I1prior to Performing In-Flightmaneuvers,Clearing Turns Are Made to Ensure There Is No

Clearing Turns

I1Prior to performing in-flightmaneuvers,clearing turns are made to ensure there is no traffic in the area.

I2While maintaining altitude, perform a 90° clearing turn to the left or right.

I3Reduce the power to 15 inches of manifold pressure.

I4Turn the airplane 90° back to the original heading and perform GUMP check.

I5For approach stalls, GUMP check with gear down when at or below 140 KIAS.

I6For departure stall, GUMP check with gear up.

I7For slow flight, GUMP check with geardown.

I8For drag demo, GUMP check with gear up.

I9Vmc demo, GUMP check with gear up.

I10Note, slow flight, drag demo and Vmc demo are not required for the ATP rating.

Steep Turns

I11Steep turns are a self clearing maneuver. The ATP applicant is required to perform the steep turn using a 45° bank angle where as the commercial applicant must complete it using 50° of bank.

I12While executing the turn, altitude must be maintained within 100 feet of the assigned altitude.

I13Perform a 360° turn to the left while maintaining bank angle within 5°.

I14Roll out within 10° of the entry heading.

I15Perform a 360° turn to the right while maintaining bank angle within 5°.

I16Roll out within 10° of the entry heading.

Approach Stall

I17To perform a power-off approach stall, first perform clearing turns and the GUMP check with gear down when at or below 140 KIAS.

I18Fully extend the flaps to 40° and maintain altitude as airspeed decreases.

I19For ATP applicants, stall recovery is made at the first indication of an impending stall, such as when the stall warning horn sounds.

I20For commercial applicants, stall recovery is made at the first indication of aerodynamic buffeting.

I21Recover with full power and decrease the angle-of-attack while maintaining altitude.

I22Retract the flaps slowly to 0°.

I23Establish a positive rate of climb by accelerating the airplane to 71 KIAS, the best angle of climb speed.

I24Retract the landing gear and accelerate the airplane to 85 KIAS, the best rate of climb speed.

Vmc Demo

I25When conducting Vmc demonstrations, keep in mind increasing altitude and/or temperature will decrease Vmc.

I26The higher density altitude reduces the horsepower produced by the operating engine, which results in less yaw. This lowers Vmc.

I27If Vmc decreases to the point it equals stall speed, a violent roll or a spin can occur.

I28If Vmc is less than the stall airspeed, the airplane will stall prior to reaching Vmc.

I29For reasons of safety, Vmc is demonstrated using limited rudder input,which results in simulated loss of directional control and allows demonstration of the proper recovery technique.

I30Limited rudder input is applied at 85 KIAS (Blue Line) while maintaining directional control.

I30The pitch attitude is slowly increased to reduce the airspeed about 1 knot per second while maintaining the limited rudder input.

I31As airspeed decreases, aileron input will be required to maintain the maximum 5° of bank towards the operating engine.

I32Due to the limited rudder input, directional control should be lost prior to the stall.

I33Prior to the Vmc demonstration, perform clearing turns and the GUMP check with gear up.

I34Close the left throttle at 100 KIAS while maintaining heading and altitude.

I35Increase power on the right engine to full power. Maintain heading and up to 5° of bank towards the operating engine.

I36Limit rudder input at 85 KIAS (Blue Line) while still maintaining entry heading.

I37Slowly increase pitch attitude, decreasing airspeed about 1 knot per second.

I38Announce and recover at first sign of: (A) Loss of directional control with limited rudder input; (B) First indication of stall from stall warning horn or aerodynamic buffet.

I39Promptly recover by simultaneously reducing power sufficiently on the operating engine while decreasing the angle of attack as necessary to regain airspeed and directional control.

I40Heading during recovery must remain within 20° of the entry heading and altitude loss must be minimal.

I41Recovery should not be attempted by increasing power on the simulated failed engine.

I42Slowly increase the operating engine’s throttle to full power and accelerate to 80-85 KIAS.