controlled, return or divert?
- Clearance required to enter Control Zone
- Follow any clearance already accepted
- If cleared to enter, but no joining instructions–join overhead
- How is it detected?
Causes
- Wrong frequency selected
- On/Off and volume switch turned down
- Altitude too low and/or range too far,
- Alternator failure - Comm box switches
- Avionics or master switch accidentally off
- Radio loose in its cradle - Avionics master off
- Faulty headset connections - Popped circuit breaker
- Check simple solutions first
Air Exercise
- Aviate – Navigate
- Be familiar with comms failure procedures in AIP
- Transmit blind - Squawk 7600 - Turn on all lights
- Use a cellular phone to communicate if available
- Remain clear of controlled airspace while diagnosing and planning
Uncontrolled Aerodromes
- Standard Overhead Join - Transmit ‘blind’
- Keen lookout for other traffic
- Complete checklist
Controlled Aerodromes
- Light Signals used by tower
- Checklists
- Carry out Standard Overhead Join
- Report fault to tower after landing
7.16. FORCED LANDING without POWER
Objectives
To carry out the recommended procedure in the event of a total or partial
engine failure, incorporating the appropriate checklists.
To be able to select an appropriate landing site and carry out the pattern for
a forced landing without power
To practice aeronautical decision making (ADM) to troubleshoot and rectify a
partial power situation.
Considerations
- Best L/D ratio, idle
power, prop wind
milling
- Raising or lowering
the nose reduces the
distance covered
- Never raise the nose
to ‘stretch’ the glide
Wind Indicators
- Smoke
- Dust
- Crop movements
- Tree / Leaf movement
- Wind lanes
- Waves and ripples
- Wind shadow
- Cloud shadow
- Drift
- Local knowledge
Landing Site
- Size
- Shape
- Slope
- Surface
- Surround
- Stock
- Sun
- Communication
- Elevation
Situational Awareness
- Always keep an eye out for forced landing options
- Know what the surface wind is, and the better landing areas
Height
- More height means more distance and more time to plan
Partial Power
If some power is available:
- Close throttle or go somewhere better?
- What if it fails en-route?
- What is the terrain like en-route?
- What caused the failure? Will it cause more problems?
- What is the altitude do you have?
Air Exercise
From a cruising altitude...
① Immediate actions
- Carb heat ON (training purpose), throttle IDLE
- Convert speed to height or maintain the attitude with backpressure
- Set glide attitude and trim
- Confirm wind and choose landing site
② Make the plan
- Choose reference points
- Landing aim point – 1/3 way into field
- 1500’ AGL area – 500’ back from 1000’ AGL area
- 1000’ AGL area – 90° from threshold area, but closer than normal pattern
③ Trouble Checks (only above 1500’ AGL)
- In Flight Engine Restart or Engine Failure in Flight checklist items
④ Assess approach
- Assess the aircraft’s position and its ability to make it into the 1500’ area
⑤ MAYDAY call
- Transponder 7700
⑥ Pre-landing Checks
- Forced Landing Without Engine Power checklist items except below items.
⑦ Final
- When landing assured, Flaps set and ALT & MAST OFF
- Doors - UNLATCH PRIOR TO TOUCHDOWN
 7.17. PRECAUTIONARY LANDING
Objective
To learn the procedure to adopt in the event of an unfamiliar aerodrome
landing.
Considerations
Weather
- Avoid by setting personal meteorological minima well above the legal minimum
- Have a careful consideration of the weather before any flight and always have
a second plan
- Adopt poor visibility configuration and carry out an unfamiliar aerodrome
landing
- This can take 15–20 minutes to complete
Lost
- Avoid by maintaining situational awareness and careful pre-flight planning
Fuel
- May result from becoming lost or trying to get around weather, rather than
diverting early
- This situation will heighten any existing stress levels
- Avoid by careful pre-flight planning and in-flight fuel monitoring
Air Exercise
- In low flying area
- Low flying area pre-entry checks and radio calls
- Descend to 500’, adopt poor visibility configuration
- Decision to land simulated
- Start search for suitable field
- Declare emergency
- Secure cabin

Pattern
① Search and approach to cross center at right angles
② Observe drift – confirm wind assessment
- Establish left/right hand circuit at 500’ AGL
- Position so that the site can be seen and evaluated
- Check approach/overshoot while height available
- Consider gradient cues
③ Radio call – Briefing - Checks
④ Check – approach – obstacles – wind - go around point - choose landmarks, if
available, particularly one at end of downwind
⑤ Descent to 500’ AGL
Assess length of field by timing or by superimposing known image
- Note heading or set DI to North
- Aiming point
- Overshoot/undershoot options
⑥ Climb to 1000’ AGL
⑦ Confirm - radio call – briefing – checklist - normal circuit spacing
⑧ Prepare for tail-low approach
During Landing
- Use max.Flap min app. Speed technq.
- At touchdown,retract flaps and use maximum braking (depend on surface)
- Avoid obstacles
- Keep cabin intact
- After landing, shutdown checklist
7.18. COMPASS USE
Objective
To turn accurately onto and maintain compass headings, compensating for
known errors in the magnetic compass.
Considerations
Variation
- Difference between true North and magnetic North
- Bar magnet will align itself with lines of flux
Deviation
- Aircraft magnet acted upon by things
other than the lines of flux, such as
metal objects, aircraft, etc.
- Compensated for by a compass swing –
done by an engineer
Acceleration Errors
- When accelerating or decelerating on
easterly or westerly heading the
compass will make a turn.
- The Northern Hemisphere - ANDS
- Accelerate – North – Decelerate - South
Turning Errors
- The Northern Hemisphere – UNOS
- Undershoot – North 20° – Overshoot –
South 30°
- Use Rate one turn
Aeroplane Management
- Compass checked during taxi for correct sense and runway heading
- Turn coordinator checked for serviceability
- Keep metal items as far away from the compass as possible.
- Suction gauge should be checked during engine run-up
Air Exercise
- Demonstration of acceleration and deceleration errors
- Demonstration of turning errors
Making a Turn
- Always turn in shortest direction
- Check present heading against desired
heading – use shortest arc
- Decide on amount of overturn or
underturn – UNOS
- Lookout and roll in using Rate 1 turn
- Balance with rudder
- Anticipate roll out
- Select reference point
- Level wings – hold for compass to settle
- Check heading and make correction if
required
7.19. NIGHT FLYING
Objective
To operate the aircraft safely both on the ground and in the air at night.
At least five stop and go is required.
Considerations
- Night is between ECT and MCT
- Aerodrome /aircraft lighting and minima Prerequisites
Night Vision
- Rods and Cones, Cones and color, Rods and Peripheral Vision and Movement
used for night vision
Dark Adaptation
- 30 minutes avoid bright lights
Illusions
- Lookout - Speed perception - Lack of horizon - Flicker vertigo - Auto-kinesis -
Star light confusion - Black hole
Equipment
- Torch, and Spare Batteries - High Visibility Jacket
- All lights operational
- Personal equipment – torch, pen, mobile phone, watch, warm clothing, survival
kit, possibly spare VHF or GPS
Familiarity with Aeroplane
- Know location of controls and switches
Familiarity with Aerodrome
- Aerodrome lighting - ATC light signals - Approach lighting
Weather
- Inadvertent IMC - Diurnal wind effect - Overcast vs clear sky - Temp and dew
point
Emergencies
- Radio failure - Runway lighting failure - Landing or Nav light failure - Internal
light failure - Electrical failure - Engine failure
Aeroplane Management
- Preflight in the light - Cockpit layout - Trust instruments
Air Exercise
On the Ground
- Taxi slowly
- Notice runway light in peripheral
vision
- Aircraft on approach
- When established in climb, can use
visual reference
In the Circuit
- Be familiar with circuit patern
- Local landmarks and townships
- Downwind spacing
Approach and Landing
- Approach perspective with runway
edge lights
- Don’t look in to the area lit by
landing light
- Adjust speed while vacating
 VFR
STANDART OPERATING PROCEDURES

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