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Flight Notes > Maneuvers Manual/SR20 Specifications > Flashcards

Maneuvers Manual/SR20 Specifications Flashcards

Specific Aircraft Maneuvers and Procedures

1
Q

Starting Procedures - Configuration

A
  1. Avionics - Off
  2. Lights - On as appropriate (day strobes) (night position)
  3. Prime - as appropriate for engine and ambient air temperatures.
  4. Area - Clear visually and verbally (3 seconds)
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2
Q

Cockpit management - FLY

A

F: Flight crew and passenger briefs
L: Legal Requirements
Y: Your preparations

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3
Q

Cockpit Management - crew brief (WETPUPPY)

A

Weather information
Environment brief
Transfer of controls procedure
PIC (who is it for the flight)
Use of equipment
Performance
Plan of action
Your purpose for flight

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4
Q

Cockpit management -
passenger brief (SAFETY)

A

Seat and seatbelt usage
Air vents and oxygen
Fire extinguisher locations
Exits locations
Traffic vigilance
Your expectations

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5
Q

Cockpit management - Legal Requirements
(D in DIE) Pilot: CLIMB

A

Currency
License
Identification (gov ID)
Medical
Biannual flight review

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6
Q

Cockpit management -
Legal Requirements
(D in DIE) Airplane: ARROWGC

A

Airworthiness Cert.
Registration
Radio operators permit
Operations Limitations
Weight and balance

Garmin handbook
Checklists

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7
Q

Cockpit management -
(I in DIE) Pilot: IMSAFE

A

Illness
Medications
Stress
Alcohol
Fatigue
External Factors

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8
Q

Cockpit management -
(I in DIE) Airplane: THEAAVIP

A

Transponder (24)
Hundred Hour (Progressive)
ELT (12)
Airworthiness Directives
Annual (12)

VOR (30 days)
Instrument cockpit check
Pitot Static check (24)

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9
Q

Cockpit Management - (E in DIE) Airplane: ATOMATOFFLAMES FLAPS

A

Airspeed Indicator
Tachometer (each engine)
Oil pressure indicator (Pressure system)
Manifold Pressure Indicator (altitude engine)
Altimeter
Temperature Gauge (liquid cooled engine)
Oil Temperature Indicator (air cooled engine)
Fuel Quantity Gauge (each tank)
Flotation Gear (over water)
Landing Gear Position Indicator (retractable)
Anti-Collision Light
Magnetic Direction Indicator
Emergency Location Transmitter
Seatbelts

Fuses
Landing light (for hire)
Anti-Collision Light
Position Light
Source of Power

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10
Q

Cockpit Management - (Y in FLY) Your prep: SSOIOD

A

Syllabus
Seats
Organize and Secure
Intercom
Occupants
Doors

  1. Syllabus preflight briefing and flight objecting as well as times determined.
  2. Adjust seats and seat belts to allow proper control authority and visibility.
  3. Organize and carefully secure all loose items, ensuring materials appropriate for flight are readily available.
  4. Set intercom, coms and headset volume and squelch to appropriate and comfortable levels.
  5. Ensure that all occupants are properly seated and briefed.
  6. Ensure that all door and windows are closed properly before flight.
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11
Q

Preflight Check - Configuration
(Standard specs and inspection points)

A
  1. Maximum fuel: 56 gallons (58.5 total)
  2. Standard Fuel: 18 gallons per tank 36 gallons total
  3. Fuel minimums: All flights must be completed within SUU fuel minimums (FAA+10)
  4. Oil Quantity max: 6.5 quarts
  5. Oil Quantity min: 5 quarts (oil should be added 1 Qrt at a time)
  6. Brake Lining min: 50 thousandths of an inch or the width of a dime
  7. Brake over temp indicator: black indicates over temp
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12
Q

Taxi - Configuration

A

Listen to the weather and CTAF calls

Make a plan on where to go

Announce your intentions on CTAF

Perform pretaxi, brake, and taxi checks

Maintain aircraft control and situational awareness

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13
Q

Instrument Cockpit Check - Configuration

A

Check stationary functions before taxi

Check movement functions during taxi when workload allows

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14
Q

How many legs are there in the traffic pattern?

A

5

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15
Q

What are the names of the traffic pattern legs?

A

Departure leg
Crosswind leg
Downwind leg
Base leg
Final Leg

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16
Q

Departure leg - Configuration

A
  1. Flaps up above 85 KIAS and clear of obstacles
  2. Accelerate to 95 KIAS (Vy)
  3. Turn crosswind at a safe altitude (Maintain noise abatement procedures)
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17
Q

Crosswind leg - Configuration

A
  1. Clear then advise CTAF turning crosswind in the turn
  2. Turn downwind at approximately 1 mile away from the runway
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18
Q

Downwind leg - Configuration

A
  1. Clear than advise CTAF turning downwind in the turn
  2. Set power at 55%
  3. Complete prelanding check before midfield downwind
  4. Abeam landing point reduce power to 25%
  5. Set flaps to 50%
  6. Decelerate through 100 KIAS
  7. Turn bas approximately 200 feet below TPA, 45 degrees to landing point
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19
Q

Base leg - Configuration

A
  1. Clear then call gear down and advise CTAF turning base in the turn
  2. Set power as appropriate to intercept glideslope on final
  3. Set faps to 100 percent (below 110 KIAS)
  4. Decelerate through 90 KIAS
  5. Turn final on center line approximately 500’ AGL
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20
Q

Final leg - Configuration

A
  1. Clear then call gear down and advise CTAF turning final in the turn
  2. Decelerate to final approach speed 78 KIAS plus half gust factor
  3. Short final call gear down, stable, clear to land.
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21
Q

What bank angle should never be exceeded in the traffic pattern?

A

30 degree bank angle

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22
Q

Normal takeoff and climb - Configuration

A
  1. Set and visually verify flaps 50%
  2. Landing light: On
  3. Perform performance brief
  4. Clear the runway and cross the hold short line
  5. smoothly apply full power
    This should take 3 seconds
  6. Verify and call out aircraft performance checks
  7. Pitch for Vy attitude: approximately 5 degrees nose up 85 KIAS + 1/2GF
  8. 85 KIAS and adequate performance obtained: retract flaps (0%)
  9. Pitch for new Vy attitude: approximately 6-7 degrees nose up 95 KIAS
23
Q

Crosswind takeoff and Climb - Configuration

A
  1. Follow normal takeoff configuration plus -
  2. Apply full aileron into the wind
  3. Slowly remove aileron input as aileron authority increases and an over bank into the wind is sensed. Set ailerons as necessary for the conditions until an upwind wing low takeoff is achieved.
  4. Establish a side slip or crapped departure as desired.
24
Q

Normal approach and landing - Configuration

A
  1. Abeam landing point reduce power to 25%
  2. Set flaps to 50 percent (below 150 KIAS)
  3. Decelerate through 100 KIAS
  4. Turn base approximately 200 feet below TPA 45 degrees to the landing point
  5. Clear then call gear down and advise CTAF turning base in the turn
  6. Set power as appropriate to intercept glideslope on final
  7. Set flaps to 100 percent (below 110 KIAS)
  8. Decelerate through 90 KIAS
  9. Turn final on center line approximately 500’ AGL
  10. Clear then call gear down and advise CTAF turning final in turn
  11. Decelerate to final approach speed (Vref 78 KIAS plus half GF)
  12. Establish an aiming point approximately 500’ short of your intended point of landing
  13. Pitch for airspeed, power for descent.
  14. Short final check call gear down, stable, cleared to land.
  15. Begin to round out and flare appropriate for pilot level. (S/A)
  16. Pitch for descent rate to obtain ground contact and 0 FPM descent at the same time.
  17. (A) If the approach becomes destabilized or uncontrolled, execute 4C procedure
  18. (B) If a touch and go is performed, execute 3C procedure.
  19. (C) If a full stop is performed, complete after landing check and clear of the hold short line
25
Q

Crosswind Approach and Landing - Configuration

A
  1. Follow normal landing configuration plus:
  2. Correct for wind in the traffic pattern
  3. Establish a crab or side slip as desired.
  4. Add speed to Vref as necessary
  5. Touch down on the upwind main tire as necessary
  6. Slowly increase aileron inputs into the wind to max deflection as speed reduces
26
Q

No Flap landing - Configuration

A
  1. Follow the normal landing configuration plus:
  2. Add 10 knots to your approach speed
  3. Flare more gently and allow more time and runway to dissipate the extra energy
  4. After touchdown allow more runway for the aircraft to slow down and stop
27
Q

Aborted Takeoff - Configuration

A
  1. If performance checks are unsatisfactory, or if any other abnormality occurs, make the decision to abort and commit to that decision
  2. Reduce power to idle immediately
  3. Maintain directional control. land the plane if possible.
  4. Call out abort abort abort
  5. Brake as necessary for runway length and conditions
  6. Inform CTAF/Tower of your decision and intentions.
28
Q

What are the 3 C’s

A

Control the aircraft
Configure the aircraft
Calculate performance

Control: Ensure that the longitudinal axis of the aircraft is aligned with the centerline and direction of travel. Limit speed and position controls for current wind conditions.

Configure: Set flaps 50% without looking away from the runway and confirm movement.

Calculate performance: Evaluate your current speed and runway remaining to ensure sufficient runway remains to perform the takeoff procedure.

29
Q

Touch and Go Operations - Configuration

A
  1. Follow the appropriate landing configuration prior to touch.
  2. Execute the 3 C’s procedure
    Control the aircraft
    Configure the aircraft
    Calculate performance
  3. Follow the appropriate takeoff configuration for the Go.
30
Q

Go Around/Rejected Landing - Configuration

A
  1. Decide to perform a go around
  2. Verbalize the decision to yourself and crew and apply the 5C procedure
  3. Cram: the power throttle and prop full forward smoothly
  4. Climb: first stop the descent rate without sacrificing airspeed, then pitch for Vy or Vx
  5. Clean: Once obstacles are clear and the aircraft is climbing, flaps 50% above 71 KIAS + 1/2 GF, flaps 0% above 85 KIAS + 1/2 GF, accelerate to 95 KIAS
  6. Course: make a plan to coordinate with traffic/procedures and fly it.
  7. Call: to CTAF/tower your decision to perform a go around and your intentions therafter.
31
Q

Maneuvering during slow flight - Configuration

A
  1. Complete pre maneuver flow as described on page 10.
  2. The ESP system must be deactivated by selecting disable on setup page 2 in Aux chapter
  3. Select an altitude that will allow completion of the maneuver at no less than 1500’ AGL
  4. Reduce power to slow the aircraft
  5. Maintain heading and altitude while slowing to the appropriate airspeed
    (75 KIAS flaps 0% clean)
    (70 KIAS flaps 50%)
    (65 KIAS flaps 100% dirty)
  6. Deploy flaps as appropriate for the desired configuration
    (50% below 150 KIAS)
    (100% below 110 KIAS)
  7. Maintain altitude with pitch until the desired airspeed is reached
  8. Once the desired speed is obtained pitch for airspeed and power for altitude.
  9. Recovery is achieved by adding full power and pitching for altitude while cleaning as speed builds.
    (50% flaps at 71 KIAS)
    (0% flaps at 85 KIAS)
32
Q

Power off Stalls - Configuration

A
  1. Complete the pre maneuver flow described on page 10
  2. The ESP system must be deactivated by selecting disable on setup page 2 in aux chapter
  3. Select an altitude that will allow completion of the maneuver at no less than 1500’ AGL
  4. Maintain altitude and heading while slowing and configuring the aircraft for landing
    (78 KIAS, 100% flaps)
    (turning stalls should establish a left or right bank of no more than 20 degrees)
  5. Establish a stabilized descent at 78 KIAS in the landing configuration.
  6. Slowly reduce the power to idle and pitch to maintain altitude
  7. Perform verbal call outs as the stall develops
    Call stall horn
    Call the buffet
    Call full break at uncommanded nose drop/full aerodynamic stall
  8. Recover by simultaneously applying full power, right rudder, and reducing pitch attitude sufficient to lower the wing below the critical angle of attack while minimizing altitude loss (100’)
  9. Once altitude can be maintained, reduce flaps to 50%, accelerate to 85 KIAS while maintaining altitude and heading, and then reduce flaps to 0%
33
Q

Power on Stalls - Configuration

A
  1. Complete the premaneuver flow as described on page 10
  2. The ESP system must be deactivated by selecting disable on setup page 2 in the Aux chapter.
  3. Select an altitude that will allow completion of the maneuver at no less than 1500’ AGL
  4. Set takeoff configuration then maintain altitude and heading while slowing to the appropriate speed.
    (Takeoff 71 KIAS flaps 50%)
    (Departure 95 KIAS flaps 0%)
  5. Apply full power and smoothly increase pitch to reduce airspeed at a rate of approximately 1 knot per second until stall occurs.
  6. perform verbal call outs as the stall develops
    Call the Horn
    Call the Buffet
    At full aerodynamic stall call Full Break
  7. Recover by simultaneously applying full power and reducing pitch attitude sufficient to lower the wind below the critical angle of attack while minimizing altitude loss (0’)
  8. Accelerate to Vy while maintaining altitude and heading, then clean the aircraft as appropriate
34
Q

Spin Awareness - Configuration

Spins are not approved in the Cirrus SR20

A
  1. Power to idle
  2. Ailerons to neutral
  3. Rudder opposite the spin
  4. Elevator forward to lower the AOA
  5. Hold these control inputs until rotation stops
  6. As rotation stops, neutralize the rudder.
  7. Apply aft elevator to level aircraft without exceeding aircraft load and speed limitations.
35
Q

Speed Turns - Configuration

A
  1. Complete the pre maneuver flow as described in page 10
  2. The ESP system must be deactivated by selecting disable on setup page 20 in the Aux chapter
  3. Select an altitude that will allow completion of the maneuver at no less than 1500’
  4. Set 55% power and note the airspeed the aircraft stabilizes at.
  5. Note the attitude that maintains steady flight
  6. Note the heading and the visual reference point (Cardinal directions are preferred)
  7. Smoothly roll to the desired bank angle while maintaining the same flight attitude.
    (45 degree for private)
    (50 degree for commercial)
  8. As back pressure increases on the elevator to maintain pitch attitude, add power to prevent airspeed loss. (start with 65% and adjust as necessary)
  9. Throughout the maneuver coordination must be maintained and pitch, power, and bank corrections should be small and smooth.
  10. Roll out should commence at 1/2 bank angle prior to the desired heading (approximately 22.5 degrees) during roll out slowly reduce elevator back pressure to maintain attitude and reduce power.

Pitch for attitude - Attitude
determines altitude
Rudder for coordination
Aileron for bank angle
Power for airspeed

36
Q

What does attitude determine in a steep turn?

A

Attitude determines altitude

37
Q

Turns around a point - Configuration

A
  1. Complete the pre maneuver flow as described on page 10
  2. Determine the wind direction by observing indicators, performing turns and feeling the aircraft. Then maneuver upwind to the desired point.
  3. Establish an altitude of 800 feet AGL
  4. Set 55% power and ensure airspeed is appropriate for the maneuver
  5. Enter with the wind, abeam of our point at a distance of approximately 1/2 mile
  6. Adjust bank angle as necessary to correct for the effects of wind and maintain a constant radius ground track about the point.
  7. After one complete revolution, depart the maneuver on the entry heading.
38
Q

Rectangular Course - Configuration

A
  1. Complete the pre maneuver flow as described on page 10
  2. Determine the wind direction by observing blowing dust, smoke, etc. and maneuver upwind of your desired point.
  3. Establish an altitude of 800’ AGL
  4. Set 55% power and ensure airspeed is appropriate for the maneuver
  5. Enter 45 degrees to the downwind leg and maintain a distance of 1/2 mile
  6. Turn abeam the corners of your rectangular point. Use bank angle to correct for wind drift in the crosswind sections.
  7. After one complete revolution, depart the maneuver on the downwind.
39
Q

S Turns Across a Road - Configuration

A
  1. Complete the pre maneuver flow as described on page 10
  2. Determine the wind direction and maneuver upwind of the desired point.
  3. Establish and altitude of 800’ AGL
  4. Set 55% power and ensure airspeed is appropriate for the maneuver
  5. Enter the wind and pick up a secondary reference point approximately 1/2 mile from the reference line.
    a. During the firs 90 degrees of the turn correct for the effects of wind by banking as needed to obtain a distance of approximately 1/2 mile away from the reference line
    b. During the second 90 degrees 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.
  6. Repeat the same process on the other side of the reference line (note that bank angles will be less due to wind)
  7. After completing both 180 degree turns, depart the maneuver at the downwind.
40
Q

Basic Attitude Instrument Flying Fundamentals - Configuration

A
  1. The OODA loop process should be used for all decision making in aviation and can be adapted to instrument flight

Observe instrumentation through the instrument scan
Orient to the information gathered during the scan and develop your situational awareness
Decide on a course of action
Act on the decision

41
Q

Constant Airspeed Climbs - Configuration

A
  1. Configure the aircraft per the POH to obtain the desired outcome
    VY: best rate of climb (95 KIAS 0% flaps) Best efficiency to cruise altitude
    Cruise Climb: (105 KIAS 0% flaps) Best time enroute and engine cooling
    Vx best angle of climb (75 KIAS 50% flaps) best obstacle clearance
42
Q

Constant Rate Climb -
Configuration

A
  1. Apply full power
  2. Establish a pitch attitude that produces the desired climb rate and note the airspeed.
  3. Slowly increase pitch to maintain the same rate of climb as DA increases. This will cause the airspeed to lower as the aircraft climbs. Monitor the airspeed bleed off.
  4. When Vx is reached, a constant rate climb can no longer be safely performed without risking an inadvertent stall entry.
43
Q

Constant Rate Descents - Configuration

A
  1. Clear the area below your intended flight path.
  2. Enrich the mixture in preparation for the descent.
  3. Note the CHTs and slowly reduce the throttle if the engine is cool enough to prevent shock cooling.
  4. As power is reduced the nose will naturally pitch down. Allow the nose to change pitch. Roughly 2.5 degrees below the horizon
  5. Maintain 500 ft/min on the VSI
  6. Maintain 2.5 degree nose low with pitch and adjust the power as needed to obtain the desired descent rate. the more power withdrawn the faster the descent rate will become.
44
Q

Constant Airspeed Descent - Configuration

A
  1. Follow constant rate descent action plus:
  2. Slightly adjust the pitch up or down to maintain a desired airspeed.
45
Q

Airspeed Changes - Configuration

A

Slower airspeeds:
(a) lower the throttle setting to reduce aircraft energy
(b) consider adding drag with configuration as necessary
(c) Pitch for airspeed
(d) Power for altitude

Faster airspeeds:
(a) Increase the throttle setting to increase aircraft energy
(b) consider removing drag with configuration as necessary
(c) pitch for altitude
(d) power for airspeed

46
Q

Recovery from unusual flight attitudes - Configuration

A
  1. Brief the procedure with the safety pilot
  2. The pilot flying should close their eyes and place chin to chest.
  3. Using only kinesthetic and vestibular systems, attempt to follow the safety pilots directions
  4. The aircraft should be flown in this manner until and inadvertent unusual attitude is encountered
  5. Once the unusual attitude is encountered, the safety pilot will call recover and the pilot flying will initiate the appropriate recovery procedure
  6. Look to the attitude and airspeed indicator to determine if the aircraft is in a nose high or nose low condition. Use both the aircraft feel and sound to determine the aircraft condition.
47
Q

Nose high unusual attitude recovery procedure

A
  1. Increase the power as necessary
  2. Lower the nose to a level flight attitude
  3. level the wings
  4. Return to the previously assigned heading and altitude
48
Q

Nose low unusual attitude recovery procedure

A
  1. Decrease power as necessary
  2. level the wings
  3. smoothly raise the nose to level flight attitude (avoid abrupt inputs)
  4. Return to the previously assigned heading and altitude
49
Q

Lost procedures

A

Confess you are lost
Climb to a higher altitude
Consult your resources
Conserve your fuel
Communicate: contact the nearest ATC facility for radar assistance
Comply: once outside help is obtained, follow the new guidance to the best of your ability

50
Q

What are the D’s of Diversion to Alternates

A

-Direction: Establish an approximate heading for the alternate destination

-Distance: Establish an approximate distance to the alternate destination

-Doable: Establish if the course is achievable

-Details: Once the aircraft is enroute to the alternate, utilize nav aids and maps to fine tune the flight plan information. Tune the appropriate frequencies, obtain weather, and make a plan for traffic pattern entry and landing.

51
Q

Emergency Descent - Configuration

A
  1. Complete the pre maneuver flow described on page 10
  2. The ESP system must be deactivated by selecting disable on setup page 2 in the aux chapter
  3. Establish an altitude that will provide sufficient time to perform maneuver
  4. Cool engine as much as possible prior to starting maneuver
  5. Pull power to idle
  6. Bank 45 degrees to the left
  7. Pick a landing spot directly below the aircraft
  8. Accelerate to Vno-5ish (160 KIAS) if calm conditions prevail, consider accelerating to Vne-5ish (195 KIAS) do not exceed the maximum speeds.
  9. Once airspeed is stabilized, evaluate the condition that caused the emergency descent
  10. if the condition is resolved, slow to best glide speed and continue with an emergency landing
  11. If the condition is not resolved, note the descent rate and use bank and speed control to fly the aircraft to the landing field as fast as safely possible. The descent should end in a maximum forward airspeed approach if possible.
52
Q

Emergency Approach and Landing - Configuration

A
  1. Airspeed: pitch for best glide (95 KIAS)
  2. Best place to land: set up an approach to the best landing field within gliding distance
  3. Checklist: If time allows, run the appropriate checklist to troubleshoot and secure the aircraft
  4. Declare: MAYDAY, MAYDAY, MAYDAY and state your location, intentions and souls aboard
  5. Evacuate: Plan and execute your exit from the aircraft after landing
53
Q

After Landing - Configuration

A
  1. Clear the runway at the nearest taxiway commensurate with speed
  2. Taxi past hold short line, leave room for other aircraft if possible.
  3. make a radio call clear of the runway.
    Contact ground if towered
    CTAF if untowered
  4. Complete after landing flow
  5. Complete after landing checklist
  6. Make a radio call with taxi intentions or clearance as appropriate.
54
Q
A

Flight Notes (17 decks)

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