Configurations Flashcards
Traffic Pattern Configurations - All 5
Departure Leg:
-Flaps up above 85 KIAs and clear of obstacles.
-Accelerate to 95 KIAs.
-Turn crosswind at a safe altitude (6200’ Indicated alt).
Crosswind:
-Clear then advise CTAF you’re turning crosswind in the turn.
-Turn downwind at approximately 1 mile away from the runway.
-Hint: about 1/4 of the wing will be over the runway.
Downwind:
-Clear then advise CTAF turning downwind in the turn.
-Set power to 55% when at TPA.
-Complete pre landing checks. GUMP’s check.
-Abeam landing point reduce power to 25%.
-Set flaps to 50% below 150 KIA’s
-Decelerate through 100 KIA’s
-Turn base 200’ below TPA and 45 degrees to landing point.
Base:
-Clear then advise CTAF turning base in the turn.
-Set power as appropriate to intercept glide slope on final.
-Set flaps to 100% below 110 KIAs
-Decelerate through 90 KIAs
-Turn final on center line approximately 500’ AGL.
Final:
-Clear and advise CTAF turning final in the turn.
-Decelerate to final approach speed of 78 KIAs plus half gust factor.
-Short final call stability and performance checks.
Traffic Pattern - Execution
Note that traffic, weather, and aircraft capabilities will change what the traffic pattern should look like.
At all time remember to Aviate, Navigate, and communicate in that order.
Bank angles can never exceed 30 degrees. If you find yourself needing to do this something is wrong.
When passed over the threshold of the runway cut power completely to idle.
Ensure to prioritize airspeed over all things. Too slow at any time needs to be a go around.
Understand that the power lever feeds energy into altitude. The yoke affects airspeed changes.
When the power lever makes a change it will affect the yoke if the change is not done at the same time or is not anticipated.
Aiming point is the 500’ marker and the landing point is the 1,000’s. Once across the threshold round out to level off and go eyes down the runway. Bleed off power by pitching up, it does not take much to do this! Remember to use only pressures. The flare that follows is to keep the aircraft off the runway for as long as it takes for the plane itself to come down to the ground as slow as possible and with as little energy as possible.
Fly through the landing!
Pre-Maneuver Flow
When to use it and what is it for?
The pre-maneuver flow is a crucial procedure that allows a pilot to catch potential threats to the safety and legality of a maneuver before the risk is encountered in the maneuver.
Pre-Maneuver Configuration
Pre-Maneuver flow CCC-AHA
-Pre-Maneuver Diamond: Clear, Call and Configure first then Altitude, Heading, and Airspeed.
-Clear by doing a clearing turn making sure to look out the windows the whole time.
-Call over the radio either CTAF or Tbird traffic announcing that you’re maneuvering in the area.
-Configure by adjusting the aircraft as needed in speed, heading, altitude, and flap orientation.
-Altitude, heading, and airspeed. Bug it all they will be the references for the maneuver.
-Establish visual reference points that will be used for the maneuver.
-Verbally announce the area is clear by saying area clear, executing maneuver.
This is necessary so the instructor knows when you have begun the maneuver and when to start grading the maneuver.
Pre-Maneuver Execution
- Look for an area appropriate for the maneuver. Consider altitude needs, traffic in the area, clouds, emergency concerns, and terrain.
2.Decide what altitude is appropriate for the maneuver.
- Decide what heading is appropriate for the maneuver. Cardinal directions are the easiest to use.
- Decide what airspeed is appropriate for the maneuver. Set the power and configure the aircraft appropriately.
- Clearing turns and radio calls are always a good idea unless otherwise instructed. When performing a clearing turn always start to the left.
Note: do 1-4 mentally thinking through all of the things you’ll be needing to do. Then verbalize all of it to establish the standards for the maneuver. Many maneuvers need you to end on the heading, airspeed, and altitude the maneuver was started on or something very close to the so a baseline is necessary.
TLDR: establish and verbalize Altitude, Heading, and Airspeed.
Clearing the area must be completed before every maneuver and radio calls need to be made every 15 minutes.
No Flap Landing - Configuration
There’s four bullet points on the configuration list
-Normal landing configuration
-Add 10 knots to the approach speed.
-Flare more gently and allow more time and runway to dissipate the extra energy.
-After touchdown allow more runway for the aircraft to slow down and stop.
Execution:
-When you land without the use of flaps you need to remember, don’t stop flying because the aircraft hasn’t. The extra airspeed will cause the aircraft to produce more lift which will take longer than normal to dissipate. Stay active on the ontrols well after the aircraft wheels have touched the ground.
-The braking capabilities of the aircraft are severely reduced due to the majority of the aircraft weight remaining supported by the wings. At the same time, the aircraft will be using substantially more runway, making the pilot more likely to use the brakes more aggressively. Doing this will damage the tires!
-Plan to at least double the landing roll distance on the runway in a no flap landing scenario.
Touch and Go - Configuration
-Normal landing
-Control the aircraft by staying on centerline.
-Configure: Flaps 50%
-Calculate performance: evaluate your current speed and runway remaining to ensure sufficient runway remains to perform the takeoff procedure.
-Takeoff as normal
Note: if you don’t have time to think through and perform the 3 C’s then you don’t have time to do a touch and go. Make it a full stop.
Go Around/Rejected Landing - Configuration
5 C’s
-Decide: perform go around
-Verbalize
-Cram: power to full
-Climb
-Clean
-Course
-Call
Execution:
-Climb: first stop the descent rate without sacrificing airspeed, then pitch for Vy or Vx.
-Clean: Once obstacles are clear and the aircraft is at a safe altitude go:
flaps 50% above 71 KIAs (plus half gust factor)
flaps 0% above 85 KIAs (plus half gust factor)
last; accelerate for 95 KIAs (Vy).
Slow Flight - Configuration
- Pre-maneuver flow (CCC-AHA)
- Disable the ESP.
- Altitude: select an altitude that will allow for completion of the maneuver at no less than 1500’ AGL.
- Reduce power to slow the aircraft. Maintain heading and altitude while doing so.
- Airspeed options: 75 KIAs flaps 0%, 70 KIAs flaps 50%, 65 KIAs flaps 100%.
- Flap options: 50% below 150 KIAs, 100% below 110 KIAs.
- Maintain altitude with pitch until the desired airspeed is reached.
- Pitch for airspeed
- Power for altitude
- Recovery: add ful power and pitch for altitude while cleaning as speed builds (50% flaps at 71 KIAs and 0% flaps at 85 KIAs).
Execution:
-Typically train and examine to the most difficult (dirty) configuration, meaning full flaps for the maneuver.
-If the stall warning goes off immediately increase speed by 5 knots.
-Bank angles should never exceed 10 degrees.
Power off Stalls - Configuration
- Pre-maneuver flow
- Disable ESP
- Altitude: select an altitude that will allow for the completion of the maneuver no lower than 1500’ AGL.
- Maintain altitude and heading while slowing and configuring the aircraft for landing (78 KIAs and full flaps. Bank should never exceed 20 degrees).
- Establish a stabilized descent at 78 KIAs in the landing configuration. Hold descent for 200’.
- Slowly reduce the power to idle and pitch for altitude.
- Verbally callout: stall horn, buffet, and full uncommanded nose drop (‘break’).
- Recover: simultaneously apply full power, right rudder, and reduce pitch attitude sufficient to lower the wing below the critical angle of attack while minimizing altitude loss (100’).
- Once altitude can be maintained, reduce flaps to 50%, accelerate to 85 KIAs while maintainng altitude and heading, then reduce flaps to 0%.
Execution:
-Go full throttle just before the full break occurs to compensate for the lag between the throttle adjustment and RPM increase.
-Power off stalls performed in the SR20 should be recovered with an altitude loss that should not exceed 100’.
Power on Stall - Configuration
- Pre-maneuver flow
- Disable ESP
- Altitude: select an altitude that will allow for the completion of the maneuver to be no lower than 1500’ AGL.
- Set takeoff configuration then maintain altitude and heading while slowing to the appropriate speed. (Takeoff 71 KIAs flaps 50% or Departure 95 KIAs flaps 0%)
- Apply full power and smoothly increase pitch to reduce airspeed at a rate of approximately 1 knot per second until the stall occurs.
- Verbal callouts: stall horn, buffet, uncommanded nose drop (‘break’).
- Recover: simultaneously apply full power and reduce pitch attitude sufficient to lower the wing below the critical angle of attack while minimixing altitude loss (o’).
- Accelerate to Vy while maintaining altitude and heading, then clean the aicraft as appropriate.
Execution:
-The departure configuration is most commonly used for the power on stall. That is 71 KIAs at 50% flaps.
-As airspeed decreases the need for back pressure will increase due to the reduced elevator affectiveness. Back pressure should be light at first and slowly increase during the maneuver.
-Once the aircraft is in slow flight the primary flight control is the rudder.
-Recovery should result in altitude loss that should not exceed 0’.
Steep Turn - Configuration
- Pre-maneuver flow
- Disable ESP
- Altitude: select an altitude that will allow for the completion of the maneuver no lower than 1500’ AGL.
- Power: 55% take note of the airpseed the aircraft stabilizes at.
- Note the attitude.
- Heading: set heading and the visual marker.
- Bank: establish 45 degree bank (50 degree for commercial standards)
- Back pressure: increase back pressure on the yoke to compensate for the decrease in vertical lift. add power to stop the aircraft from descending start with 65% and evaluate from there.
- Coordination is key all corrections should be small and smooth!
- Roll out should be smooth, controlled, and on heading.
Execution:
-Attitude determins altitude. Pitch attitudes of between 2 1/2 and 7 1/2 will be enough to maintain altitude in a steep turn.
-Pitch attitudes below the horizon will always result in altitude loss.
-Remember that you are sitting off center in the pilots seat. Also don’t cant your body in the turn, remain straight in your seat.
Turns Around a Point - Configuration
- Pre-maneuver flow
- Determine the wind direction.
- Altitude: 800’ AGL
- Power: 55%
- Enter with the wind abeam your point at a distance of approximately 1 mile.
- Adjust the bank angle as necessary to correct for the effects of the wind and maintain a constant radius around the point.
- After one complete revolution, depart the maneuver on the entry heading.
Execution:
-The distance away from the point will set the base bank angle. The closer to the point, the steeper the bank angle that will be required. Never exceed a bank angle of 30 degrees.
-More ground speed equals more banks in the turn. So in the downwind portion more bank is required than in the up wind portion.
-Recommend setting a secondary point at four separate parts of the circle.
Rectangular Course - Configuration
- Complete the pre-maneuver flow as described on page 10
- Determine the wind direction by observing blowing dust, smoke, etc. and maneuver upwind of
your desired point. - Establish an altitude of 800 feet AGL.
- Set 55% power and ensure airspeed is appropriate for the maneuver.
- Enter 45° to the downwind and maintain a distance of approximately ½ mile.
- Turn abeam the corners of your rectangular point. Use bank angle to correct for arc velocity in
the turns and use the appropriate crab angle to correct for wind drift in the crosswind sections. - After one complete revolution, depart the maneuver on the downwind.
Execution:
Picking a rectangular point that is approximately 1 mile by ½ mile from an altitude of 800 AGL
is very difficult. You just can’t see enough, which leaves the pilot very prone to picking a poor
rectangular point. Some areas may not even have a rectangular point that is usable for this
maneuver. To solve this problem the pilot needs to pick a point before beginning the
maneuver. This can be accomplished by reviewing satellite photos of the areas prior to the
flight or simply surveying the area from a high altitude prior
to descending to 800 AGL.
S-Turns Across a Road - Configuration
- Complete the pre-maneuver flow as described on page 10
- Determine the wind direction by observing blowing dust, smoke, etc. and maneuver upwind of your
desired point. - Establish an altitude of 800 feet AGL.
- Set 55% power and ensure airspeed is appropriate for the maneuver.
- Enter with the wind and pick a secondary reference point approximately ½ mile from the reference line.
a. During the first 90° of the turn correct for the effects of wind by banking as needed to obtain a
distance of approximately ½ mile away from the reference line.
b. During the second 90° of the turn correct for the effects of wind by banking as needed to cross
the reference wings level and parallel to the reference line. - Repeat the same process on the other side of the reference line. (bank angles will be less due to wind)
- After completing both 180° turns, depart the maneuver on the downwind.
Execution:
-During the second 90° of the turn keep your bank angle slightly shallow so that the bank angle can
be increased slightly as the reference line is approached. This will give the pilot more control over
wing orientation and provide a more exact and crisper roll out.
-When you are crossing the reference line each time, ensure you look at both wingtips to verify
proper reference line alignment with the wings. Make this check just before crossing to give you an
opportunity to make small last-minute adjustments.
