AIRBORNE INSTRUCTIONAL TECHNIQUE PATTER

CONTENTS

Sl No. Topic Page No

1. Why this booklet is important for you. 2

2. Taxying. 4

3. Take Off. 5

4. Climb. 7

5. Effect of Controls. 8

6. Effect of Power. 12

7. Effect of Air Stream and Slip Stream. 12

8. Straight and Level. 12

9. Level Medium Turns & faults in LMT 15

10. Climbing Turns. 17

11. Descending Turns. 18

12. Steep Turns. 19

13. Stalling. 22

14. Circuit and Landing (NAL & FAL) 25

15.. Flare Path Demo 29

16. Short/Bad weather circuit 30

17. Night Illusions 31

18. Side Slip and Forward Slip 32

19. Practice Forced Landing. 34

20. Partial Power Landing. 37

21. Glide Approach Landing 39

22. LOW Level Flying 40

23. Instrument Flying 40

24. Navigation 46

25. Pre-Take off Brief 49

26. Close Formation. 49

27. Spinning 55

28. Aerobatics 56

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 WHY THIS BOOKLET IS IMPORTANT FOR YOU

1. Demonstration of maneuvers and exercises in the air form an integral part of air
instruction. No demonstration is complete without an explanation for the important
elements of each exercise.

2. For any teaching to be effective, each lesson must be properly structured and it must
follow a logical sequence. Therefore, the elements of each maneuver, as described above
in this pamphlet must be strung into a set of instructions that flow fluently during each
demonstration. This set of instructions during the demonstration is called `patter'. These
instructions can be done in several ways and there is no `best patter' or `standard
patter'. Instructors have to vary their style to suit a particular pupil, their own flow of
words, and more importantly, to suit a situation that may occur unplanned.

3. The patter contained in this booklet is only a guide intended to indicate to student-
instructors how air instructions can be put together in conversational English. It is not
required to be memorized word for word and student instructors are free to choose their
own words or phrases without changing the essence or meaning, to explain any part of
an exercise. Nevertheless, it is worth noting the following points: -

a) Accuracy - Give accurate facts and figures during the patter without any
exaggeration.

b) Brevity - Use telegraphic language. Remain brief and to the point. Exclude any
irrelevant words or sentences.

c) Clarity - Speak clearly. Use simple words and short sentences. Do not be ambiguous.
Patter must not be rushed. Give an appropriate pause.

d) Logic - The sequence of patter should be logical. e.g. visual followed by instrument
indications and so on.

e) Modulation - Modulate your voice so as not to sound dull, monotonous, lifeless, or

under-confident.

f) Modification - Modify your patter to suit the prevailing circumstances. e.g. estimating
attitude during poor visibility conditions.

g) Synchronization - Patter must be synchronized with the manoeuvre, or else the demo
will be ineffective.

h) Pupil Participation - Get feedback from the pupil from time to time to assess
understanding by the pupil. Take the advice of your instructor in this matter at all
stages.)

i) Co-relation - As far as possible, while trying to teach a maneuver, a co-relation to

some previous exercise of similar nature helps in attracting the attention of the pupil
to the exercise in question and improves learning value. Similarly, after the demo,
an effort should be made to give a brief about the next related exercise that he will
learn in a subsequent (or same) sortie.

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4. One other point must be kept in mind. At TRAINING SCHOOL and during training,
renewal or standardization tests, etc., a certain amount of artificiality exists as there is
no `pupil' to whom you can teach. Also, flying time is limited to very few sorties.
Therefore, air instruction patter for each exercise has to be compressed into one or two
maneuvers unlike in actual teaching where each exercise would have to be split up and
taught in small bits depending on the rate at which each pupil picks up air instruction.
Nevertheless, the basic requirements of patter such as fluency, synchronization, and
voice modulation, remain unchanged. Therefore, you must develop a certain degree of
consistency in the delivery of patter.

5. Finally, remember that your patter must indicate exactly what the a/c is doing or what
your demonstration actually shows. Do not be tempted to recite a set patter when things
are not working out the way you expect. This is an important part of the modification.
Grant your pupil the intelligence to realize that a mistake has been committed, mention it
in your patter and then tell him why it was committed, what corrective action is to be
taken to avoid further errors once you have seen it occurring, what actions could be
taken to avoid recurrence, etc. Without this essential improvisation, your patter and your
instructional technique will fail to achieve the desired results.

6. As a guide, the sequence of patter normally is: -

(a) Introduction - Why or when the maneuver is to be carried out (if applicable), What the
maneuver is, and its parameters.

(b) Execution/pattern of the maneuver.

(c) Visual Indications/where to look.

(d) Instrument Indications (if applicable).

(e) Points of Engine Handling.

(f) Points of Airmanship.

(g) Faults / Corrections.

(h) Conclusion - Summary of the Demonstration.

7. The sequence of patter presented in this book are at random or as per the sequence in
which they are carried out at the TRAINING SCHOOL. At the FTOs, it will necessarily
commence with the Effect of Controls, to introduce the terms Horizon, Nose, and Attitude.
Similarly, Straight & Level and Medium Turns would have been taught before the pupil is
introduced to Climb / Descent and Climbing / Descending Turns and so on. Thus, while
trying to teach a new exercise, necessary assumptions could be made regarding the
previous exercise which is supposed to have been taught to the pupil earlier.

8. Items mentioned in brackets in the text which follows are not intended to form a part of
the patter. These are guidelines for you that would help you in achieving the parameters
intended to be achieved in that part of the exercise. At times, certain
instructions/guidelines which are to be given to the pupil have also been listed in
brackets, which are to be put forth in appropriately modified words.

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9. At TRAINING SCHOOL we always strive for improvements. Whenever you have any
constructive suggestions, please put your thoughts into action. Write it down and give it
to TRAINING SCHOOL.

NOTE: - The matter contained in this booklet is not to be quoted as an authority for any
purpose. (Read para 3 above carefully). Also note that the explanations/instructions
given in these patters to follow (within brackets) are, at times, applicable only to
TRAINING SCHOOL. Elsewhere, modifications to some aspects of these may be
necessary.

TAXYING

(Commence the patter after having obtained permission to taxy. For RW 22, a detailed Taxy
Patter is to be carried out after having taxied out of the flight line. If required, it may be done
while taxying back after landing. Having obtained permission to taxy out, set QNH on the
altimeter).

Having obtained taxy permission and finished the checks before taxy, I will now teach you
how to taxy this a/c. Taxying is the process of maneuvering the ac on the ground
under its own power. But first, the taxy out of the flight line which I now want you to
notice. Keep your feet UP on the rudder pedals and follow me gently on the controls. Close
throttle and wave off chocks in this manner. Notice the marshaller showing `Thumbs up' after
ensuring the chocks have been removed. Acknowledge Thums up. Now look at both sides and
ensure no other ac taxying out of the flight line. Release parking brakes while holding ac on
foot brakes. Now open throttle to 1200 RPM, look ahead and release brakes to move forward.
As the ac moves forward, close the throttle and gently apply both brakes to check their
serviceability. Brakes serviceable, continue taxying (reopen throttle if required and patter it).
Be alert while taxying in the dispersal. Keep a sharp lookout for personnel, vehicles, and
ground equipment. Notice the slow speed at which I am taxying. Now look to the right and
left. Check that no aircraft is taxying out and that the taxy path ahead is clear.

While taxying, you must maintain the correct direction and speed. To maintain direction,
keep the centreline of the taxy track passing between your legs at all times. If you happen to
go off the centerline (intentionally move off tcenterlineine) [Note 1], keeping the rudder
pedals central, apply a touch of left/right (opposite) brake to return to thcenterlinene at this
rate. Approaching the centerline, anticipate and re-apply the right/left (same side) brake to
straighten the nosewheel along the centerline. Notice the speed at which I am taxying - this
is the correct speed when on the taxy track. However, in the dispersal area maintain a slower
pace like I had shown you earlier. Once clear of the last ac in the dispersal, carry out the
Checks While Taxying (carry them out).

We are now approaching a 90° turn to the left/right (RW 22/04) Ensure speed correct, apply
full left/right rudder and a touch of brake. Looking at the centerline, maintain a constant rate
of turn like this by adjusting brakes and power if required. Ensure ac turning smoothly. To
stop the turn, anticipate and apply full opposite rudder and a touch of brake. Once on the
parallel taxy track, taxy at this speed [See Note 2]. If the speed is too high (demo), first
throttle back fully and then apply partial brakes intermittently till the ac slows down to a
correct speed. Thereafter maintain correct speed by keeping throttle to 1000 RPM and using
brakes judiciously when required.

Notice we have an upslope, while using same power the aircraft speed is slowing down,
increase power appropriately so as to maintain correct taxy speed. Now we have a down
slope, reduce power to reduce taxy speed of the aircraft. Notice the taxy speed is still

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increasing inspite of reducing the power. This is happening due to the inertia of the aircraft.
Hence use both brakes simultaneously to slow down to the correct Taxy speed.

Action in case of Break Failure during Taxy. Notice even after applying both brakes
simultaneously, the aircraft speed is not reducing. Close throttle (to idle). Pump both the
breaks to revive brakes effectiveness. Apply brakes. If brakes are ineffective, switch off the
engine. Aircraft stops. Await assistance.

Points of Engine Handling. Throttle movement should be smooth. Monitor engine

parameters frequently. After prolonged taxying at low power setting the engine should be
cleared at the designated point (if required as per SOP).

During Prolonged Taxy. Look ahead on the taxy track. Can you see a white line painted
across its width? We shall stop on that line to clear the engine. To stop the ac, close the
throttle and gradually apply both the brakes simultaneously till the ac comes to a halt.
Parking brakes on, RPM 1200, check ac not moving forward. Now, open RPM to 1800,
recheck ac not moving forward and hold for 10 to 15 seconds to clear the engine. Close
throttle, release parking brakes and start the forward motion in the same way I taught you
earlier. That was taxying. [See Note 3] Do you have any questions?

Points of Airmanship. You must taxy at the correct speed. Keep a good look around and a
listening watch on the R/T. Have a mental picture of all ac taxying in or out. Maintain at least
50m behind a Cessna aircraft and 150 m behind any other ac. Make use of taxy track lights to
judge the distance.

Points of Engine Handling. You must not use power against brakes except when
necessarily required like during turns. Be smooth with throttle operation. Before bringing ac
to a stop, ensure throttle closed first. After prolonged taxying at idle power, clear the spark
plugs at the designated points as briefed to you as per SOP.

Notes:-

1) Do not patter moving off the centerline. Patter moving back onto the centerline.
2) For RW 04, wait to cross Apron before continuing with the patter.
3) For RW 22, call out the Instrument Checks in the single right turn available before the
V/A pt. Teach turns while taxying back after landing. (Tell him that).
4) Do not demonstrate going off the centerline in dispersal or taxying behind/ahead in the
flight line.

Likely Faults

(a) Harsh throttle manipulation.

(b) Inadequate appreciation of ac inertia.
(c) Looking (rather than glancing) inside during taxy checks.
(d) Tendency to taxy fast during long runs (RW 22).

TAKE OFF

Introduction

After having taught you how to taxy the ac. Today, I shall teach you a take-off. A take-off
in this ac is carried out with full throttle, flaps down to take off, unsticking at 55 kts

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and climbing away at 65 kts. Before entering the RW, we have to stop at the Vital Actions
point.

Now the Vital Actions point. It is located on the link taxy track after the left/right turning
ahead of us and is marked by two continuous and two broken yellow lines painted across the
taxy track. During this turn, we will also carry out instrument checks in the turn (if
applicable). (TSI/DI & Compass/ A/H). Now can you see the Vital Actions point? At this
distance ensure, throttle closed and start slowing down. Gently stop the ac on the centerline
of the taxy track so that you have bodily stopped the aircraft before two continuous yellow
lines. Put parking brakes ON, RPM 1000, ac not moving forward. (If carrying out V/A halfway
through the turn, modify the following para accordingly)

Notice the Vital Actions point is so located that you can see the base leg and
approach on your left/right and the RW. Here we carry out our Vital Actions. As the
name suggests, these actions are vital for the safety of the aircraft and its
occupants. Do you know the Vital Actions? Today I shall carry them out, you follow me
around. Vital Actions are carried out as per the checklist. (using the mnemonics or in a
sequence). Emergency actions (Cover actions for Abort Take Off and Engine Failure after
take-Off above and below 180 m/500 feet AGL (Above Ground Level). Force Landing Field for
the RW to be nominated.

Having completed the vital actions and pre-takeoff emergency briefing, now we are ready for
the lineup. For this, ensure no ac on the Base Leg, approach and RW and ask for a lineup in
this manner (R/T call). On being cleared for line up, acknowledge the sector allotted before
moving forward for the line-up. Call out the offset required depending upon the
reported/actual winds.

Close throttle, holding the ac on toe brakes release parking brakes, increase RPM to 1200,
release toe brakes and move forward. Taxy on the centerline at normal taxying speed aiming
to enter the RW at 90°. Look left/right and, once again check base leg and approach clear.
Now look to right / left. Bodily entering the RW, commence a turn right / left towards the
center of the RW marked by a continuous yellow line. Can you see it? Looking at the entire
length of the centerline of the Runway, control the turn so as to roll out with the centerline
straight ahead, passing between your legs. Close throttle, roll forward to ensure nose wheel
straight, and without losing direction bring the ac to a gentle halt. This is the correct line-up
procedure.

Hold the ac on brakes, RPM 1000. Check a/c not moving forward. Carry out line up checks
(Check DI and Compass showing approx RW heading of____). Obtain take-off clearance. (R/T
call). On being cleared for take-off, increase RPM to ____. Check engine running smoothly.
CHT, Oil temp & pr within limits (call out). Gently follow me on controls. Check rudder
central, stick neutral and into the wind in case of crosswinds. Looking at the far end, release
both brakes simultaneously and smoothly open full throttle. Initially maintain direction with a
touch of brakes and rudders if required. Approaching the first marker, check ASI registering,
rudders effective, slide your feet down maintaining required pressure on rudders and now
maintain direction with rudders only. Speed approaching 55 kts gentle backward pressure on
the stick to get airborne. Safely airborne, check wings level, speed increasing to 60-65 kts in
a shallow climbing attitude and offset nose (if required) to track along the centerline.
Recheck speed 65 kts, apply breaks to stop wheel rotation, raise the nose to this attitude to
maintain speed. Carry out checks after take off at 300 feet AGL (carry them out) As you
raise the flaps to fully UP, hold attitude and trim the aircraft for climb attitude. Keep
a sharp lookout for birds and other ac. Remember all the spacing on circuits is done on this
leg alone. Approaching 500 feet, look around, check turn path clear and roll into a climbing

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turn to the left/right. Check bank correct, ball in the center and speed 65-70 kts. Now look
back at the RW to check for drift if any. That was a take-off. Do you have any questions?

Likely Faults
(a) Incorrect line-up.
(b) Inadequate directional control.
(c) Incorrect attitude after take off.
(d) Loss of direction.

CLIMB

Introduction (Short of reaching a point on the ground)

Today I shall teach you a climb. Climb is carried out with full throttle and at a speed of
65-70 kts. Before we commence the climb, we must select a direction and ht to climb to. For
today`s demonstration, we will climb on an initial heading of ____° and to a ht of____. (Also
bring out the specific pattern/height restrictions of circuit leaving procedure as applicable).

Initial Climb (After crossing Pt)

Before we start a climb, we must carry out certain checks. I shall now carry them out. Check
CHT/Oil Temp/Oil Pr, Fuel sufficient/imbalance within limits. Ensure climb path clear. Now
gently follow me on the controls. To commence climb, maintaining wings level and direction
constant, open full throttle smoothly and simultaneously raise the nose to an approximate
attitude which you think will give 65-70 kts. Hold this attitude, and allow the speed to settle
down. Trim the ac. Notice the speed is settling down at _____ (75) kts. Obviously, this
attitude is low. Therefore, raise the nose to this attitude. Hold and trim the ac. Allow the
speed to settle down. Now the speed is steady at 65-70 kts, retrim the ac.

Visual Indications

Look outside and notice the attitude also the wings are level/ nose of the aircraft is parallel to
the horizon. The wingtips are equidistant below the horizon and direction is constant at 65-70
kts. This is the correct attitude for a climb and I want you to remember it.
Instrument Indications

Glance inside for instrument indications.

(a) A/H model ac above horizon bar, wings parallel and bank pointer showing no bank.
(b) ASI - Steady at 65-70 kts.
(c) Altimeter - Showing a steady increase in height.
(d) Compass and DI steady on ________°.
(e) TSI - Needle showing no turn, ball in the center.
(f) VSI - Showing a ROC of ____ ft/s.

Points of Engine Handling

(a) Due to the high-power settings and low forward speed the engine temperatures and
pressure may go outside their limits. Therefore, check the engine parameters at every
1000 feet of climb. We shall also lean out the mixture as given in the SOP. We shall
carry them out now (call out). Should you find parameters outside the normal limits,
abandon the climb and return to base at reduced power setting and land on priority.

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(b) Fuel consumption during a climb is high. Therefore, keep a regular check of the fuel
contents and the imbalance.

Points of Airmanship

(a) Confirm that you are following the intended path on the ground and know your position
in relation to some prominent landmark at all times. For example, _______.

(b) Avoid flying over built-up or prohibited areas.

(c) Do not fly over large expanses of water or through clouds. (If clouds are present,
show how to avoid them).

(d) Keep a sharp lookout for birds and other ac and listen out on R/T.

Remember, no climb is complete till you level out at the chosen ht and direction.
What is your altimeter reading? Anticipate by approx 40 feet before the chosen ht, pick up a
point straight ahead, lower the nose to level attitude, hold level attitude, speed approaching
85 kts, reduce RPM to 2000 and trim forward for level attitude. Remember the faults that you
are likely to commit in a climb are that of incorrect attitude and inadequate trimming. Also, if
your wings are not level or the TSI ball is not in the center, you will lose direction. That was a
Climb. Do you have any questions?

Note-1 While showing instrument indications, start from the A/H and point at the instruments
either in the clockwise or anticlockwise direction.

Note-2 Climb patter should normally be terminated about 100 feet before the level out height
in order to commence the introduction for the next patter exercise.

EFFECTS OF CONTROLS

(RPM 2000, mixture adjusted IAS ~ 85 kts, ac trimmed for level flight.)

Introduction

Today I will show you the effects of primary and ancillary controls on the flight path of the ac.
Before that, I want you to understand three terms, the Horizon, Nose and Attitude.
Look all around you, notice the sky appears to meet the earth at a distance. The line of
demarcation between the sky and the earth is called the Horizon. The forward-most portion
of the cowling just behind the propeller is referred to as the Nose of the ac and the
position of the nose in relation to the horizon is called the Attitude. I want you to
understand these three terms clearly and remember them as I will be referring to
them frequently.

PRIMARY CONTROLS

Now I will show you the effects of the primary controls. These are the Elevator, Aileron and
Rudder.

Elevators. First the effect of elevators. Look outside and notice the attitude. Also, notice the
instruments indicating Straight & Level Flight at a speed of_____kts and a height of ____feet.
Now follow me gently on the controls. As I move the stick back, notice the nose comes up
above the horizon. Glance inside, the airspeed reduces, the VSI shows a climb and the

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altimeter shows an increase in ht. Similarly, if I move the stick forward, the nose goes down
below the horizon. Glance inside, the airspeed increases, the VSI shows a descent and the
altimeter shows a loss of ht. This movement of the ac around its Lateral Axis is called
Pitching and is controlled by the Elevators.

Aileron. Now the effect of ailerons. Look outside and notice that the wingtips are equidistant
below the horizon on both sides. Continue to follow me gently on the controls. As I move the
stick to the left, the nose of the aircraft tilts to the left with respect to the horizon, the left-
wing goes down below the horizon and the right-wing comes up above the horizon. (apply the
opposite rudder to minimize the yaw which will set in) Similarly, as I move the stick to the
right, the nose of the aircraft tilts to the right with respect to the horizon, the right-wing goes
down below the horizon and the left-wing comes up above the horizon. This movement of
the ac around its Longitudinal Axis is called Rolling and is controlled by the Ailerons.

Rudder. Now the effect of the rudder. Look outside, notice the direction in which the nose is
pointing and pick up a point straight ahead. Continue to follow me gently on the controls. As
I apply the left rudder, the nose moves to the left away from that point. (apply opposite
aileron to prevent roll with yaw) And as I apply the right rudder, the nose moves to the right
towards that point. This movement of the ac around its Normal Axis is called Yawing
and is controlled by the Rudders.

Movements in relation to the Ac Axis

Remember that these movements of the a/c are in relation to its own axis and not in
relation to the horizon. To demonstrate this, I put on a bank to the left and move the
stick forward. The nose still goes down, but at an angle to the horizon. And, as I move the
stick back, the nose still comes up, but at an angle to the horizon. (Ensure you move the stick
forward first because it would be difficult to show the nose drop once you initiate the turn with
backward pressure).

Similarly, if I put on a bank to the left and apply the right rudder, (Apply the top rudder first
because it would be difficult to show the nose going up after the turn sets in). the nose still
moves towards the right but at an angle to the horizon, and as I apply the left rudder, the
nose moves towards the left but at an angle to the horizon.

Do you have any questions so far?

Further Effects Of (Primary) Controls

(RPM 2000, IAS ~ 85kts, ac trimmed for level flight.)

Introduction. Now I shall show you the further effects of Ailerons and the Rudder.

Ailerons I want you to hold the rudder pedals in the central position. I shall not apply any
rudder. As I move the stick to the left, the nose of the aircraft tilts to the left with respect to
the horizon (Apply very less aileron and hold on to it). But look at the nose, the ac is yawing
to the left even though we did not apply any rudder. If this is allowed to continue, notice the
aircraft pitches down/nose drops and gets into a spiral. Notice the aircraft descending around
a spiral path. (Allow the nose to drop to a gentle descending attitude). To recover, get wings
level using ailerons and ease out of the dive. Therefore, you saw that a roll caused a
yaw to the same side, followed by a pitch down. This is called the further effect of
ailerons.

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Rudder I want you to place your feet on the rudders and hold the stick in the central
position. I shall not apply any ailerons. As I apply the right rudder, the ac yaws to the right.
But notice that the nose of the aircraft tilts to the right with respect to the horizon even
though we did not apply any ailerons. If this is allowed to continue, the ac gets into a spiral
as in the case of the ailerons. To recover, centralize rudders, get wings level with ailerons
and ease out. Therefore, you saw that a yaw caused a roll to the same side, followed
by a pitch down. This is called the further effect of rudders.

Summary: To summarise, the rudders and the ailerons have further effects as I have
demonstrated to you just now. Therefore, whenever you need to use these controls
particularly, ensure that you “hold off” after the desired result has been achieved. Also,
remember that you may also need to use the elevator to ensure that the nose does not drop.
Do you have any questions?

ANCILLARY CONTROLS

Effect of Trimmers

(RPM 2000, IAS ~ 85kts, ac trimmed for level flight.)

Introduction Now I will show you the effect of trimmers. The ac has got two trimmers -
Elevator and Rudder Trimmers. First the operation and effect of the elevator trimmer. Gently
follow me on the controls.

Effect of the Elevator Trimmer I want you to maintain this attitude with the help of the
stick irrespective of the pressures you may feel on it, and keep your right hand on the
elevator trimmer. As I move the elevator trimmer forward, notice you require increasing
backward pressure on the stick to maintain the same attitude. (Backward pressure is felt
on the fingers when you are holding the same level attitude or desired attitude) As I
move the trimmer back you require less backward pressure to maintain the attitude and now
any further backward movement of the trimmer, you require forward pressure to maintain the
attitude. (Forward pressure is felt on the palm when you are holding the same level
attitude or desired attitude) Now I want you to move the elevator trimmer till you
require/feel no pressure on the stick to maintain the desired attitude. Remember Trimming
is carried out to remove pressures felt on the stick and not to correct the attitude.
Hence, backward pressure trim backward, Forward pressure trim forward to remove
pressures felt on the stick to maintain a desired attitude.

Effect of the Rudder Trimmer I want you to pick up a point straight ahead and maintain
this direction with the help of the rudder, irrespective of the pressure you may feel on it.
Notice the rudder trim indicator. As I move the rudder trimmer to the left, you require
increased pressure on the right rudder to maintain direction. (Rudder pressure is felt on
the Toes of the foot) As I now move the rudder trimmer to the right, the pressure on the
right leg decreases and as I move the rudder trimmer further right, you require left rudder
pressure to maintain direction. Now I want you to move the rudder trimmer till you require
no rudder pressure to maintain direction. Also, remember, the correctness of rudder
trimming is indicated on the instrument OR by the TSI ball being in the center in a
wings-level flight holding no rudder pressures.

Summary: Remember that all changes in airspeed and power to maintain the desired
attitude will require a change in trim setting. Also, the trimmers are required only
to relieve the pressures from the main controls, and should never be used to change
the attitude or direction. Accurate trimming enhances accuracy and reduces fatigue. Even

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if the trimmers are not available, this ac can be landed comfortably. Do you have any
questions?

Effect of Flaps

(RPM 2000, IAS ~ 85 kts, ac trimmed for level flight.)

Now I will show you the effect of flaps. Notice the altimeter reading _______. Ensure speed
below the flap limiting speed of 110/85kts and looking outside, lift the collar and lower the
flaps fully down. Notice that as the flaps go down to 30 Degrees/full landing flaps, the nose
goes down and the ac losses ht. (Let the ac lose ~30m to 50m ht. Do not allow the speed to
increase to more than 85 Kts. Do not trim). If I were to maintain ht, I need to raise the
attitude. As I do that, the airspeed reduces. To maintain ht and speed I will have to open
throttle, which I will not do for this demo. Note the ht loss. (Allow the speed to drop to
75kts). We shall now maintain this new height.

Now lift the collar and raise the flaps fully up. Notice that as the flaps go up, the nose comes
up slightly, but the ac starts to sink and lose ht. Notice the VSI and altimeters showing a
descent. (Lose 20-30 m ht @ 2 m/s). Now the flaps are fully UP. The speed starts increasing
slowly and the ac resumes level flight; But in the process, we have lost height. Look at the
altimeter and tell me the ht loss. (Regain ht and speed by opening the throttle and level out
once again with 2000 RPM, speed 80 to 85 kts).

This ht loss can be dangerous close to the ground. Therefore, I will now teach you the
correct method of lowering and raising flaps without any gain or loss of height and speed
variation. This is done by anticipating the attitude changes and retrimming whenever you
lower or raise the flaps, adjusting power to cater for changing drag. Follow me gently on the
controls. Check speed below flap operating limit, altimeter reading _____. Looking outside,
lower the flaps fully down. As the flaps go down to 30 degrees/full landing flap, allow the
nose to go down to this (lower) attitude (hold VSI zero) and hold with a little backward
pressure on the stick. Throttle to 2200RPM to maintain speed. Trim back. Check flaps down
visually and note the lower attitude with flaps down. Notice we have not gained or lost
any height.

Now looking outside, raise the flaps fully up. Allow the nose to come up, anticipate and hold
this attitude (slightly higher - to hold VSI zero) with a little forward pressure on the stick,
reduce throttle to 2000RPM and trim forward. Check the flaps are visually up and note the
attitude with flaps up. Once again notice that we have not gained or lost any height or speed.

Summary: While operating flaps you must anticipate the attitude changes and apply
the required pressures on the stick and retrim. Remember never operate flaps below
150 feet AGL (accept when going around during landing phase, raise flaps from 30 degrees to
20 degrees to 10 degrees at 60 kts speed and safe height) and in case the flaps fail to come
down, you can safely make a landing without flaps. Do you have any questions?

Likely Faults (Effects of Primary and Ancillary controls)

(a) Stiffness leading to jerky movements.

(b) Incorrect / Inadequate trimming.
(c) Operation of ancillary controls outside the limits of design height & speed.

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 EFFECT OF POWER

(RPM 2000, IAS ~ 85kts, ac trimmed for level flight.)

I will now show you the effect of power on the flight path of the ac. The ac is flying straight
and level with the throttle set to 2000RPM. Pick up a point straight ahead and notice that as I
close the throttle, the nose goes down and to the right, and as I open full throttle, the nose
comes up and to the left. (Due to overall effect of Torque reaction) Therefore, whenever
there is a change of power, anticipate and take corrective action to maintain attitude and
direction.

Do you have any questions?

EFFECT OF AIRSTREAM AND SLIPSTREAM

(RPM 2000, IAS ~ 85kts, ac trimmed for level flight.)

Introduction I will now show you the effects of Air Stream and Slip Stream on the controls.

Air Stream Notice we are now cruising at 85kts with 2000RPM. Now feel the effectiveness of
the controls. To show you the effectiveness of the controls at a higher speed, now I increase
the airspeed to 110kts by putting the ac in a dive. Notice that at this higher speed the
controls are heavy and very effective. Maintaining the same engine power, I now reduce the
speed to 60kts in a climbing attitude. Notice once again, the RPM is same but at this lower
speed the controls are lighter but sluggish.

Slipstream At a speed of 65 kts and the power required to maintain level, now notice the
effectiveness of all the controls. Now, I open full throttle and climb at 65kts. Notice speed is
same but at this higher RPM, the effectiveness of the elevator and rudder increases but that
of the ailerons is unaffected. Now I close the throttle and glide at 65kts. Notice once again
speed is same but at the lower RPM, the effectiveness of the elevator and rudder decreases
but the effectiveness of the ailerons is still the same.

Summary Therefore, to conclude, the airstream affects all the three controls whereas
the slipstream affects only the elevator and the rudder because the ailerons are
outside the slipstream.

STRAIGHT AND LEVEL

Introduction (approximately 100 feet to go for the height desired for level flight) Today I
shall teach you straight and level flying. First at cruise power setting of 2000RPM, which
will give an approx speed of 85kts. We must first select the height and direction to fly. For
today's demonstration, we shall fly at a height of 2000 feet on direction of _____°.

Anticipate by approx 40feet before the chosen ht, pick up a point straight ahead and lower the
nose to an approx straight and level flight attitude. As the speed starts to increase beyond
80kts, reduce power to 2000RPM and trim the ac. Notice that the altimeter and VSI are still
showing a gain in height. Obviously, this attitude is high. Therefore, lower the nose further,
hold and retrim. But now notice the altimeter and VSI are showing a loss of height, so this is
a low attitude. Therefore raise the nose slightly to an attitude in between, hold and trim the
ac.

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Notice that the altimeter is now showing a steady height. But look at the nose, we are losing
direction to the left. Notice that our left-wing is low. So to maintain direction get wings level.
(The ac is now heading 20°-30° to the left of selected direction). Similarly, if the right-wing
had been low, we would have lost direction to the right. Now to regain direction, gently put
on right bank with rudder till you get back to the original heading and check wings level.

But look at the nose, we are losing direction to the right even with the wings level. Glance
inside and notice that the ball is not in the center and is to the left. Apply sufficient left
rudder to get the ball in the center. Regain lost direction.

Now, for the cruise conditions, I bring the pitch lever back slowly, looking at the RPM
gauge, till it registers an increase in RPM by 50 (with reference to 2000RPM for level flight).
Now, the power is selected correctly for cruise conditions. Ensure that there is no abrupt rise
in CHT and that it remains within the normal max limit permitted. In case the CHT tends to
rise abruptly, make the mixture richer by increasing the fuel flow.

Visual Indications Now notice that wings are level, the ball is in the center, height is
constant and we are maintaining the desired direction. This is the correct level attitude for
straight and level flying under cruise conditions at this height, which gives us a
speed of 85kts. I want you to remember this attitude.

Instruments Indications Look around and glance inside for instrument indications.

(a) Artificial Horizon - model ac on the horizon bar

(G-1000 nose of the model aircraft at 2.5 degrees) and bank pointer showing no bank.
(b) ASI - steady at _____kts.
(c) Altimeter -showing a constant height of 2000feet.
(d) Compass and DI - showing a steady heading of____°.
(e) TSI - ball and needle in the center.
(f) VSI - zero.

Points of Engine Handling

(a) Ensure that the power selection is correct.

(b) Check the engine parameters and fuel at regular intervals.

Points of Airmanship

(a) Stay in the LFA and know your position in relation to a prominent landmark at all times.
(b) Avoid flying over built-up or prohibited areas.
(c) Do not fly over large expanses of water or through clouds.
(d) Keep a sharp lookout for birds and other ac and listen out on R/T.

Do you have any questions so far?

Straight and Level at Higher Speed (110kts)

Do not be under the impression that you can fly straight and level at only one speed. You can
fly at a higher or lower speed by increasing or decreasing power respectively.

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Now, I will show you how to fly straight and level at a higher speed. (If starting from cruise
conditions) For this demo, I initially select mixture to fully rich (emphasize and do this slowly).
Now, I open full throttle and forward pressure to maintain attitude. Notice the speed starts
increasing and if I maintain the same attitude, the aircraft tends to gain height. Glance
inside, VSI and Altimeter show a climb. Therefore, to maintain height as the speed increases,
I have to progressively lower the nose to reduce the angle of attack. To relieve pressures,
trim forward and apply rudder as required. Notice the speed has settled down at ----(110kts)
(trim the ac). Notice the level attitude at higher speed is lower and the same is
indicated by the Artificial Horizon. Other instrument indications remaining the same.

Straight and Level at Lower Speed (80kts)

Now I will show you straight and level flying at a lower speed. For this demo, (ensure mixture
rich as in the demo for high speed) I reduce power initially to 1500RPM for faster
deceleration. Notice the speed starts reducing and if I maintain this attitude the ac tends to
lose height. Therefore, to maintain height progressively raise the nose as the speed reduces
to increase the angle of attack. To relieve pressures, trim back and apply rudder as required.
Speed coming to 80kts, I readjust power to fly level at this speed. (approx 2000RPM). The
speed is now steady at 80kts. Incidentally, this is the Endurance speed of the ac where
the power required to maintain level is the least. And, for max endurance, you must
also reduce the RPM to 2000, while flying at the lowest practicable height. I shall not be
doing this for the purpose of this demo. (trim the ac and readjust the power if required to
maintain this speed). Also notice that the level attitude is higher and the same is
indicated by the Artificial Horizon. Other instrument indications remaining the same.

Straight and Level at Even Lower Speed (55kts)

You can fly straight and level at an even lower speed. Now For this demo (ensure mixture
rich), I initially reduce power to 1500RPM. As the speed starts reducing, to maintain constant
height, I have to progressively raise the nose as before. Now notice the speed is 55kts, much
lower than 85kts (trim the ac), and to maintain this speed and height I need to increase
power. We are once again flying straight and level and the speed has settled down to 55kts.
But notice the power is 2100RPM, whereas to fly at a higher speed of 85kts we required only
200RPM. Also, the level attitude is much higher and the same is confirmed by the
Artificial Horizon. Other instrument indications remaining the same.

To summarise, you can fly at an even lower speed. But to fly below the endurance speed,
you require more power.

Flying at Two Speeds for the Same Power Setting

Now I will demonstrate to you that with the same power setting you can fly at two different
speeds. To demonstrate this, without changing the power setting, I lower the nose. Notice
that the ac initially loses height but as the speed increases, (trim as required) we are once
again flying straight and level maintaining the same power. The speed is 85kts. Therefore,
we can fly straight and level at two different speeds maintaining the same power
setting except at the power required to maintain the endurance speed, and, this is
the speed where minimum power is required for level flight.

Summary Straight and Level flying is to maintain the desired ht, speed, and direction. Any
change in speed would require a corresponding change in power, attitude and trim. Do you
have any questions?

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 LEVEL MEDIUM TURNS

(RPM 2000, IAS ~ 85, Ac trimmed for straight and level flight)

Introduction Today I shall teach you level medium turns. A level medium turn is a
gentle turn carried out in level flight, on this ac with about 15°-20° bank.

Demo I (Visual Indications)

First, I will teach you a turn to the left in which I shall point out the visual indications. Gently
follow me on the controls. Look around. Check right/front/left clear. Maintaining this level
attitude put on bank to the left at this rate, with sufficient rudder to prevent slip. At this
angle check and hold the bank constant, slight backward pressure to maintain attitude.
Notice the attitude in a level left turn, the inclination of the nose of the aircraft with
respect to horizon. The nose is traveling on the horizon. I want you to remember
this attitude in a turn to the Left. The outer wing cutting the horizon approx midway, the
inner wing below the horizon, and the nose travelling along the horizon at a uniform rate. This
is a correct medium turn to the left. Look around during the turn, especially inside the turn.
(Approx 45° to go for roll out hdg) To roll out, select a point (nominate), anticipate by 10°-
15° and maintaining attitude, start taking off bank with sufficient opposite rudder to prevent
skid, relax backward pressure and roll out with level attitude. Check correct level attitude,
wings level and ball in the center. Check CHT/Oil Temp/Oil Pr, Fuel sufficient/imbalance within
limits. Look around and orientate.

Demo II Instrument Indications

Now I shall teach you a turn to the right in which I will point out the instrument indications.
Continue to follow me on the controls. Look around. Check left/front/right clear. Maintaining
this level attitude put on bank to the right at this rate, with sufficient rudder to prevent slip.
At this angle check and hold the bank constant, slight backward pressure to maintain attitude.
Notice the apparent change in the attitude due to side-by-side seating. The nose is
tilted with respect to horizon. The nose is traveling slightly below the horizon. I
want you to remember this attitude in a turn to the right. Look around and now glance
inside for instrument indications. A/H shows approx 15°-20° bank, TSI shows medium rate
one turn to the right and ball in the center, DI and Compass showing an increase in the
heading. The rest of the indications are the same as for level flight. Look around during the
turn. To roll out, (select a direction on the compass) on ___°. Anticipate by approx 10°-15°
and maintaining attitude, start taking off bank with sufficient opposite rudder to prevent skid,
relax backward pressure and roll out with level attitude. Check correct level attitude, wings
level and ball in the center. Check CHT/Oil Temp/Oil Pr, Fuel sufficient/imbalance within limits.
Look around and orientate.

Points of Engine Handling

Points of engine handling are the same as for straight and level flying.

Points of Airmanship

Points of airmanship are also the same, but in addition, you must look around before and
during the turn and must orientate after rolling out of the turn.

Faults in a Level Medium Turn

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Now you have controls. Show me a level medium turn to the left/right. (After the turn, take
over the controls from the pupil). Considering that it was your first attempt, the turn
was quite nice. However, you did commit a few faults. (Tell him the major faults he had
committed). Now I will show you the common faults and teach you how to correct for them.
The common faults are Incorrect Attitude, Bank or Balance (Slip/Skid).

Demo III Incorrect Attitude

First, I will show you the fault of the incorrect attitude and teach you how to correct for it in a
level medium turn to the left. Look around. Check right/front/left clear and roll into a level
medium turn to the left. Notice the bank is correct, the ball is in the centre but the attitude is
high. Glance inside, notice speed is reducing, VSI and altimeter showing again in ht. To
correct for it, maintaining the bank constant, relax backward pressure to lower the
nose to the correct attitude and hold. Check nor gaining or losing height. Now we are
turning correctly. Look around in the turn. Now notice that bank is correct, the ball is in the
centre but the attitude is low. Glance inside, notice speed is increasing and we are losing
height. To correct for it, maintaining the bank constant, increase backward pressure
on the stick to get the nose to the correct attitude and hold. Check not losing or
gaining height. Once again, we are turning correctly. Roll out. Check correct level attitude,
wings level and ball in the centre. Check CHT/Oil Temp/Oil Pr, Fuel sufficient/imbalance within
limits. Look around and orientate.

Demo IV Incorrect Bank

Now I will show the fault of incorrect bank and teach you how to correct for it in a level
medium turn to the right. Look around. Check left/front/right clear and roll into a medium
turn to the right. Notice the attitude is correct, the ball is in the centre but nose of the
aircraft is tilted at a shallow angle. Look at the wings. They are also tilted at a shallower
angle and nose is travelling at a slow rate. Glance inside, notice Artificial Horizon indicating
only 10° bank. To correct for it, maintaining attitude and ball in the centre, increase the
bank to the correct angle. Now we are turning at the correct rate. Look around, especially
inside the turn. Now notice that attitude is correct, the ball is in the centre but the nose of the
aircraft is tilted at a steep angle. Look at the wings. They are also tilted at a steeper angle
and nose is travelling at a fast rate. Glance inside, notice Artificial Horizon indicating 30°
bank. To correct for it, maintaining attitude and ball in the centre, reduce bank to the
correct angle. Now once again we are turning at the correct rate. Roll out. Check correct
level attitude, wings level and ball in the centre. Check CHT/Oil Temp/Oil Pr, Fuel sufficient
imbalance within limits. Look around and orientate.

Demo V Incorrect Balance (Slip / Skid)

Now the fault of incorrect balance, that is slip and skid, and the method of correction in a
medium turn to the left. Remember, for balanced flight, apply the rudder to the side where
the ball is off centre (kick the ball). Look around. Check right/front/left clear and roll into a
level medium turn to the left. Notice the attitude and bank are correct but the nose is
travelling along the horizon at a slow rate. Can you feel the slipping sensation? The
nose is travelling along the horizon at a slow rate. Glance inside, the ball is to the left
indicating insufficient left rudder. To correct for it, maintaining attitude and bank
constant, apply sufficient left rudder to get the ball in the centre. Now we are turning
correctly. Now notice the attitude and bank are correct but the nose is travelling along the
horizon at a faster rate. Can you feel the skidding sensation? The nose is travelling
along the horizon at a faster rate. Glance inside, the ball is to the right indicating excessive
left rudder. To correct for it, maintaining attitude and bank constant, relax the left

Page | 16
rudder pressure to get the ball in the centre. Now we are turning correctly. Roll out.
Check correct level attitude, wings level and ball in the centre. Check CHT/Oil Temp/Oil Pr,
Fuel sufficient/imbalance within limits. Look around and orientate.

Summary Today I have taught you level medium turns, shown you the common faults in
level medium turns and taught you how to correct them. But remember that while correcting
for one fault, you could commit another. Therefore, guard against it. Do you have any
questions?

Likely Faults

(a) Incorrect attitude - nose high/low

(b) Incorrect bank - less/more
(c) Incorrect rudder application - slip/skid.
(d) Correction of one fault leading to another.

CLIMBING TURNS

Introduction Today I shall teach you climbing turns. Climbing turns are carried out at
climb power setting and speed with 10°-15° bank.

Demo I (Visual Indications)

First, I will teach you a turn to the left in which I shall point out the visual indications. Gently
follow me on the controls. Look around. Check right/front/left clear. Maintaining this attitude
put on bank to the left at this rate, with a touch of rudder to prevent slip. At this angle check
and hold the bank constant. Notice the attitude for a climbing turn to the left. The
nose travelling on the horizon at a slow rate and the inclination of the nose of the
aircraft with respect to horizon. I want you to remember the climbing attitude. Look
around during the turn, especially inside the turn. Remember, in a climbing turn, the bank
tends to increase. Guard against it. To roll out, select a point, anticipate by 10° and
maintaining attitude, start taking off bank with a touch of opposite rudder to prevent skid.
Check climb attitude correct, wings level and ball in the centre. Check CHT/Oil Temp/Oil Pr,
Fuel sufficient/imbalance within limits. Look around and orientate.

Demo II Instrument Indications

Now I shall teach you a turn to the right in which I will point out the instrument indications.
Continue to follow me on the controls. Look around. Check left/front/right clear. Maintaining
this attitude put on bank to the right at this rate, with a touch of rudder to prevent slip. At
this angle check and hold the bank constant. Notice the apparent change in the attitude
due to side-by-side seating. Look around and now glance inside for instrument indications.
Artificial Horizon model ac in a climbing attitude with approx 10°-15° bank, TSI showing a
slow rate turn to the right with the ball in the center, DI and Compass showing a slow incr-
ease in heading. The rest of the indications are the same as for climb. Look around during
the turn. To roll out, select a direction on the Compass. I shall roll out on ___°. Anticipate
by approx 10° and maintaining attitude, start taking off bank with a touch of opposite rudder
to prevent skid. Check climb attitude correct, wings level and ball in the centre. Check CHT/Oil
Temp/Oil Pr, Fuel sufficient/imbalance within limits. Look around and orientate.

Points of Engine Handling

Points of engine handling remain the same as for a climb.

Page | 17
Points of Airmanship

Points for airmanship also remain the same, but in addition, you must look around before and
during the turn and orientate after every turn.

Summary Today I have taught you climbing turns. In climbing turns the faults and their
corrections remain the same as for level medium turns. Remember, the bank tends to
increase in a climbing turn, so guard against it and maintain the correct bank. Do
you have any questions?

Likely Faults

(a) Incorrect attitude - nose high/low.

(b) Incorrect bank - less/more.
(c) Incorrect balance - slip/skid.

DESCENDING TURNS

(RPM 2000, mixture adjusted too rich, IAS ~ 85kts, Ac trimmed for straight and level flight at
2000feet for the introduction)

Introduction Today I shall teach you descending turns. Descending turns are gentle
turns carried out at in a descent at 80kts with 15°-20° bank. Due to engine
considerations, the throttle is kept at 1800RPM. (Initiate a descent and settle down). Notice
the descending attitude and Rate of Descent is 500 feet/minute.

Demo I (Visual Indications)

First, I will teach you a turn to the left in which I shall point out the visual indications. Gently
follow me on the controls. Look around. Check right/front/left clear. Maintaining this
descending attitude put on bank to the left at this rate, with sufficient rudder to prevent
slip. At this angle check and hold the bank constant. Notice the attitude for a descending
turn to the left. The nose travelling below the horizon at a slow rate and the inclination of the
nose of the aircraft with respect to the horizon. Look around during the turn, especially inside
the turn. Remember, in a descending turn, the bank tends to decrease. Therefore, you must
hold on to the bank. To roll out, select a point, anticipate by 10°-15° and maintaining
attitude, start taking off bank with sufficient opposite rudder to prevent skid. Check
descending attitude correct, wings level and ball in the centre. Check CHT/Oil Temp/Oil Pr,
Fuel sufficient/imbalance within limits. Look around and orientate.

Demo II Instrument Indications

Now I shall teach you a turn to the right in which I will point out the instrument indications.
Continue to follow me on the controls. Look around. Check left/front/right clear. Maintaining
this descending attitude put on bank to the right at this rate, with sufficient rudder to prevent
slip. At this angle check and hold the bank constant. Notice the apparent change in attitude
due to side-by-side seating. Look around and now glance inside for instrument indications.
Artificial Horizon model ac in a descending attitude with approx 15°-20° bank, TSI
showing a slow rate turn to the right with the ball in the center, DI and Compass showing a
slow increase in heading. The rest of the indications are the same as for a descent. Look
around during the turn. To roll out, select a direction on the Compass. I shall roll out on
___°. Anticipate by approx 10°-15° and maintaining attitude, start taking off bank with

Page | 18
sufficient opposite rudder to prevent skid. Check descending attitude correct, wings level and
ball in the centre. Check CHT/Oil Temp/Oil Pr, Fuel sufficient/imbalance within limits. Look
around and orientate.

Remember, no descend is complete till you level out at the chosen height and
direction. What is your altimeter reading? Anticipate by approx 40 feet before the chosen
height, pick up a point straight ahead, raise the nose and simultaneously increase
power to 2000 RPM and bring the nose to level attitude, hold level attitude and trim
for level attitude.

Points of Engine Handling

Points of engine handling remain the same as for a descent.

Points of Airmanship

Points for airmanship also remain the same, but in addition, you must look around before and
during the turn and orientate after every turn.

Summary Today I have taught you descending turns. In descending turns the faults and
their corrections remain the same as for level medium turns. Remember, the bank tends
to decrease in a descending turn. Therefore, you must hold on to the bank. Also,
ensure that you do not increase bank excessively since there are chances of aircraft
entering into a spiral if you do that. Do you have any questions?

Likely Faults

(a) Incorrect attitude - nose high/low.

(b) Incorrect bank - less/more.
(c) Incorrect balance - slip/skid.

STEEP TURNS

(Height 2000 feet, 2000 RPM, mixture rich, IAS ~ 85kts, ac trimmed)

Introduction Today I shall teach you, Steep Turns. Steep Turns are turns carried out
to change direction quickly. In this ac, turns with more than 40°bank are called
steep turns. For practice/training purposes, steep turns are commenced with 85 to 90 kts
and full throttle. While rolling in, the throttle is opened to full. They are usually carried out
through 360°, with 40°-45° bank which gives a rate of approx 1.5-2.0 g. In a correctly
executed turn, the speed is allowed to wash off to 80 kts, but not less than 70kts. Also, while
rolling out, the throttle is brought back to 2000RPM.

Before commencing the turn, carry out HASELL checks. We must ensure mixture fully rich
and orientated. I shall carry out the turn in the direction of ___ (reference point). Now, check
CHT/Oil Temp/Oil Pr, Fuel sufficient/imbalance within limits and g meter reset. Check speed
85 kts, ac trimmed for level flight. Point of orientation_______ & point of reference________.
Throttle 2000 RPM.

Page | 19
Demo I Visual Indications

I will now teach you a steep turn to the left during which I will point out the visual indications.
Gently follow me on the controls. Check right/front/left clear. Maintaining this level attitude
roll into a turn to the left at a faster rate than medium turn with sufficient rudder to prevent
slip, simultaneously opening the full throttle. At this angle, hold the bank constant and
increase the backward pressure to tighten the turn. Notice the attitude, the steep angle of
bank and the fast rate of turn. The attitude in a steep turn to left & right is similar as in
medium turns to left & right, except that the inclination of the nose with respect to
horizon is more. Feel the increased g loading on the body. Keep a sharp lookout, particularly
inside the turn. To roll out in the original direction, anticipate by 20°, and maintaining
backward pressure start taking off bank with sufficient opposite rudder to prevent skid.
Halfway through rolling out of the turn relax the backward pressure, check correct
level attitude, wings level and ball in the centre, speed > 80 kts reduce throttle to 2000RPM.
Check CHT/Oil Temp/Oil Pr, Fuel sufficient/imbalance within limits (g meter reset). Look
around and orientate.

Demo II Instrument Indications

I will now teach you a steep turn to the right during which I will point out the instrument
indications. Gently follow me on the controls. Check left/front/right clear. Maintaining this
level attitude roll into a turn to the right faster than a medium turn with sufficient rudder to
prevent slip, simultaneously opening the full throttle. At this angle hold the bank constant
and increase the backward pressure to tighten the turn. Notice the apparent change in
attitude in a correct steep turn to the right. The attitude in a steep turn to right is similar
as in medium turns to right, except that the inclination of the nose with respect to
horizon is more. Glance inside and notice the A/H shows 40°-45° bank, TSI shows a fast
rate of turn with the ball in the center, DI and Compass shows a rapid increase in heading,
airspeed reducing and g meter showing ____(2.0 g). Keep a sharp lookout, particularly inside
the turn. To roll out, anticipate by 20° and maintaining backward pressure start taking off
bank with sufficient opposite rudder to prevent skid. Halfway through rolling out of the
turn relax the backward pressure, check correct level attitude, wings level and ball in the
centre, speed >80, reduce RPM to 2000. Check CHT/Oil Temp/Oil Pr, Fuel
sufficient/imbalance within limits (g meter reset). Look around and orientate. (You may have
to use cryptic language)

Points of Engine Handling

As you are flying at full power, keep a check on the engine parameters and fuel between each
turn.

Points of Airmanship

These are the same as for a Medium Turns. In particular, guard against the tendency to
drift away from your sector and do not carry out too many steep turns continuously.
Keep a sharp lookout particularly inside the turn and orientate yourself before and after each
turn. Do you have any questions so far?

Faults in a Steep Turn

The common faults in a steep turn are the same as in a medium turn i.e. incorrect rate and
incorrect attitude. However, the method of correction for incorrect Altitude is different. I Shall

Page | 20
now show you the faults of incorrect Attitude and incorrect Rate and teach you how to correct
for them.

Demo III Incorrect Attitude

The fault of Incorrect Attitude. First, the fault of Low Attitude in a turn to the left. Check
right/front/left clear and roll into a steep turn to the left as before. We are now in a correct
steep turn to the left. Look around. Now look in front. Notice that the attitude has gone
down; glance inside, speed increases and the ac losses ht. If I pull back on the stick like in a
Medium Turn, the attitude goes further down and we enter into a spiral. Therefore, to
correct for it, I maintain backward pressure, reduce bank and rudder, and allow the
nose to come up to the correct attitude at this rate. Coming to the correct attitude, I
readjust bank and rudder to continue turning correctly. Look around and roll out in the
desired direction. Check correct level attitude, wings level and ball in the centre, Check
CHT/Oil Temp/Oil Pr, Fuel contents/imbalance and g meter reset. Look around and orientate.

I will now teach you the correction for the fault of High Attitude in a turn to the right.
Check left/front/right clear and roll into a steep turn to the right. We are now in a correct
steep turn to the right. Look around. Now look in front. Notice that the attitude has gone up.
The VSI and altimeter showing a climb, speed reducing. To correct for it, maintaining
backward pressure, increase bank and rudder, allow the nose to come down to the
correct attitude at this rate and now readjust bank and rudder and continue turning.
(If the speed drops < 80 and/or the stall warning comes on, point it out and roll out). Look
around and roll out in the desired direction. Check correct level attitude, wings level and ball
in the centre, Check CHT/Oil Temp/ Oil Pr, Fuel sufficient/imbalance within limits (g meter
reset). Look around and orientate.

Demo IV Incorrect Rate

Now the fault of Incorrect Rate in a turn to the right. Check left/front/ right clear and roll
into a steep turn to the right as before. We are now in a correct steep turn. Look ahead of the
turn. Now look in front and notice that though the attitude is correct, the nose is travelling at
a slower rate. Glance inside, Artificial Horizon showing only 30° bank, `g' meter reading only
1.0 g and the speed is not reducing. To correct for it increase the bank, rudder and
backward pressure to tighten the turn; notice, the speed now starts reducing. We are
once again in a correct steep turn to the right. Look around and roll out in the desired
direction. Check correct level attitude, wings level and ball in the centre, Check CHT/Oil
Temp/ Oil Pr, Fuel sufficient/imbalance within limits. Look around and orientate.

Similarly, if the bank had increased, we would have reduced the bank, rudder and
backward pressure to maintain a correct and constant rate of turn.

Summary (Faults) I have just shown you the common faults in a steep turn and taught
you how to correct for them. Remember that while correcting for one fault you could
commit another! Therefore, guard against it. Do you have any questions?

Demo V Stall in a Steep Turn

In the previous demo, you noticed that to increase the rate of turn we increased the bank,
rudder and backward pressure and the speed started reducing. If I incorrectly continue to
increase the rate, the speed may reduce further and the stall warning may come on. This
could also happen if the attitude comes up and the speed drops below 80kts. If any of these
happen, you must discontinue the turn and roll out. This I will now demonstrate to you in a

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steep turn to the left. The correct recovery action is to relax the rate and roll out of the
turn. I also want you to notice the stall warning speed in a turn, which will be much higher
than that you had seen in a level flight stall. Gently follow me on the controls.

Stall Warning. Check right/front/left clear and roll into a steep turn to the left. Now I
increase the bank, rudder and backward pressure. Notice the increased rate of turn, speed-
reducing at a faster rate. I wrongly continue increasing the backward pressure and the stall
warning comes on; note speed. If I relax the backward pressure the stall warning goes off.
Roll out. Check CHT/Oil Temp/Oil Pr, Fuel sufficient/imbalance within limits, g meter reset.
Orientate.

If you disregard the stall warning and continue with the turn, the speed would wash off
further, the ac would reach its critical angle of attack and would judder and stall. If it stalls
during a steep turn, the ac normally flicks into a nose-down attitude. The recovery is
effected by relaxing the backward pressure. The throttle is also closed if nose has
dropped below the horizon to minimize the height loss. Subsequently, we get wings
level to the nearest horizon and ease out of the dive. I will now demonstrate this to you
in a steep turn to the right.

Stall. In this demonstration I want you to notice the speed at which the ac stalls, which will
be higher than the BSS. Continue to gently follow me on the controls. Check right/front/left
clear and roll into a steep turn to the right as before. Once again, I increase the bank, rudder
and backward pressure to increase the rate of turn. Speed reduces at a faster rate; the stall
warning comes on. If I ignore this warning and continue to pull back, the ac judders and
stalls. Recover. (Relax backward pressure and throttle back). Get your wings level
towards the nearest horizon and get the ac into a climbing attitude. Speed < 80kts,
open full throttle ensuring no engine overspeed and climb away. Level out and check
correct level attitude, wings level and ball in the center, Check CHT/Oil Temp/Oil Pr, Fuel
sufficient, imbalance within limits and g meter reset. Look around and orientate. Did you
notice the higher stalling speed? (A/H power On and uncaged in level flight if required).

Summary (Stall in a Steep Turn) Therefore, whenever you find the rate of turn is higher
than desired with the speed dropping rapidly or if the stall warning comes on or the ac
judders, roll out of the turn. Should the ac stall, recover in the manner that I have just taught
you. To prevent the ac from stalling, do not allow the speed to drop below 80kts in a
steep turn. Also remember, at times, stall warning may not be audible over the
engine noise. Do you have any questions?

Likely Faults

(a) Incorrect rolling in technique.

(b) Attitude High / Low.
(c) Rate of Turn high / Low.
(d) Stall in a turn.
(e) Incorrect rolling out technique.

STALLING

(RPM 2000, ac trimmed for 85kts straight and level flight) Or, the introduction could be given
while still climbing for the stall. Introduction given below could be correlated with St & Level
flight, wherein, for lower speed, higher attitude was required).

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Introduction Now I shall show you a stall and teach you the standard method of recovery.
Before we carry out stalling, we must carry out certain Internal and External checks. Do you
know the checks before stalling? Today I shall carry them out, you follow me around.
(Internal checks in the climb or in level flight with wings level. HASELL (Height sufficient,
Airframe clean configuration, Secure harness, Engine Oil/Temp Pr green, location within sector
and look out for traffic/birds/clouds). External checks in a medium turn (latter half of the
turn) after levelling out (Flying in allotted sector, not flying overpopulated or prohibited area,
not over large expanses of water, not likely to enter into clouds, area below is clear for
recovery).

DEMO I (Introduction to Stalling)

(When you want to show this demo without any wing drop, ensure that you hold adequate left
rudder to maintain the ball in the center after the throttle is closed and more importantly, do
not hold the stick fully back for too long)

In this demo, I will first show you the symptoms of an approach of a stall and the ac
behavior during a stall.

Gently follow me on the controls. Point the ac in a clear direction, pick up a point straight
ahead and from level flight, smoothly close throttle applying left rudder to maintain direction,
hold level attitude. As the speed reduces, progressively raise the attitude to maintain height.
Stall warning, ac judders and even with the stick coming back, the nose drops - This
is a stall. (Recover from the stall without patter and as the speed comes to 60kts, raise the
nose to the recovery attitude and open full throttle. Carry out checks after stall recovery and
climb back to original height).

Summary So, you noticed that even with the stick coming back the nose dropped
below the horizon and the ac stalled. This is because the wings had reached the
critical angle of attack. Therefore, to unstall the ac we must reduce the angle of
attack by easing the stick forward. Did you also notice the stall warning shortly before
the ac stalled? We will climb to the original height and in the meanwhile check engine
parameters CHT/Oil Temp/Oil Pr, Fuel sufficient/imbalance within limits and orientate.

DEMO II (Stall & Recovery without Power)

(In this demo and the next where you are teaching the recovery, there is no necessity to
bring the stick fully back. Initiate the recovery as soon as the ac stalls.)

Now I will show you how to unstall the ac by easing the stick forward. In this demo I
want you to notice 4 things. The attitude at 60kts, the stall warning speed, the
stalling speed and the height lost during recovery. (Carry out checks and point the ac in
a clear direction). What is your altimeter reading?

Gently follow me on the controls. Point the ac in a clear direction, pick up a point straight
ahead and from level flight smoothly close throttle maintaining wings level, direction and
height. Notice your altimeter reading ___feet. As the speed reduces, progressively raise the
attitude to maintain height. 60kts, the recovery attitude, --- Stall warning, note speed, ac
judders and stalls. Ease the stick forward to recover. Notice the dive angle/attitude. Speed
increases, ac unstalls (60kts) ease her out of the dive to the recovery attitude. VSI unlocks,
Notice the height loss (Open full throttle and climb back to original height). What was the
stalling speed? And how much height(ht) did we lose? Did you notice the height loss
was more. Check CHT/Oil Temp/Oil Pr, Fuel sufficient/imbalance within limits and orientate.

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Demo III (Stall and Standard Recovery)

This height loss could be dangerous when close to the ground. Therefore, I will now
teach you the standard method of recovery by which this height loss can be
minimized. The standard method of recovery is to ease the stick forward to unstall
the ac and as the nose crosses level attitude downwards, open full throttle to
minimize the height loss at the point of stall. During this demo, I will call out STICK
THROTTLE by which I mean - relax the backward pressure to unstall the ac and as the nose
crosses level attitude downwards open full throttle to minimize the height loss. In this demo
I want you to once again notice the height lost during recovery. Look around and
point the ac in a clear direction. What is your altimeter reading?

Gently follow me on the controls. From level flight smoothly close throttle and proceed as
before, maintain wings level, height and direction constant. Notice the progressively higher
attitude as speed reduces, recovery attitude at 60kts, stall warning, ac judders and stalls.
STICK THROTTLE. Notice attitude, horizon above the nose of the aircraft in a slight
descending attitude, Ac unstalls, open full throttle smoothly, speed 60 kts, ease out
to the recovery attitude. VSI unlocks, notice ht lost. VSI zero, feet down. Check
CHT/Oil Temp/Oil Pr, Fuel sufficient, imbalance within limits and orientate. What was the
height loss? Therefore, this is a better method of recovery and always adopt this method
should you stall the ac.

Also, remember that this aircraft is fitted with a device which gives audio and visual warning
of an approaching stall. Therefore, unless you are carrying out an intentional stall, take the
recovery actions as soon as you get the stall warning indication. Do you have any
questions so far?

DEMO IV (Stall & Recovery showing Wing Drop)

(To induce a right-wing drop, one good technique is to ensure that rudders are held neutral at
speeds below 60kts to get ball of the TSI slightly to the right and just prior to the stall, the
stick is brought back after the stall warning comes ON).

During a stall, a wing may drop at the point of stall. This may be due to some inherent
characteristic of the ac or faulty flying technique. Now I will teach you how to recover from a
stall if the wing drops. Remember you must never use ailerons at the point of stall to
pick up a dropped wing. This will only aggravate the situation. The correct method of
recovery is to apply sufficient opposite rudder to prevent any further yaw, at the same time
adopting the standard method of recovery. Once the ac has unstalled, use ailerons to get
wings level, centralize the rudders and ease her out of the dive. During the demo. I will be
calling out RUDDER STICK THROTTLE by which I mean, apply sufficient opposite
rudder to prevent a yaw, easing the stick forward and opening full throttle.

Gently follow me on the controls. From level flight smoothly close throttle and proceed as
before, maintain wings level, height and direction constant. Notice the progressively higher
attitude as speed reduces, recovery attitude, stall warning, ac judders and stalls. RUDDER
STICK THROTTLE. Ac unstalls, centralize rudders. Now, look up, get wings level with
ailerons to the nearest horizon and ease her out of the dive. Check CHT/Oil Temp/Oil
Pr, Fuel sufficient/imbalance within limits and orientate. This is the correct method of recovery
from a stall with a wing drop. Remember never to use ailerons to correct for a wing
drop during the recovery. Do you have any questions? Also, remember that all the
three actions for the recovery should ideally be following in sequence of RUDDER
STICK THROTTLE.

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DEMO V (Stall with Flaps and Recovery)

So far, I have shown you a stall with flaps up. Now I will show you a stall with flaps down.
The method of recovery is the same, ie. Stick-Throttle or Rudder-Stick-Throttle. In this
demo once again notice the recovery attitude at 60kts, the stall warning speed, the stalling
speed and the height lost during the recovery from the stall. What is your altimeter reading?

Gently follow me on the controls. Ensure speed below 85kts, lower flaps in stages, RPM
2000 or more as required to maintain height and speeds. Re Trim aircraft at every
stage of lowering flaps for St & Lvl flight. From level flight smoothly close throttle and
proceed as before, maintain wings level, height and direction constant. Notice speed-reducing
at a faster rate and the lower attitude for the corresponding speed. 60kts, the recovery
attitude, stall warning at a lower speed, ac judders, (note speed) and stalls. STICK
THROTTLE (or RUDDER STICK THROTTLE). Aircraft unstalls, now look up, get wings level
with ailerons to the nearest horizon and ease her out of the dive. VSI unlocks, notice
height loss. Put the flaps up in stages, trim the ac at every stage of flaps operations
and climb back to original height. Check CHT/Oil Temp/Oil Pressure, Fuel sufficient/imbalance
within limits and orientate.

Summary With flaps down, the deceleration is faster and the stalling attitude & speed are
lower than for a clean stall. Also, the ht loss is more due to excessive drag. Do you have
any questions?

Note

(i) Before this demo/any demo involving aerobatics clean stall to check stalling
characteristics is mandatory.
(ii) Minimum height to commence these demo is 2500 feet AGL so as to recover
by 2000feet AGL.

CIRCUIT AND LANDING

(After take-off, on cross leg level out at 800 feet / 1000 feet with 2000 rpm, IAS ~ 80kts)

Introduction Today I shall teach you a circuit followed by a normal approach and
landing (NAL). The circuit at Vadodara is flown at 800feet AGL at a speed of 80-85kts.

Circuit

Approaching circuit height, anticipate and lower the nose to level attitude. Hold level attitude
Speed crossing 80kts, reduce throttle to 2000RPM and trim forward. Now, look back at the
RW. At this lateral displacement from the runway, look around and commence a level
medium turn with slight backward pressure to maintain height (climbing/ descending turn if
applicable) onto the downwind. Looking at the RW, allowing for today's winds and with the
help of DI and Compass, roll out to fly parallel to the RW at this displacement. Correct
displacement is runway shall be at three fourth of the main wing. (If leveling out
during the turn, bring out the conversion of climbing turn to LMT). Check height, speed,
direction, power and trim. Coming abeam the opposite/Dead dumbell, notice your
displacement and carry out vital actions. (call out and execute them). Now, look to your
left/right and notice the left/right 3/4th of the wing is traveling along the RW when we are at
the correct height and displacement on the downwind. (Or refer to the position of the RW in

Page | 25
relation to the cockpit). Abeam the landing dumbell, note time/press clock, time out
for 35 seconds (45 seconds for flapless approach) and give an R/T call with intentions.
(R/T call and acknowledge winds). Recheck height, speed, direction, power and trim. Look
around for birds and other ac. Also, guard against the tendency to converge or diverge
now since the runway is not visible on the side or ahead.

Normal Approach & Landing (NAL)

Now I shall teach you a NAL. This is carried out with full flaps at a speed of 65-70kts
on Base Leg and Final Approach, controlling the speed and perspective with the
intelligent use of stick and throttle.

Base Leg: End of downwind, time approaching 35 seconds and the landing dumbell appears
at the 7/5 `O’Clock position, (or refer to some other ground feature around which to turn) roll
into a level medium turn with slight backward pressure to maintain height. Check turning
correctly. Now looking at the RW, allowing for the winds which are cross from the left/right
(as appropriate), with the help of DI and Compass roll out on base leg so as to fly at 90° to
the RW. Look at the perspective of the RW from the Base Leg. For today's winds reduce power
to 1700RPM so as to lose 200feet on base leg and another 100feet in the turn-on to finals.
Hold the attitude. Lower flaps to 10°, trim forward, speed-reducing to 75kts, lower the nose
and trim for 75kts. Now onwards, maintain a constant speed of 75kts and the correct glide
path with the judicious use of throttle and stick. At this angular displacement (10/02 o’clock)
from the RW, catering for today’s winds, commence a descending turn onto finals. Check
turning correctly with slight backward pressure (guard against lowering nose more than
descending attitude during the final turn) maintaining speed 75kts.

Final Approach. Roll out looking at the entire length of the RW, adjust bank so as to roll out
along the extended centre line. Select landing light ON. Give finals call (R/T call. Notice more
than 500feet AGL straight in approach. Correct perspective for a normal approach. Also,
notice the offset I am maintaining for the crosswinds (if applicable). Maintaining this
perspective, continue on the approach at 65-70kts. Lower flaps to 20° and 30°. Trim
backward and reduce/increase power if required to bodily travel towards the threshold, but
not below 1000RPM to maintain speed of 65kts. ROD maintaining between 300-500f/m. (On
short finals) Sure of making RW close throttle, adjust attitude to maintain speed of
65kts. I now want you to notice the height at which I flare/round off.

(Draw an imaginary line from the top of finals to touch down point and follow same
to maintain correct approach perspective)

CALL OUT ALIGNMENT – SPEED- PERSPECTIVE at least three times in an approach,

so as to apply required corrections to maintain correct parameters. Correct
ALIGNMENT by ailerons, PERSPECTIVE by throttle/attitude, and SPEED by
attitude/throttle as required.

NOTE: AVOID CORRECTION OF ALIGNMENT BY RUDDERS ON THE APPROACH PATH

AS IT LEADS TO FLYING IN IMBALANCED CONDITIONS. THE RUDDER CORRECTION
SHALL BE APPLIED ONLY TO STRAIGHTEN THE NOSE JUST BEFORE TOUCHING
DOWN IN CASE OF CROSSWIND LANDING TECHNIQUE.

Landing. At this height, start flaring/round off so as to fly parallel to the ground. Approaching
runway widening/centreline/flare out height on the centreline, gently raise the nose so as to
fly parallel to runway, holding required backward pressure (along with, also shift your gaze
from runway centreline to mid of the runway [ Do not Balloon or pump the stick])

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[If you balloon/bounce/enter PIO open full throttle and go around maintaining a
shallow climb attitude. speed 65 knots (Get T/O Attitude), at a safe height, raise
flaps to T/O and retrim the aircraft]

Flying parallel to the runway as you feel/notice that the Aircraft is sinking, gently and
progressively increase/apply required backward pressure so as to arrest the sink, check nose
straight and no drift, till the aircraft main wheel touches down.

{During longer float period, guard against forcing the aircraft to land, also during
the control of sink, it would appear as if the nose is being raised whereas it’s
appearing so due to controlling the sink. Also, this touchdown attitude of the
aircraft, the nose should not touch the end of the runway. The nose touching the
end of the runway attitude will lead to touching the tail during landing)

(For touch and go) Gently lower the nose wheel and maintain direction with rudders. No
intention of stopping, here I raise flaps to 10°, adjust the trim position to take off and open
throttle to go around. (For full stop) Hold the nose up for max aerodynamic braking, lower the
nose and maintain aircraft on centreline with the help of rudders, speed below 40kts put
your feet up on the rudder pedals and commence braking, progressively increasing the
brake pressure as the speed reduces. Slow taxying speed before clearing off the runway.

Remember, the landing is not complete till the After Landing Checks have been carried out.
(Or, safely airborne, carry out the checks after take-off). We stop on the link/parallel taxy
track after V/A’s point and carry out the checks. (Carry out the checks after takeoff or after
landing as applicable). That was a circuit, approach and landing. Do you have any questions?

Likely Faults

(a) Incorrect parameters & displacement of D/W.

(b) Early/late turn onto Base Le.g.
(c) Incorrect direction / power selection on Base Le.g.
(d) Late / Early turn onto finals.
(e) Incorrect judgement of perspective.
(f) High / Low round off height.
(g) Incorrect touch down attitude.
(h) Directional control on landing roll.
(j) Deceleration late / harsh.
(k) Not monitoring ROD on approach.

Points of Engine Handling

Power on approach not to be reduced below 1000RPM.

Points of Airmanship

Look out for birds and other ac. Give correct and timely R/T calls.

Flapless Approach and Landing (FAL)

(On X-wind, give an R/T call of"___ flapless"). Introduce immediately after commencing the
turn on to downwind).

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Now I shall teach you a FAL. This you may have to carry out if the flaps fail to come
down, in case of unusual roll due to differential flaps and in strong and gusty wind
conditions. The circuit pattern and procedures remain almost the same with a few
differences, which I shall point out as and when we come across them. A flapless approach is
also carried out at 65kts.

Notice the first difference - I have given R/T call on cross. This call may not be acknowledged
but it facilitates ac behind us to space out adequately since we would be extending the DW
leg. (Rolling out on DW) Notice, the height and displacement on DW is same as that for
normal circuit, and the RW perspective is same on DW. (Coming to the V/A) I may need a
reduction of power to maintain speed within limits of 75-80 kts. Abeam the landing dumbbell,
note time and give an R/T call for flapless, with intentions. (R/T call). Recheck height, speed,
direction, power and trim. Look around for birds and other ac.

Base Leg. Time approaching 35 sec, here I would have normally turned onto the Base Leg,
however, to cater for lesser drag on finals, I shall continue straight for another 10 sec. Time
45 sec, check all clear and roll into a medium turn onto Base Leg. Check turning correctly.
Now looking at the RW, allowing for the winds which are cross from the left/right (as
appropriate), with the help of DI and Compass, roll out so as to fly at 90° to the RW. Notice
the perspective of the RW from the Base Leg which appears to be shallower compared to NAL
due to wider displacement from runway. For today's winds reduce power to 1500RPM which
is lesser than that required for NAL. Hold the attitude. Speed reducing to 75kts, lower the
nose and trim for 75kts. Lose height as in a NAL. Now onwards, like in a NAL, control the
speed and ROD with a judicious combination of stick and throttle. At this angular displ-
acement from the RW (10/02 O’clock), look around and commence a descending turn onto
finals maintaining slightly higher attitude. Check turning correctly, speed 75kts and ball in the
centre.

Final Approach. Looking at the entire length of the RW, adjust bank so as to roll out along
the extended centre line. Notice more than 500feet straight in approach. Landing light ON.
(Give an R/T call). Adjust attitude/Reduce RPM so as to fly at 65kts. Notice the slightly
flatter/shallower perspective as compared to a NAL (this appears so due to higher
attitude on approach to maintaining speeds), and the lesser power requirements. Also
notice that the ROD is approx 300ft/m, slightly lesser than for a NAL. Maintaining this
perspective, continue on the approach at 65kts. Adjust power if required to bodily travel
towards the threshold. Notice higher attitude at short finals to maintain speed 65 kts. Sure, of
making RW close throttle.

Landing. I now want you to notice the height at which I round off, the longer float period,
higher attitude and the higher touchdown speed. At this height round off to fly parallel to the
ground; check nose straight, no drift. notice the longer float. Control the sink by changing
the attitude so as to touch down on main wheels. Notice the higher touchdown speed. (Carry
out a touch and go take off. On completion of the checks after take-off) That was a FAL. Also
remember, the landing roll would also have been slightly longer than a NAL. Do you have any
questions?

Likely Faults

(a) Incorrect power selection.

(b) Incorrect judgment of perspective on base leg due more displacement and altitude.
(c) High flare out height.
(d) Tendency to hold higher than normal attitude at touch down.
(e) Tendency to balloon.

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 (f) Deceleration late / harsh.

Points of Engine Handling and Airmanship

These are the same as for NAL.

FLARE PATH PATTER IS TO BE DOVETAILED WITH CIRCUIT AND LANDING PATTER

FLAREPATH DEMO

Taxy: Tonight I am going to demonstrate you how to taxy during night. Taxing is to
maneuver the aircraft on ground under its own power. Prior to start taxying, check all cockpit
lights are ON. Set the illumination intensity as required. Wave off chocks by switching ON
& OFF taxy light. Acknowledge thumbs up to ground crew by switching taxy light
ON. After brake check continue taxying at slow walking pace in dispersal area and normal
walking pace on taxiway. Look at the taxiway edge lights which are blue in colour. As we
are reaching taxi link ‘DELTA’, can you see two pairs of orange blinking lights either side
of taxy center line, these are the runway holding point indication lights (Vital Action point).
Stop the aircraft before the holding point. RPM 1000. Switch off the taxy light. (At night
aircraft with landing & taxi lights OFF is the indication for others that aircraft is
stationary at a point). Explain other lighted signboards, windsock, VOR, obstruction lights in
the vicinity of holding point.

Entering Runway: Look in front, can you see runway edge lights, these lights are white in
colour and equidistant from each other. Remember in night the distances are deceptive,
lighted objects which are farther appear to be at closer distance. As ATC clears for line up,
check for bright light on base leg/approach path, which is landing lights of approaching
aircraft, if no lights appear to be getting bigger line up on runway as cleared.

Take off Roll: Maintain centre line by maintaining at the centre of flare path looking at far
end of the runway.

Take off: As you get airborne, call out safely airborne, moving up and away from the flare
path. Pick up a lighted object on the extended centreline of flarepath to maintain direction on
take-off leg. All spacing on circuit is to done on take-off leg. Turn on cross leg, once the
aircraft ahead of you on circuit has crossed 90° left/right of you.

Downwind: Having rolled out on downwind, check height, speed, direction, trim. Introduce
Flare path Demo.

Flare path demo: Tonight I am going to demonstrate you flare path demo (don’t call it as
runway during night) in which I will show you undershooting, correct and overshooting
perspective and actions to correct the mistakes. Now for that instead of timing out for 35
seconds during standard downwind, I will time out for 60 seconds/1 minute on downwind.
UNDERSHOOTING APPROACH PERSPECTIVE, YOU WILL SEE THE FLARE PATH
LIGHTS ARE MERGED TOGETHER AND APPEARS TO BE AS A STRAIGHT LINE.
CORRECT APPROACH PERSPECTIVE, FIRST HALF OF FLAREPATH LIGHTS ARE
EQUIDISTANCE AND LATER HALF ARE MERGED TOGETHER. OVERSHOOTING
APPROACH PERSPECTIVE, THE ENTIRE FLAREPATH LIGHTS ARE EQUIDISTANT FROM
EACH OTHER.

At the end of downwind, now time is 60 seconds/1 minute, carry out a level medium turn to
base leg. Continue with your normal procedure on base leg. Check speed and take 10° Flap,

Page | 29
guard against climbing, reduce power as required to descend and trim the aircraft. On final
roll out at 500 feet AGL, with reference to flare path maintain 500 feet AGL on finals.

Undershooting perspective: Now look at the Flare path lights, all the lights appear to be
merged together and looks like a straight line. Also take a reference of the PAPI lights it
shows four red lights. This is undershooting perspective. To correct for the undershooting
perspective, continue maintaining height to come to the correct perspective.

Correct perspective: Maintain the height, don’t descend, as your horizontal distance to the
flare path is getting reduced, now look at the flare path. The first half of the flare path
lights appears to be equidistant from each other and second half of the flare path
lights appears to be merged. Also take a reference of PAPI three/two white and one/two
red. This is correct perspective.

Overshooting perspective: Maintain the height, don’t descend, as your horizontal distance
to the flare path is getting reduced, now look at the flare path. The entire length of the
flare path lights appears to be equidistant from each other. Take a reference of PAPI
showing all lights white. This is overshooting perspective.

Having shown you three different perspectives, take go-around actions and continue with
NAL.

SHORT / BAD WEATHER CIRCUIT

Today I will teach you how to carry out a short circuit by night. Which is required to be
carried out in poor visibility conditions and in case of any emergency. Proceed on
take-off till 300 feet AGL as per normal circuit, carry out checks at 300 feet AGL. Commence a
climbing turn and roll out/level out on cross leg at 500 feet AGL, trim aircraft for level flying
and turn onto downwind without further delay so as to have closer displacement on downwind
from the flarepath. Carry out normal downwind checks and time out for 20 seconds from
landing dumbbell. Lower flaps to 10° degrees on downwind, commence base leg turn,
descend, reduce speed and roll out on finals at 300 feet AGL or as per correct perspective.
Proceed as per normal approach perspective from 300 feet AGL. (Remember at no stage
you should lose sight of flarepath during the entire short circuit).

INTENSITY ADJUSTMENT

Adjust the intensity of cockpit lights to ensure adequate lighting without hindering night
vision. Check flight instruments, especially the attitude indicator and heading indicator.

Avoid using Strobe lights during night landing as it creates a reflecting glare on the pilot’s
view.

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Keep Flare Path lights also at medium/low intensity as the brightest lighting level effects night
vision adversely and also leads to resulting in high flare during landing due to incorrect depth
perception.

Once airborne, turn the landing light & taxi light off, as they are ineffective at altitude and
may contribute to disorientation if the light is reflected off of fog or the propeller.

Likely Faults: Same as for NAL along with

(a) Incorrect judgment of flare path perspective.

(b) Mushing into ground due to Low round-off height.
(c) Incorrect touchdown attitude.

Points of Engine Handling and Airmanship: Same as NAL

NIGHT ILLUSIONS

Night Vision: Your eyes need about 30 minutes to adjust to the darkness. And if you're using
a flashlight in the cockpit, make sure it has a colored lens on it. White light can destroy your
night vision in seconds. Red light is non-glaring and will not impair a pilot’s night vision.

RODS are best for peripheral vision and night vision. Rods require 30 minutes to fully adapt to
darkness. During night VFR flying, off-center viewing will allow a pilot to see objects.

Autokinesis: This illusion happens when a pilot stares at a bright, stationary light set against
a pitch-black background, such as a star or the light from another aircraft. After a few
seconds, the light could appear to be moving toward the aircraft. In an attempt to avoid the
impending “collision,” the pilot may become disoriented and lose control of the aircraft. To
prevent this illusion, avoid staring at one point of light for more than a few seconds and
maintain a normal scan pattern.

The Black Hole Effect: On dark nights, approaching an airport that has few lights or
identifiable ground features can create an illusion that the aircraft is at a higher attitude than
it actually is. The black hole illusion, also called the featureless terrain illusion, can result in
the pilot flying a too-low approach and crashing short of the runway. Counter this illusion by
using available approach aids such as VASIs or PAPIs.

The black hole illusion can also occur when taking off from a brightly-lit airport into a pitch-
black, featureless sky. With no visual cues to reference, pilots can experience vertigo and
disorientation. To combat these illusions, always trust the flight instruments to maintain
orientation and a stable approach.

Flicker Vertigo: While rare, exposure to flickering lights can trigger an imbalance in brain-
cell activity in some people, leading to disorientation, dizziness, nausea, confusion,
headaches, and sometimes seizures and loss of consciousness. Flicker vertigo can be caused
by a faulty light in the cockpit, beacon or navigation lights flickering through a rotating
propeller, or other low-frequency flashing lights. It can be prevented by looking away from
the light source when possible. Adjusting the RPM on approach or when taxiing can help to
eliminate vertigo sensations caused by light flickering through a rotating propeller.

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False Horizon: During the day, pilots can simply align with the natural horizon of the earth
to maintain straight-and-level flight. But on dark nights when there’s no visible horizon, the
brain can still trick itself into searching for a horizon to reference. For example, a sloping
cloud formation, bright stars, or ground lights from a highway can create the illusion that the
aircraft is not aligned with the horizon. Using these references, the pilot may align with an
incorrect horizon and enter a dangerous attitude. To prevent this illusion, pilots flying at night
should rely on the aircraft’s attitude indicator instead of depending on visual references.

Slopping Terrain Illusions: At night, an upward sloping runway or upward sloping terrain
can create the illusion that the aircraft is higher than it actually is. To compensate, the pilot
will fly a lower than normal approach, which could lead to a controlled flight into terrain
accident. A down-sloping runway or down-sloping terrain can have the opposite effect,
resulting in the pilot flying a higher than normal approach. When planning your route, consult
airport diagrams for information on the runway’s slope, terrain, and lighting. As you approach
the runway, refer to your altimeter to judge the aircraft’s height above the ground.

When it comes to night flying, seeing is not always believing. If you do encounter a
visual illusion while flying at night, the solution is almost ALWAYS TO TRUST YOUR
INSTRUMENTS, NOT YOUR EYES. Because pilots of all skill levels can be fooled by
these illusions, it’s crucial to be knowledgeable and have confidence in your
instruments to avoid the dangers of spatial disorientation at night.

SIDE SLIP AND FORWARD SLIP

A slip is an aerodynamic state where an aircraft is moving somewhat sideways as

well as Forward relative to the oncoming airflow or relative wind. In other words, for a
conventional aircraft, the nose will be pointing in the opposite direction to the bank of the
wing(s). The aircraft is not in coordinated flight and therefore is flying inefficiently.

SIDESLIP

The sideslip uses aileron and opposite rudder. In this case it is entered by lowering a
wing and applying exactly enough opposite rudder so the airplane does not turn. In
the sideslip condition, the airplane's longitudinal axis remains parallel to the original flight
path, but the airplane no longer flies along that track .

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FORWARD SLIP

To execute a forward slip, the pilot banks into the wind and applies opposing rudder
(e.g., right aileron + left rudder) in order to keep moving towards the target. If you were the
target you would see the plane's nose off to one side, a wing off to the other side and tilted
down toward you.The pilot must make sure that the plane's nose is low enough to
keep airspeed up.

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When an aircraft is put into a forward slip with no other changes to the throttle or elevator,
the pilot will notice an increased rate of descent (or reduced rate of ascent). This is usually
mostly due to increased drag on the fuselage. The airflow over the fuselage is at a sideways
angle, increasing the relative frontal area, which increases drag.

A forward slip is useful when a pilot has set up for a landing approach with excessive height or
must descend steeply beyond a tree line to touchdown near the runway threshold. Assuming
that the plane is properly lined up for the runway, the forward slip will allow the
aircraft track to be maintained while steepening the descent without adding excessive
airspeed. Since the heading is not aligned with the runway, forward-slip must be removed
before touchdown to avoid excessive side loading on the landing gear, and if a crosswind is
present an appropriate sideslip may be necessary at touchdown as described below.

FORWARD SLIP V/S SIDE SLIP

Aerodynamically these are identical once established, but they are entered for
different reasons and will create different ground tracks and headings relative to
those prior to entry.

Forward-slip is used to steepen an approach (reduce height) without gaining much airspeed,
benefiting from the increased drag. The sideslip moves the aircraft sideways (often, only in
relation to the wind) where executing a turn would be inadvisable, drag is considered a
byproduct. Most pilots like to enter sideslip just before flaring or touching down during a
crosswind landing.

CRAB TECHNIQUE

The other method of maintaining the desired track is the crab technique: the wings are kept
level, but the nose is pointed (part way) into the crosswind, and resulting drift keeps the
airplane on track.

PRACTICE FORCED LANDING

(RPM 2000, IAS ~ 85kts. Carryout the Checks before Rejoin and Introduce PFL)
In a PFL at Vadodara , aim to round off abeam 1 marker/PAPI lights.

Introduction Now I will teach you how to carry out a forced landing on this ac,
which you may have to resort to in case of an engine failure. If that happens, you
should be able to put the ac down safely on the best available field. For today's demo,
we will carry out a practice force landing (PFL) over Vadodara airfield. Firstly, take permission
from the ATC, ascertain the RW in use and the winds. (R/T Call). RW in use is _____. We will
carry out a left/right-hand pattern for RW __ to conform to the normal circuit pattern.
However, in case of an actual force landing, you can make any pattern on any RW to ensure a
safe landing, after informing ATC.

This ac glides 1 NM for every 1000 feet ht loss and losses 250feet in a 90° turn.
Therefore, make your plan accordingly.

To execute the PFL, keeping the above glide characteristics in mind, I aim to follow a
rectangular pattern to make three key points. Look at the RW. (Explain the orientation of the
RW in use). The touch down (TD) point is 1000 - 1500 ft up the threshold (refer to piano
keys). Abeam the TD point on the dead side at a safe distance, is the High Key (HK). The Mid
Key (MK) is a fluid point at 90° to the RW on the extended centerline and the Low Key (LK) is

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on the downwind (D/W) abeam the TD point, slightly closer than normal downwind
displacement. In an ideal PFL, we aim to achieve 3000ft, 2000ft and 1200ft AGL respectively
at these three points. Also remember the guidelines which I had briefed you on the ground to
assess your displacement on the HK & LK legs, which I want you to notice as we go through
the pattern. (Also, if necessary, put on bank to see/show the RW at HK/MK/LK and,
thereafter, regain direction & displacement).

Points of Engine Handling

Keep a check on the CHT, Oil Temp & Pr. Abandon the exercise if the CHT and Oil Temp drop
below the min limits. Additionally, at MK & LK, the throttle shall be exercised to see the
engine response.

Points of Airmanship

a) After deciding on a RW/FLF, do not change it and stay within its gliding distance.
b) Do not turn your back towards the RW/FLF. In a planned 360° turn, always keep it in
sight.
c) Avoid turning with more than 20° bank. In case it has to be done, increase the speed.
d) Cut corners or carry out S turns to make the required points. Do not diverge to adjust
for overshoot on D/W -carry out S turns onto base leg and finals.
e) Keep a listening out watch on R/T and have a mental picture of all ac on circuit.
f) Keep a sharp lookout for birds and other ac.
g) If applicable, remember that a decision to bail out, if required, must be taken by 600
m+ 6xROD.

Having carried out the rejoin checks, I now simulate an engine failure.

Immediate Actions

The immediate actions are to gain ht with extra speed in a normal climbing attitude. Check
Throttle closed, Mixture RICH, Booster/Fuel pump ON, Harness tight. Speed coming to 65kts,
lower the nose, turn towards the RW/FLF and trim for glide at 65kts. In an actual case, if
engine does not pick up, I would have selected mixture back and booster/fuel pump OFF.

Subsequent Actions

Simulation

To simulate, select Flaps 10 degrees down, Retrim for 65kts.

Planning

Our ht now is ____ Feet and we are ___ Nm from the RW (explain the plan) _____, so as to
intercept a right/left-hand PFL pattern for R/W ____. (If advanced PFL, call out the approx
position and height where you would intercept the standard pattern).

May Day Call

Having planned the descent to HK/MK/LK, give a May Day call in this manner. " May Day, May
Day, May Day,___ (call sign), Engine failure. Carrying out a force landing at Vadodara on RW
___ off a left/right-hand pattern".

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Causes Check for causes of engine failure and carry out a restart if safe. For this, check fuel
contents, Fuel selector valve to Both, throttle to 1/2" open, Booster/fuel pump ON.
Restart

If prop windmilling, mixture gradually to full rich. If prop not windmilling, starter switches to
both and start. If no joy, continue with the forced landing. (Due to paucity of time, the
subsequent Actions may have to be dovetailed with the Execution).

Execution

We are now at HK and our height is 3000feet. Therefore, we will commence our turn to MK at
2250feet. Notice the position and displacement from the RW (show a ground feature on the
side and/or refer to the cues as given earlier in the SOP). Give an R/T call. Notice, I am
steering a heading ____° to cater for today’s winds, which are_____. Now, check height
and commence a turn towards the MK. Notice the height lost in a 90° turn. (After the turn)
Did you notice the height loss? Also notice, I am maintaining an offset to right/left to cater
for the winds. At MK, height 2000feet, notice the perspective of the RW. Give an R/T call.
Exercise the throttle response and put to idle. Note the height and commence a turn towards
LK.

As we roll out on the downwind, notice that the displacement is slightly closer than a normal
circuit. (Also bring out the position of the runway in relation to wing/cockpit). Carry out Vital
Actions on D/W.

Mixture - Rich. (In actual, to Lean Cut Off)

Fuel - selector to both. (In actual, fuel pump OFF)
Flaps - Effectively up.
Brakes - Check.
Harness - Tight. Confirm.

(At approx 1600 feet or so) Height approaching 1500 feet - do not make any further attempts
to restart. Concentrate on the forced landing. Height 1200feet at LK, press clock, time out for
10-15 Seconds, notice the perspective, exercise throttle to check the response of engine put it
to idle and give R/T call with intentions. From here onwards, go more by perspective. {keep
perspective on the overshooting side, never lose sight of touchdown point, guard
against extending downwind leg after crossing low key, if need be lose more height
on base leg and finals}

Here, catering for winds, turn onto Base Leg (B/L). Notice the perspective of the RW from the
B/L. In actual case, complete the switch-off procedure.

At this perspective, catering for the winds of (_____), commence a descending turn onto
finals. Check turning correctly and speed 65kts guard against reducing speed to
extend approach path. Looking at the entire length of the RW adjust bank (remember
not to exceed 20° bank) so as to roll out along the extended centerline. Sure, of making
the RW, in actual case, lower Flaps to landing (if required), give R/T call, switch off the
Battery and retrim for 65kts. Today, to simulate the flaps down, we will increase speed to
70kts. Maintain speed till round off. Guard against the tendency to wash off speed by
raising the nose as we come closer to the ground.
[If still overshooting, patter increase in speed up to 70kts, ‘S' turn and a little
sideslip/forward slip if required. Also note that in a PFL, sideslip, as a rule, is not advisable
and, it could only be used in an actual forced landing when desperate. Emphasize that
raising the nose (if undershooting) in an attempt to make it to the RW will cause a

Page | 36
reduction in speed and, this will actually make the aircraft travel even shorter]. I
now want you to notice the slightly higher height at which I round off. At this height round off
to fly parallel to the ground. Check nose straight, no drift, recheck throttle closed and control
the sink by changing the attitude so as to touch down on main wheels. Gently lower the nose
wheel and maintain direction with rudders. In case of actual forced landing, if landing
distance is critical, you could use brakes immediately to further shorten the landing
roll. The aircraft with propeller stopped or if feathered actually takes very short
distance to stop on ground in absence of downstream of running propeller (Or, patter
the go-around at a safe height). That was a PFL - Do you have any questions?

Likely Faults

a) Incorrect attitude/speed control during glide.

b) Faulty planning to intercept PFL pattern.
c) Incorrect references to the RW resulting in incorrect displacement from HK/MK/LK.
d) Not catering for winds and landing up too close or far from the RW.
e) Wide/close on LK. Going mechanically by ht and not by perspective.
f) Early / late turn onto base leg/ final approach.
g) The tendency to stretch the glide by dropping speed while undershooting.
h) Incorrect judgment of perspective resulting in late/early simulated flap selection on
finals.
i) Late commencement of GO ROUND action.

Partial Power Landing (PPL)

Introduction:- Partial Power landing is to be executed in case of partial engine

power loss and not able to maintain cruise power settings due to:-

a) Abnormal increase/reduction of Oil Temperature, Oil Pressure and CHT.

b) Rough running of engine, excess engine vibrations and loss of engine
power.

Caution due to engine considerations, a PPL is to be terminated by a Full Stop landing OR

execute an Overshoot at 300 feet AGL for landing at same/alternate field. Roller takeoffs are
not permitted after a PPL. Give a MAYDAY MAYDAY MAYDAY call to the station in contact
giving the aircraft position report with reasons and intentions.

Now I shall teach you a PPL. Select a field as per prevailing winds. Ascertain circuit pattern,
which remains the same except that all the legs (take off, cross, downwind and base) are
shorter, which I shall now carry out. The circuit is carried out at a height of 800 feet AGL with
less throttle setting at 1800 rpm, at a speed of 65 to 75kts. On downwind carry out the
checks. On Base Leg descend to 600 feet AGL and to 500 feet AGL on Final Approach. Abeam
the landing point, note time and give an R/T call with intentions.

Base Leg. Time approaching 25 sec, check all clear and at this angle to the landing field roll
into a medium turn onto Base Leg. Check turning correctly and roll out to fly at 90° to the
landing field. For today's wind conditions, notice where I reduce throttle to descend to 600
feet AGL to get a minimum straight in approach of 500feet. Here I reduce throttle, lower the
nose and trim for 65kts. At this angular displacement from the landing field commence a
descending turn onto finals. Check turning correctly and speed 65kts.

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First Approach

High Recce at 500 AGL: On finals level out at 500 feet AGL with 1800 RPM. Maintain
approach direction considering for prevailing winds and look out for:-

a) Landing field area, approach and take-off path is free of obstructions from high
tension cables, electricity poles, trees and man-made structures.
b) Prevailing winds and any bird activity.

Second and Third circuit height 500 feet AGL

Second Approach

Low Recce at 300 feet AGL: On finals descend and level out at 300 feet AGL with 1800
RPM. Maintain approach direction considering for prevailing winds and RE-ASSESS for:-

a) Landing field area, approach and take-off path is free of obstructions from high
tension cables, electricity poles with wires, trees and man-made structures.
b) Prevailing winds from smoke etc. Bird activity. Also check the ground surface for
any further obstructions like slope, water stream and condition of surface.

Third Approach

Final Approach. Looking at the entire length of the landing field adjust bank so as to roll out
along the extended center of the landing field. Notice more than 500feet of straight in
approach. Give finals call. Sure, of making the landing field, select flaps down as required,
lower the attitude and retrim for 65kts (Guard against raising the nose to reach for the
field). Notice the perspective, steeper than for a normal approach and the higher ROD.
Maintain speed till round off. I now want you to notice the slightly higher height at which I
flare/round off.

Landing. At this height, flare/round off to fly parallel to the ground. Check nose straight, no
drift and control the sink by changing the attitude so as to touch down on main wheels.
Gently lower the nose wheel and maintain direction with rudders. Commence braking,
progressively increasing the brake pressure as the speed reduces. (At the end of the landing
roll). That was a partial power approach and landing. Do you have any questions?

Likely Faults

(a) Incorrect parameters & displacement on down wind.

(b) Early / late turn onto Base Le.g.
(c) Incorrect direction on Base Le.g.
(d) Incorrect RPM (not to exceed 1800).
(e) Late / Early turn onto finals.
(f) Speed tending to wash off below 65kts.
(f) High / Low round off height.
(g) Incorrect touch down attitude.
(h) Directional control on landing roll.

Points of Engine Handling and Airmanship

These are the same as for NAL except that you must keep a check of your engine parameters,
especially at low power settings.

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Glide Approach and Landing (GAL)

Caution due to engine considerations, a GAL is to be terminated by a Full Stop landing or an

Overshoot. Roller take-offs are not permitted after a GAL. [Introduce, immediately after
commencing the turn on to downwind].

Now I shall teach you a GAL. The circuit pattern remains the same except that the downwind
leg is shorter, which I shall now carry out. (Carry out the checks). Now I shall teach you a
GAL. This is carried out with throttle closed, at a speed of 65kts on Base Leg and Final
Approach controlling the approach by intelligent use of flaps and speed with attitude. Abeam
the landing dumbell note time and give an R/T call with intentions. (R/T call and acknowledge
winds).

Base Leg. Time approaching 15 sec, check all clear and at this angle to the landing dumbell
roll into a medium turn onto Base Le.g. Check turning correctly and roll out to fly at 90° to
the RW. For today's wind conditions, notice where I close throttle to get a minimum straight in
approach of 500feet. Here I close throttle, lower the nose and trim for 65kts. At this angular
displacement from the RW commence a descending turn onto finals. Check turning correctly
and speed 65kts.

Approach. Looking at the entire length of the RW adjust bank so as to roll out along the
extended centre line. Notice more than 500feet of straight in approach. Give finals call (R/T
call. Sure, of making the RW, select flaps down, lower the attitude and retrim for 65kts.
Notice the perspective, steeper than for a normal approach and the higher ROD. Maintain
speed till round off. I now want you to notice the slightly higher height at which I flare/round
off.

Landing. At this height, flare/round off to fly parallel to the ground. Check nose straight, no
drift and control the sink by changing the attitude so as to touch down on main wheels.
Gently lower the nose wheel and maintain direction with rudders. At speed below 40kts put
your feet on the rudder pedals and commence braking, progressively increasing the brake
pressure as the speed reduces. Check slow taxying speed before clearing off the RW. (At the
end of the landing roll). That was a glide approach and landing. Do you have any questions?

Likely Faults

(a) Incorrect parameters & displacement on down wind.

(b) Early / late turn onto Base Le.g.
(c) Incorrect direction on Base Le.g.
(d) Incorrect position for closing throttle.
(e) Late / Early turn onto finals.
(f) Speed tending to wash off below 65kts.
(f) High / Low round off height.
(g) Incorrect touch down attitude.
(h) Directional control on landing roll.

Points of Engine Handling and Airmanship

These are the same as for NAL except that you must keep a check of your engine parameters,
especially at low power settings.

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 LOW-LEVEL FLYING

Low-Level Flying (LLF) in Cessna 172 is to be executed at 1500 feet AGL over mountains,
1000 feet AGL overpopulated/obstruction area and 500 feet AGL over plain fields only by LLF
qualified pilot or with a qualified instructor on board. The speed for low-level flying at 500 feet
AGL is 80 kts at 1800 RPM/cruise power settings with the mixture leaned so as to take timely
actions in case of any force landing if required. Frequently check engine parameters. Keep a
sharp lookout for birds.

While flying at 500 feet AGL:-

a) Bank is to be restricted to 30 degrees for Steep turns.

b) Do not circle around any obstruction close to the ground.
c) Low-level flying is not to be carried out by non qualified pilots in FTOs.
d) Photography/video is not to be undertaken of any kind unless authorized
by DGCA.

INSTRUMENT FLYING

Introduction The IF profile to fly will be as outlined in SOP. In this section, guidelines for
patter (and teaching points) are given for IF and are not listed in the order of the profile.

Climb (Full Panel)

You are already aware of the parameters for a climb. Remember, during a steady climb our
aim is to maintain constant speed and direction. Follow me on controls for the climb. Prior to
commencing a climb, carry out checks before climb, ask the captain of the aircraft to check
path ahead and above is clear. Maintaining wings level on the A/H open full throttle and
simultaneously raise the attitude to this (5 to 7.5 Degrees on Garmin 1000 as per the speeds
maintained in climb, lesser the speed higher the attitude), and hold. Allow the speed to settle
down. Check the correct climbing attitude with the ASI. Notice the speed is 75kts. Therefore,
raise the attitude on the A/H by half/one dot in this manner with slight backward pressure on
the stick. Notice the speed settles at 65-70kts. Remember this correct climbing attitude and
trim the aircraft. On full panel (FP) the correct scan pattern is: -

(a) A/H - attitude correct.

(b) ASI - speed 65-70kts.
(c) A/H - wings level.
(d) TSI - ball in the centre.
(e) DI - steady on a hdg of ____°.

Repeat the scan every 2-3 sec. Every 2-3 scans also check the Altimeter for height climbing
through. In case speed or direction is incorrect, make a correction on the A/H - and continue
the scan pattern. When you reach the ASI or the DI, check the effect of correction applied.

Teaching Points. Checks before climb. Show the movement of the ac model on the A/H and
stick are in the same direction. Corrections should be done in small amounts (i.e. half/one dot
width on the A/H). Need to hold and trim once the parameters stabilize. Insist performance =
power + attitude. ROC reduces with gain in altitude for the same speed.

Common Mistakes. Rapid and excessive control inputs. Not trimming adequately. Using
trimmer to change attitude. Getting fixed to one instrument. Not following the correct scan

Page | 40
pattern. Scanning too rapidly, which results in not monitoring the error and therefore, delayed
correction.

Pts of E/H & A/S. Same as for a normal climb.

Climbing Turns (Full Panel)

You are already familiar with the parameters for climbing turns. Follow me on the controls for
a climbing turn to L/R, while on instruments. Check turn path clear from the captain of the ac.
Maintaining this attitude on the A/H put on bank to L/R at this rate, with a touch of rudder.
Looking at the bank indicator, check and hold bank constant at 10-15°. Lower the attitude on
the A/H by half a dot width to maintain the speed. Hereafter, follow this scan pattern:-

(a) A/H - attitude correct.

(b) ASI - speed 65kts.
(c) A/H - bank correct, 15°.
(d) TSI - ball in the centre.

Repeat the scan pattern. After every 2-3 scans, check course passing through on the DI. To
roll out, anticipate by approx 10°. Maintaining attitude on the A/H and cross-checking with
compass, take off bank at this rate to roll out on the desired heading. After rolling out, raise
the attitude on A/H by 1/2 dot width to maintain speed. Now onwards revert to the scan
pattern for a climb. You have the controls for a climbing turn to R/L.

Teaching Points. Importance of attitude instrument and changes thereof that affect the
performance instruments. Tendency of the bank to increase in a climbing turn. Change in atti-
tude on rolling in and rolling out. Must not trim in the turn.

Common Mistakes. Not checking turn path clear before commencing the turn. Getting fixed
to one instrument. Incorrect bank angle. Not monitoring the DI for rollout. Too rapid a scan
pattern.

Pts of E/H & A/S. Same as for a normal climb.

Climb (Limited Panel)

(Start from level flight). Now I will teach you a climb on Limited Panel (LP). Cage the A/H and
select power `OFF' to assume it is U/S. Now follow me on the controls. Remember, in limited
panel climb the master instrument, A/H, is replaced by the combination of ASI and the TSI.
ASI for attitude reference and TSI for wings level. Maintaining wings level by TSI needle and
ball in the center and cross-checking with the DI, open full throttle without losing direction
and bring the stick centrally back like this. Notice the VSI is showing a climb. Hold the stick
allow the ROC and speed to stabilize. Notice the speed is 75kts (different from the desired
setting). To correct for it, give a slight backward pressure. Notice the VSI shows a slight
increase in ROC. Hold and allow the ROC and speed to stabilize. Notice speed is now 65kts.
Note and remember the ROC. Trim the ac. Scan: -

(a) TSI - ball in the centre.

(b) DI - steady on a heading of ____°.
(c) ASI - speed steady at 65kts
(d) VSI - ROC.

Page | 41
After every 2-3 scans check Altimeter for height climbing through.

Teaching Points. Combination of VSI & TSI for A/H. How to get the correct attitude and
direction. Remember to adjust ROC to hold desired speed. Need for a faster rate of scan.

Common Mistakes. Incorrect scan pattern. Getting fixed to one instrument. Tendency to
look at A/H for clues (Which is caged).

Pts of E/H & A/S. Same as for a normal climb.

CLIMBING TURNS (LP)

Now I will teach you climbing turns on limited panel to L/R. Follow me on the controls and
monitor the instruments. Check turn path clear from the captain of the ac. Maintaining the
ROC on the VSI and cross-checking with the ASI put on bank on the TSI. As the needle
indicates Rate 1, check and hold it steady, a touch of rudder to hold the ball in the center and
a touch of forward pressure to hold the speed. Notice a slight reduction in ROC. Scan: -

(a) ASI - speed steady at 65kts.

(b) VSI - steady at __ m/s.
(c) TSI - bank steady at Rate 1.
(d) DI – increasing/reducing through a hdg of ____°.

Repeat scan every 2-3 sec. After every 2-3 scans, check DI for course passing through and
Altimeter for ht climbing through. To roll out on____°, anticipate by approx 10°, and
maintaining ROC take-off bank on the TSI while cross-checking with the DI. Release rudder
pressure. Check TSI needle and ball in the centre, DI stopped on a heading of___°. ASI
maintaining at 65kts. Having rolled out revert to the same scan pattern as I have already
taught you in a climb on LP. Now you have controls; show me a turn to R/L.

Teaching Points. How to roll in, maintain turn and roll out using VSI, TSI and cross-checking
with DI. Adjustment of ROC to hold speed. Need for faster rate of scan.

Common Mistakes. Same as climb on LP.

Pts of E/H & A/S. Same as for a climb.

Level Out (FP)

(Take over controls) Remember a climb is not complete till you level out at the designated
altitude and course. As mentioned earlier we will level out at 2000feet on___°. Now I will
teach you leveling out. 40feet to go, check path ahead is clear from the captain of the aircraft.
Anticipate by 20feet and lower the attitude on the A/H at this rate to obtain level flight.
Check Altimeter & VSI showing no climb. As the speed increases, lower the attitude on A/H
while cross-checking with VSI and Altimeter to maintain height. Speed approaching 85kts,
reduce throttle to 2000RPM with a touch of left rudder to maintain direction. Hold this attitude
and trim the ac. Notice the indications for St & Level flight, A/H for attitude, VSI needle
indicating zero, Altimeter steady at 2000feet. A/H wings level, cross-check DI steady on a hdg
of ___°. Now we are flying St & Level [For scan pattern, Teaching Points, Common Mistakes
and Points of E/H & A/S see para 12 (a), (b) & (c).].

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Straight and Level Flight (FP)

To maintain St & Level on full panel, the scan pattern is: -

(a) A/H - attitude correct.

(b) VSI - zero.
(c) Alt - steady at 2000feet.
(d) A/H - wings level.
(e) TSI - needle and ball in the centre.
(f) DI - steady on ___°.

After every 2-3 scans check ASI for correct speed and adjust throttle if required. Now we will
accelerate to 110kts. Maintaining Attitude on A/H, smoothly open full throttle with a touch of
right rudder. Scan pattern remains the same as for St & Level flight. As the speed increases,
progressively lower the attitude on A/H so as to hold the VSI zero and increase left rudder pr
to maintain steady hdg of___°. As the speed comes to 110kts, reduce throttle to 2000RPM,
and retrim both elevator and rudder. Revert to scan pattern as for St & Level flight.

Teaching Points. Show the changes in attitude and power instruments. Need for correct
scan pattern and corresponding changes in performance instruments.

Common Mistakes. Not holding correct attitude/wings level/ball in the centre. Chasing VSI
for maintaining attitude. Getting fixed onto one instrument.

Points of E/H & A/S. Same as for St & Level flight in a G/H sortie.

Level Out (LP)

(Take over controls) Now I will teach you how to level out on limited panel. We will level out
at a ht of 2500feet on our present hdg of___°. 40feet to go, check climb path above is clear
from the captain of the ac. Anticipate by 40feet and looking at VSI, ease the stick forward at
this rate to this and hold. Allow the instrument indications to stabilize, meanwhile check TSI-
needle & ball in the center and DI steady on___°. Reduce throttle 2000RPM with a touch of
left rudder and trim the ac. Notice ROC on the VSI reduces to zero and altimeter stabilizes at
a ht of 2500feet. That was a level out on LP.

St & Level (LP)

To maintain St & Level on LP, the scan pattern is: -

(a) VSI -zero.

(b) Alt - steady at 2000feet.
(c) TSI - needle and ball in the centre.
(d) DI - steady on a hdg of ____°.

Teaching Points. How to use VSI to get correct attitude and TSI to hold wings level. How to
level out at a designated altitude. How to correct for errors, if any by emphasizing the
changes that come about in performance with changes in altitude and power. Need for faster
rate of scan.

Common Mistakes. Same as for Level Out on FP.

Points of E/H & A/S. Same as for St & Level flight in a G/H sortie.

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Medium Turns (FP)

Now I will teach you Medium Turns on full panel. (Uncage the A/H). Follow me on controls for
a turn to the L/R. Check turn path clear from the captain of the ac. Maintaining the attitude on
the A/H put on bank at this rate together with a touch of L/R rudder. Now slight backward
pressure to maintain ht. Check and hold bank at 15 to 20°. Notice the speed reducing. To
maintain speed, we increase throttle by 100RPM to sustain the speed at 85kts. In a steady
turn, the scan pattern is: -

(a) A/H - attitude correct.

(b) VSI - zero.
(c) Alt - steady ht of 2000feet.
(d) A/H – bank correct, 25°-30°.

Repeat scan every 2-3 sec. Check DI for course passing through and ASI maintaining a speed
of 85kts. To roll out, anticipate by 10°, looking at the A/H and maintaining attitude, take off
bank at this rate while cross-checking with DI for the roll-out hdg. A/H- wings level, DI-stops
on a hdg of___de.g. ASI-Speed increasing, therefore reduce throttle to 2000RPM. Readjust
attitude to maintain ht. After rolling out revert to the scan pattern that I have taught you for
flying St and Level. You have the controls. Show me a turn to the R/L.

Teaching Points. How to roll in, maintain and rollout of the turn. Scan pattern. Point out the
change in performance with variation in attitude and power.

Common Mistakes. Same as for climbing turns.

Points of E/H and A/S. Remain the same as for Medium Turn.

Medium Turns (LP)

Now I will teach you Medium Turns on limited panel. Cage the A/H and put the power OFF.
Follow me on controls. Check turn path to the L/R is clear from the captain of the ac.
Maintaining VSI zero put on bank at this rate to L/R on the TSI. As the needle approaches
Rate 1, check and hold bank constant, touch of rudder, and slight backward pressure to
maintain VSI zero. Notice that the speed is tending to reduce. Therefore, increase throttle by
100RPM to sustain speed. Scan: -

(a) VSI - zero.

(b) Alt - steady at 2000feet.
(c) TSI - steady at Rate 1.

Repeat scan every 2-3secs. Every 2-3 scans, check DI for Co passing through, and ASI
maintaining a speed of 85kts. To roll out, anticipate by 10° and holding VSI zero gently take
off bank at this rate while cross-checking with DI. Reduce rudder to keep ball in the centre.
TSI needle & ball in the centre, DI stops on a hdg of___°. Speed is tending to increase so
reduce throttle by 100RPM to hold the speed constant. After rolling out, switch over to scan
pattern for St and Level on LP. Now you have the controls show me at turn to R/L.

Teaching Points. Same as for Medium Turns on FP; in addition, the need for faster rate of
scan.

Common mistakes. Same as for Medium Turns on FP.

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Points of E/H & A/S. Same as for Medium Turn in a GH sortie.

Steep Turns (FP/LP)

Patter similar to Medium Turns on FP/LP. For execution on FP, the bank angle is 30-35 °, and
on LP, Rate 1 & 1/2. Maintain Speed 85-90kts (throttle as required to maintain speed).

Descent (FP)

Now I will show you a straight descent on FP. Follow me on controls. Maintaining attitude and
wings level on the A/H smoothly reduce throttle to 1500RPM with a touch of left rudder to
keep ball in the centre. Notice the ASI, speed is reducing. Approaching 75kts anticipate by
5kts, maintaining wings level on the A/H relax the backward pressure on stick and allow the
attitude to go down to this and hold (dot moves down). Notice the ROD settling at 500f/m
(approx) and ASI steady at 75-80kts. Remember this attitude and now trim the ac. In a
steady descent, the scan pattern is: -

(a) A/H - attitude correct.

(b) ASI - speed 75-80kts.
(c) A/H - wings level.
(d) DI - steady on a hdg of ____°.

Repeat the scan pattern every 2-3 sec and after every 2-3 scans check Altimeter for ht
descending through and throttle at 1500RPM. Remember the increase in RPM as we descend
and there is a requirement to readjust. To level out at_____feet, anticipate by 40 feet and
maintain wings level on the A/H raise the attitude slowly to level flight simultaneously
gradually open throttle to 200RPM, with a touch of right rudder to maintain direction. Cross-
check with the Altimeter. Aim to achieve VSI zero at the level out ht and achieve the same
attitude on A/H as prior to commencement. Notice the VSI indicating level flight. ASI steady
85kts. Revert to scan pattern for St & Level flight.

Teaching Points. Same as for climb. Point out the increase in RPM as the ac descends.

Common Mistakes. Same as for climb; in addition, not anticipating and reducing throttle to
maintain at 1500RPM as the ac descends.

Points of E/H. Keep a check on CHT. Should it drop below, abort the descent and open
throttle to 2000 to warm up the engine.

Points of A/S. Same as for a climb.

Descending turn/Spiral Descent (FP)

Now I will show you a descending turn (500 feet of ht loss in 180° of turn) and spiral descent
(700feet of ht loss in 180° of turn). It is carried out at 1500RPM, speed 75/85kts and bank
20°. Follow me on controls. Confirm descent path clear from the captain of the ac. Maintaining
level flight on A/H put on 20° bank to L/R and simultaneously reduce throttle to 1500RPM. As
the speed reduces to 75/85kts, anticipate and lower the attitude on the A/H to this and hold.
Readjust attitude if required to maintain speed 75/85kts. During a descending turn/spiral
descend, the scan pattern is as follows: -
(a) A/H - attitude correct.
(b) ASI - speed 75/85kts.

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 (c) A/H - bank 15°-20°.
(d) DI – increasing/reducing through a hdg of ____°.

Repeat scan every 2-3 sec and after 2-3 scans check Altimeter for ht passing through. Notice
we have approx 30° to go for roll out and 100feet to level out in descend and 50° to
go for roll out and 250feet to level out from spiral descent. Start reducing bank and
attitude on the A/H while cross-checking with DI for rollout. Coordinate both bank and
attitude so as to level out on the hdg and the ht designated. Notice the speed dropping, open
throttle to 2000RPM to maintain speed 85kts. After recovery from a spiral revert to level flight
scan pattern.

Teaching Points. Same as for descent.

Common Mistakes. Same as for descent.

Points of E/H & A/S. Same as for descent.

Recovery from Unusual Attitudes (FP)

(Stay within the toppling limits of A/H) Now I will show you an unusual attitude and teach you
how to recover from it. Remember the sequence of corrections are Power, Bank and Attitude.

First a nose-up attitude. Notice the A/H shows a nose-up attitude and the bank is to L/R.
Cross-check speed. It is reducing and the altimeter and VSI indicates a climb (call out nose
above the horizon). To recover, looking at the A/H, open full throttle, increase/decrease bank
to 10°, and lower the attitude to level flight. Maintain the ball in the centre. Check speed
increasing past 70kts, get wings level while maintaining attitude. As the speed increases past
80kts, reduce throttle to 2000RPM to stabilize the speed. Check Altimeter stops and VSI
comes to zero.

Second a nose-down attitude. Notice the A/H shows a nose Down attitude and the bank is
to L/R. Cross-check speed. It is increasing and the altimeter and VSI indicates a descend (call
out nose below the horizon). To recover, looking at the A/H, close throttle, get wings level,
and raise the attitude to level flight. Maintain the ball in the centre. As the speed reduces past
80kts, increase throttle to 2000RPM to stabilize the speed. Check Altimeter stops and VSI
comes to zero. Resume level flight

Resume-level flight scan pattern. Carry out the safety checks: -

(a) CHT, Oil Temp / Pr - normal.

(b) Fuel Contents/ Imbalance within limits.
(c) DI synchronised with Compass.
(d) Look around and orientate; give R/T call.

VFR NAVIGATION

Take briefing for the sortie from instructor. Read the cross country SOP of the FTO and sign as
read and understood. Note down and mark the force landing fields on the route on the map.
Prepare map, nav log card and show to the instructor. Note the enroute and destination
weather. Check NOTAM’s if any in area of operations. Mark restricted and Prohibited area on
the map. Carry water bottle, light eatables and puke bag on board. Follow circuit
leaving/rejoining procedure/ATC instructions.

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Medium Level Nav:

Before Take-off: The following points are to be covered: -

(a) During the V/A, setting of the clock so that it indicates 5 mts to 12 O'clock at the time of
take-off.
(b) More importantly, it should be so adjusted that it reads 12 O’clock over the set course
point.
(c) A brief on taking note of the passage of the seconds needle while over the set course
point.
(d) Calculation of ETAs with respect to the estimated set course time and noting it down
before take-off.
(e) A brief outline of the course/track to be flown and the time of flight.

During the climb out to set course point:

(a) First track/course out and flight level.

(b) Procedure to space out catering for the radius of turn and set course correctly.
(c) Noting time correctly over set course point.
(d) Climb & level out procedure.

During the Climb and Navigation:

(a) How to hold the map.

(b) Passing of the ETAs as required.
(c) How to read from the map to ground.
(d) How features (towns, villages, lakes, rivers etc.,) look like from height.
(e) Avoidance of jumping to conclusions since there may be many features on the ground
that are not marked on the map.
(f) Hill features look flat (plan view) unlike at Low Level.
(g) Assessment/estimation of distances.
(h) In good visibility, features can be picked up at farther distances, but for poor vis
conditions, the need to select points to either side of the track.
(j) Technique of looking for points directly below the flight path.
(k) Track check/ETA checkpoints.
(l) Use and filling of Nav Log Card.
(m) Procedure for track and time corrections.
(n) Cross-check of fuel contents with planned fuel at the end of each leg. Abort in case of
gross disparity.
(p) Synchronisation of DI at regular intervals.
(q) On reaching TOC, the level out, leaning mixture and power setting procedure.
(r) A demo of dog leg procedure in second or third leg and emphasize its utility in case of
weather.
(s) Local Lost Procedure for each leg.
(t) Descend parameters and procedure.
(u) Likelihood of making a high/overshooting approach with higher speeds after a
Medium level sortie; How to judge approach perspectives referring to check
heights abeam points on the finals; Otherwise, carry out an overshoot/go
around after the first approach and full stop landing on second attempt.

Teaching Points. MAP preparation. How to start clock, setting course and checks.
Navigation always map to ground unless unsure of position. How to navigate. How to
recognize the various pinpoints. Corrections for track and time errors. How to execute an

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unplanned navigation. Use of nav Aids. Dogleg to avoid weather clouds en route. Must
memorize all the courses, major pinpoints and corresponding timings and be able to navigate
even if the map drops off inadvertently.

Common Mistakes. Poor map preparation. Inadequate attention to ground preparation.

Incorrect choice of checkpoints. Not setting the clock correctly. Not anticipating the
pinpoints. Incorrect course steering, height and speed maintenance. Jumping to conclusions.

Points of E/H: Same as those for climb and straight and level flight.

Points of A/S: Remain orientated on navigation. Keep a look around for other traffic. Stick
to altitude/flight levels. Effective use of available Navaids. Do not enter clouds. Maintain
visual contact with the ground always. Actions in case of in-flight emergencies on each
leg and conditions under which Nav is to be discontinued.

Low-Level Nav/Flying

Take off and Setting Course as per SOP/Circuit leaving procedure. As for Medium Level Nav.
The following points are to be covered: -

(a) Descent procedure to low level.

(b) Level out and trim the aircraft (nose `light').
(c) Judgement of height by perspective.
(d) Need to keep a sharp look around and fly by visual attitude.
(e) Turns with not more than 30° bank and level/climbing.
(f) Actions in case of Low-Level emergences.
(g) Navigation.
(i) Map Reading.
(aa) Holding of Map and running of thumb along the marked track.
(ab) Read from Map to ground how to co-relate features and the need for not
jumping to conclusions.
(ii) How the various features look at low level.
(iii) Hill features stand out unlike at ML.
(iv) Position of features w r t wing tip/nose for distance estimation.
(v) The need to anticipate the various check points.
(h) R/T calls to Vadodara.
(j) Procedure for track corrections (technique of track crawling and the use of standard
closing angle.
(k) Time checks and the method of correcting for being ahead or behind time.
(l) Cross-checking of fuel contents with planned fuel at the end of each leg. Abort in case
of gross disparity.
(m) Synchronisation of DI with compass at the beginning of each leg.
(n) Climb procedures at the termination of the Nav.

Points of Engine handling and Airmanship. See SOP.

Teaching Points as for ML Nav. In addition, all points specific to low levels must be
emphasized.
a) Need to fly by perspective; How to judge it.
b) How to judge if you can clear a hill feature coming up ahead; The need to maintain a
safe margin due to presence of sudden up/down draughts in the vicinity.

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 c) Necessity of making all the turns level/with a slight climb with absolutely no chance of
mushing onto the ground.
d) Actions in case of bird hit/engine failure.
e) Likelihood of making a high-speed shallow approach/undershooting on
approach after a low-level sortie; How to judge approach perspectives
referring to check heights abeam points on the finals; Otherwise, carry out an
overshoot/go around after the first approach and full stop landing on second
attempt.

Common Mistakes - as for ML Nav.

PRE-TAKE-OFF BRIEF (Student to Instructor)

For today’s sortie, YOU are the captain of the aircraft. In case of any emergency, YOU will
take over controls and take action.

Engine failure on takeoff roll, you will take over controls, throttle idle, mixture lean cut off and
fuel shutoff. Give an RT call for abandoning take-off. Apply the brakes gently and stop the
aircraft.

In case of engine failure on take-off, throttle idle, mixture lean cut off, fuel shut off. RT call
and land straight ahead.

In case of engine failure on take-off leg up to 300 feet AGL, glide at 65 kts, select a field
straight ahead or within 15 degrees of the runway, throttle idle, mixture lean cut off, fuel shut
off. RT call and land straight ahead.

CLOSE FORMATION

Pair Take-off

(Having completed V/As). Now I will show you a pair take off. First the line-up. As No:2, we
will enter the runway and line-up in the right lane, (or in the up-wind lane) with respect to the
lead ac, in the center of our respective lane. Follow me on controls for the line-up. We enter
the RW maintaining the correct taxy distance and keeping clear of the leader's slip-stream.
Having straightened out in our respective lane, we move forward and now stop the ac. Notice
the leader's nav light is aligned with _______. This is a correct lineup. RPM 1000 carry out
your checks after line-up and give thumbs up/RT call to the leader.

Now open throttle to 2000 RPM and on leader's hand signal (or R/T call), check all parameters
within limits and give thumbs up. On leader's hand signal (or R/T call), release brakes and
open full throttle. Look in front and maintain in the centre of your lane. Monitor the position
of the lead ac in your peripheral vision. Maintain full power. Unstick along with the leader. In
case of overshoot give a R/T call, maintain your lane and carry out an individual T/O. Once
safely airborne, the leader will turn away and assist you to make contact. Once you make
contact, fall back into the correct position. Select flaps up on leader's call. Now spread out to
2 to 3 wingspan and fall back. That was a pair T/O. Have you any questions?

Teaching Points. How to line up. Need to be meticulous with checks. Synchronization of
rolling along with the leader. Judicious use of brakes in the initial part of T/O roll. Need to
look in front while maintaining position. Actions when overshooting or lagging excessively.

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Common mistakes. Incorrect lineup. Not rolling with the leader. Excessive use of brakes and
using brakes against power. Tendency to reduce power on T/O roll. Not looking in front while
monitoring lead ac in the peripheral vision.

Staggered Take Off

(Line up and T/O procedures are the same as for pair T/O till hand signal/ R/T call from the
leader for roll). Look at your clock and note time. Time 10 sec, release brakes and open full
throttle. Maintain in the centre of your lane and carry out a normal T/O. Do not look for the
leader during the roll. Safely airborne, carry out checks after T/O (carry them out). Now look
for the leader at 1130/1230 clock code and give an R/T call "__C/S__, contact". Now the
leader will reduce throttle and give a call to that effect. We will use the excess of power
available to us to join up with him. Have you any questions?

Teaching Points. The technique of correct lineup. Rolling after correct delay. Need to
maintain lane during roll. Actions after T/O. How to pick up the leader once airborne.

Common Mistakes. Incorrect lineup. Not rolling on time. Looking at the leader during roll.
Not maintaining the lane. Attitude after T/O, shallow/steep. Not looking for the leader at the
correct point.

Join Up (in `Fighting' after a staggered T/O)

Look at the lead ac and note the perspective. Notice the position of aircraft on the wing wrt
the lead ac's cockpit. This is the correct angle to maintain in fighting formation in this ac.
Notice the numerals and the size of the lead ac at this distance of 100 m. (Fall back, ask the
leader to execute a turn to the side you require). Now I will teach you a catch-up in fighting
position. Notice the lead ac is at (clock code) position and he is climbing with 2200RPM
maintaining a speed of 65kts. Now open full throttle and we will use this excess power
together with cutting corners in the turn to close in onto the leader. To cut corners point the
nose of our ac ahead of the leader in the direction and plane of his turn. Appreciate the rate
at which the lead ac grows in size but remains at the same clock-code as we close-in. To
stabilize at 100 m, at this distance and rate of closure, anticipate and reduce throttle to a
setting lower than that of the leader. Notice our overtake speed of___kts by which we will
close in gradually to 100 m. Once you have stabilized at the correct distance, stop cutting
corners and reopen throttle to match that of the leader and continue in the turn. That was a
join up in fighting position. Have you any questions? (Modify the patter suitably to
demonstrate a join up with the lead ac flying level, e.g. During changeover of lead).

Teaching Points. Show the correct position. Thereafter fall back to show a join up. Need to
point the nose ahead and in the plane of lead ac path. Anticipation and throttle management
during the turn. Keep the lead ac on the horizon in level flight.

Common Mistakes. Not pointing nose in correct position. Not manipulating throttle in the
desired fashion. Tendency to freeze on controls on seeing another ac in close proximity in the
air. Inaction in the cockpit.

Join Up in Close Formation

Now I will teach you close formation (CF). First, I will show you how to join up and maintain
right echelon position. Remember, a join up in CF is always executed on a straight le.g. Once
cleared by the leader to join up, check engine parameters normal, fuel contents suff-
icient/imbalance within limits and ac trimmed. The reference points for echelon position has

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already been briefed to you on ground. Follow me on controls. Maintaining wings level and
same plane as the leader and keeping 2-3 wingspans away, open throttle. Initially the relative
motion is slow. Now notice the lead ac growing in size, and shifting from 11'O clock position
towards our 9'O clock. As we close in, the nav light seems to move back towards the spinner
dome. Anticipate and here we reduce throttle to stabilize, so that the nav light and spinner
dome are aligned and remain aligned. We refer to this as line. If required manipulate throttle
to hold position. Now the distance. Look at the elevator hinge line, it appears to pass ahead
of you. This means that although our angle (line) is correct the distance is more than one
wingspan. To close in, momentarily bank towards the leader and back to wings level. Notice
we have closed-in slightly. But look at the nav light and spinner dome, they are misaligned.
Therefore, move up by opening throttle slightly till you get them in line again. Now repeat the
process till we are in the correct right echelon position. Now notice that the elevator hinge
line is in line with us. With both reference points aligned we are in the correct echelon posi-
tion. I want you to remember it. Now I will fall back intentionally. Now while we are laterally
at the correct distance, notice both the references are now misaligned. To correct for it, I
open throttle to move forward. Notice as we move forward the nav light is moving back
towards the spinner dome. Anticipating, here we reduce throttle and as the relative motion
stops re-open sufficient throttle to stay in position. Now I will intentionally move away. Now
notice that while elevator and hinge line is in line, the nav light is behind the spinner dome
indicating that we are not lagging but our lateral distance is more. To correct for it, I put on
slight bank w.r.t the lead ac and take it off. Note the inertia of the ac. We are now moving
towards the correct position; the nav light moves forward towards the spinner dome.
Anticipate alignment of nav light and spinner dome and have settle down at the correct
position. Now you have the controls, maintain the correct position. Remember that
irrespective of what the leader does, your references do not change. You must manipulate
controls as required and endeavour to stay in position at all times.

Teaching Points. Need to trim before join up. Importance of moving forward then close-in
in stages while maintaining the plane correct. Make him understand the change in reference
points while moving in one direction. Importance to correct for one reference at a time.
Importance of maintaining plane without which the relative motion cannot be appreciated
correctly. Need to reduce power and bank to stabilize and readjust. Relax and fly. Scan all
the three references continuously.

Common Mistakes. Not trimming before closing into CF. Tendency to close in diagonally.
Not appreciating ac inertia (momentum). Failure to readjust power and bank after a correc-
tion. Tendency to look only at one reference point. Stiff on controls.

Position Keeping in CF (during turns)

(On the leader’s hand signal for a turn). Follow me on the control for this turn where we
are on the outside of the turn. Anticipating lag, we put on bank and open throttle at same
rate as the lead ac while maintaining the same plane. Keep both reference points aligned
during the roll-in. After the leader stabilises in the turn, manipulate both throttle and stick to
keep both reference points aligned and stay in position as I have already shown you. Notice
that we are flying with reference to the lead ac and not with respect to the horizon. The leader
is now indicating a rollout. As he begins to take off bank, reduce throttle slightly and take off
bank along with him maintaining the plane. After roll-out, readjust throttle and maintain in
position. (Patter similar during inside turns).

Teaching Points. Need to increase/reduce throttle setting as outside/inside turn

commences, reverse while rolling out and need to readjust having settled down. Clarify the

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misconceptions regarding position keeping in a turn. Relax and fly. Actions in case of
closing-in rapidly on to the leader.

Common Mistakes. Not anticipating the throttle movement. Not maintaining the correct
plane. Stiff on controls. Unnecessarily flying with cross controls.

Changing Position (Echelon)

(On leader's signal to change position). Follow me on the controls for changing position.
Gently bank away from the lead ac and reduce throttle slightly. As the distance increase to 2-
3 wingspans, anticipate and check the sidestep. Notice we have also lagged by about 2-3 ac
lengths. Re-open throttle to stabilize. Having stabilized we will carry out checks before giving
ops normal call. For this demo I shall carry them out. Follow me around,

(a) CHT, Oil Temp/Pressure within limits.

(b) Fuel sufficient (call out contents), imbalance within limits.
(c) Re-check rudder and elevator trim.

Having completed the checks give an ops normal call to the leader (give the call). Now to
change sides put on bank to the left. Aim to cross below lead ac plane, clear of his slip-
stream. Keep him in contact. Crossing the astern position of the leader, reverse bank to right
so as to check our sideways movement and stabilize at 2-3 wingspans on the left side.
Remember this correct technique of changing position and always adopt it. The technique of
catch up to the correct left echelon position remains same as on the right side. Now you have
the controls and show me a join-up. (Assist him)

(Teaching points, common mistakes and Points of E/H & A/S are the same as covered in the
right echelon position keeping).

Changing Position (Line Astern)

Primary Patter remains similar to changing position till ac fall back to 2-3 spans away and 2-3
ac lengths behind. Checks and R/T calls remain same. (Let the pupil carry this out and assist
him). Follow me on the controls. Here we apply bank to the right. As we come halfway
down the leaders left wing reverse bank to the left to stabilize at 6 `O'clock of the lead ac.
Look up and notice our fuselages are parallel and aligned. Now look at lead ac's left-wing tip
in our front windshield. It is well inside indicating we are lagging behind. To close-in to one
ac length, we open throttle maintaining our fuselages parallel and reduce our distance
maintaining lead ac 1/3 rd from the top of the windshield. Look at the left-wing tip w r t the
left edge of our front windshield. At this point, tip short of touching the windshield (same on
the right side), we reduce throttle and aim to stabilise. This is one Ac length and is the correct
position and maintain it.

(Teaching points and common mistakes remain same as for changing from right to left
echelon).

Position Keeping (Line Astern)

(Take over controls and go below the correct position). Notice we have deviated from the
correct position, in that, the lead ac is almost touching the top of the windshield, indicating we
have gone down. To correct for it, maintaining wings level w r t the leader, move the stick
back, looking at the lead ac. Short of coming up to the correct position, a touch of forward
pressure to stop the relative motion and settle down. Notice the lead ac is once again 1/3 rd

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 way up from the top of the windshield. Now I put on bank to one side we immediately move
away from the leader's 6 O`clock position towards the left/right. To correct for it, maintaining
the lead ac at 1/3 from top, put on bank to get back to 6 O`clock position. Anticipate and
here take off bank. Notice the ac inertia. We are once again in the correct Line Astern
position.

Teaching Points. Remains the same as echelon. In addition, hold controls neutral when
oscillation set-in, stabilize and then correct for it subsequently. Check the tendency to lean
forward while formatting, which would result in going close and much lower than the correct
position.

Common Mistakes. Remain same as for echelon formation.

Position Keeping in Turns (Line Astern)

Acknowledge leader's R/T call for a turn to the L/R. Follow me on controls. Put on bank along
with the leader so that our wings stay parallel to those of the leader, slight increase in throttle
and ensure that lead ac remains 1/3 down from top in our windscreen. Having stabilized in
the correct position, readjust the throttle to maintain position. Notice we will maintain this
position irrespective of leader's maneuver. Notice also that the natural horizon is inclined to
our windscreen, however we take the reference from leader's wings and not the horizon. We
will adopt the same technique for roll-out, on leader's R/T call. You have the controls.
Maintain this position.

Falling back to `Fighting'

Patters for join up in fighting position is to be suitably modified.

Points of Engine Handling

(Common to all). Keep the throttle friction nut slightly loose. Do not operate throttle
harshly. Avoid the tendency to open and close it fully in an attempt to hold position. Correc-
tion should be such that, the throttle movement is minimal as ac comes to the correct position.
Anticipate throttle manipulations during outside and inside turns. Keep an eye on engine
instruments. The mixture to be maintained fully rich.

Points of Airmanship

(Common to all) Must be clear about actions to be taken when closing in an uncontrolled
manner towards the leader (R/T call "Straight Ahead"), while keeping a visual contact with
him. Monitor the homing given to the leader. Keep a sharp lookout for birds especially when
close to ground. In case of no-contact roll out on parallel courses with at least 300feet of
height separation.

Action in case of Rapid Closure Actions are explained broadly as follows: -

In echelon formation or when closing-in to echelon formation or in fighting formation. Get

wings level, throttle back and push stick forward aiming to pass below the plane of the leader.
Give an R/T call (straight ahead). Having overshot him, make no attempt to keep the lead
ac in contact. Leader to control thereafter to establish horizontal and vertical separation. Help
No 2 establish contact and join up subsequently.

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In line astern formation or while closing into line astern. Close throttle. Ease stick forward
and bank to any side simultaneously give an R/T call (straight ahead). Keep the leader in
contact. Once 2-3 length behind, close in gradually.

In turns. This could be in either echelon, fighting or line astern position. Both actions remain
same; in addition, take off/increase bank to go down and aim to cross behind and below the
leader. Stabilize on leader's call/attaining safe separation. Meanwhile, leaders should roll out
and establish visual/R/T contact. Let the No 2 close in.

FOLLOWING MANOEUVRES ARE PROHIBITED FOR FTO’S IN INDIA, HOWEVER FOR

KNOWLEDGE PURPOSES FOLLOWING EXERCISES CAN BE UNDERSTOOD BY
INSTRUCTORS

DEMO VI (STALL IN A LOOP) PROHIBITED FOR FTO’S

(Note: Before this demo/any demo involving aerobatics, a clean stall is mandatory to check the
stalling characteristics and Refer SOP)

Do not be under the impression that the ac can stall only in straight and level flight with the
throttle closed. It can stall at any speed, attitude and throttle setting if you exceed the critical
angle of attack. I will demonstrate this to you in a loop. In this demonstration I want you to
notice the attitude, which will be below the horizon and speed which would be well above the
basic stalling speed. The recovery action in this case is slightly different - that is - to relax the
backward pressure to unstall the aircraft, reduce throttle to minimize the height loss if nose is
below the horizon, get wings level to the nearest horizon and ease the ac out of the dive.
Gently follow me on controls.
Put the ac into a dive and proceed for a loop. Speed approaching 120kts, anticipate and
commence the loop. (Commence pattering ~ 30° above the second horizon) Coming on to the
second horizon, I should relax the backward pressure but I do not. Rate of loop increases and
with the nose well below the horizon, stall warning, the ac judders and stalls. Recover. (Relax
backward pressure, reduce throttle). Ac unstalls, get wings level to the nearest horizon and
ease out of the dive. Coming on the horizon, speed below 80kts, open throttle. Check CHT/Oil
Temp/Oil Pr, Fuel sufficient/ imbalance within limits. Look around and orientate.

Did you notice the higher stalling speed? Remember the correct method to recover from an
inadvertent stall if the nose is below the horizon is to relax backward pressure and reduce
throttle.
Do you have any questions?

Likely Faults
(a) Loss of direction during entry.
(b) Insufficient / delayed easing of stick forward at the point of stall.
(c) Lifting of dropped wing with aileron.
(d) Delayed opening of throttle causing excessive ht loss.
(e) Premature / delayed recovery from dive.
(f) Incorrect rate of pull out from the dive.

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 SPIN AND RECOVERY PROHIBITED FOR FTO’S

[Ht 6000feet AGL (2 turn), 8000feet AGL (4 turn), 2000 RPM, (Refer SOP)
ac trimmed for 80 kts; 2000RPM to maintain speed. The introduction could also be given
while in a climb to the appropriate height.]

Introduction Today I shall show you an intentional spin and teach you the correct method
of recovery. You may enter an unintentional spin if you mishandle controls during aerobatics,
particularly at low speeds. The entry speed for an intentional spin is 55kts. The
correct method of recovery is to apply full opposite rudder, and after a brief pause,
move the stick centrally and progressively forward till the spin stops. Once the
rotation stops, centralize rudders, get wings level and ease the ac out of the dive.
Speed below 80kts, open full throttle ensuring that the engine does not over speed. For the
intentional spin, we will climb to 6000/8000feet AGL (2T/4T) and carry out the Internal &
External checks as done before stall. (Also cover bailout sequence, procedure and height if
applicable).

Demo I (Visual Indications)

First, I shall carry out a two-turn spin to the left in which I will show you the visual indications
of steep nose-down attitude and autorotation. I shall carry out the spin towards____
(prominent feature) on a direction of___. Gently follow me on the controls. We will call out
the number of turns.

SPIN ENTRY: From level flight, smoothly close throttle and proceed as for a stall. At
50-55kts, apply left rudder, stick centrally back to maintain the nose parallel to the
horizon. The ac flicks into a spin, check full rudder and stick fully back. Notice the
steep nose-down attitude (pause if required) ONE TURN the autorotation (pause) TWO TURNS
and to recover, full opposite rudder, pause, stick centrally forward till the spin tightens and
stops. Centralize rudders, look up and get wings level to the nearest horizon. Ease the ac out
of the dive and hold the ac in a climbing attitude. Speed below 80kts, looking at the RPM
gauge, smoothly open full throttle. Check wings level in the climb and ball in the centre.
Check CHT/Oil Temp/Oil Pr, Fuel sufficient/imbalance within limits, g meter reset. Look
around and orientate. Did you notice the spin tightened just before the recovery? I want
you to notice this again when I show you a spin to the right. Do you have any questions?

Demo II (Instrument Indications with delayed/Emergency recovery)

(Internal, External Checks again before entry)

Now I shall carry out a two-turn spin to the right in which I will point out the instrument
indications in the following order. TSI needle showing a high rate of turn to the right, the ASI
fluctuating between 40-60kts and the altimeter showing a rapid loss of ht. During the spin I
will call out " TSI, ASI, Altimeter" and, I want you to glance at the instrument named and
notice the indications which I just now told you.

Also, I shall be demonstrating the delayed recovery actions-- that is, centralize rudders and
ease the stick forward. When I initiate the recovery, you should look outside and notice the
difference in recovery characteristics. I shall carry out the spin towards_______ (prominent
feature) on a direction of___. Gently follow me on the controls.

From level flight, smoothly close throttle and proceed as before (or, as for a stall). At 55kts,
apply right rudder, stick centrally back to maintain the nose parallel to the horizon. The ac

Page | 55
flicks into a spin, full rudder, and stick fully back. Notice the TSI (pause) one turn, ASI
(pause) and Altimeter, two turns. To recover, centralize rudder, pause, stick centrally
forward till the spin tightens and stops. Look up and get wings level to the nearest
horizon. Ease the ac out of the dive and hold the ac in a climbing attitude. Speed
below 80kts, looking at the RPM gauge, smoothly open full throttle. Check wings level in the
climb, ball in the centre. Check CHT/Oil Temp/Oil Pr, Fuel sufficient/imbalance within limits, g
meter reset. Look around and orientate. Did you notice the spin tighten just before the reco-
very? Did you notice the instrument indications? Did you also notice the difference in the
recovery?

Summary I have shown you the entry into spin and the correct & emergency recoveries
from a spin as also the Visual and Instrument indications. Initiate the emergency recovery
actions which I have shown you if the initial recovery actions fail up to 2 turns. Remember,
the datum ht to bail out from a spin is 3500feet AGL. This ac loses approx 500feet in a turn
and 1200feet in the ensuing dive. Do you have any questions?

Likely Faults

(a) Incorrect entry technique.

(b) Incorrect holding of pro spin controls during spinning.
(c) Incorrect application of anti-spin controls.
(d) Premature / delayed centralising of controls.
(e) Incorrect technique of easing out of the ensuing dive.

Demo III (Spin-off a Roll of the Top)

Do not be under the impression that the ac can get into a spin only from straight and
level flight. Like I told you earlier, the ac can get into a spin from any attitude if you
mishandle the controls. This is quite possible while carrying out aerobatics in general and a
ROT in particular. The recovery actions are slightly different in that, we close throttle, relax
backward pressure and centralize the rudders and ailerons. I will now demonstrate this to
you. Gently follow me on the controls. (For this demo, it is preferable to do the roll slowly
with partial ailerons).

Off a wingover, we enter into a dive for a ROT as before. On the second horizon, check and
roll. I now mechanically apply full top rudder and bring the stick back diagonally. Low speed,
cross controls, stall warning, ac judders and flicks into a spin. Recover. Close throttle,
centralize controls. Look up and get the wings level to the nearest horizon. Ease the
ac out of the dive and hold the ac in a climbing attitude. Speed below 80kts, looking at
the RPM gauge, smoothly open full throttle. Check wings level in the climb, ball in the center,
Check CHT/Oil Temp/Oil Pr, Fuel sufficient/imbalance within limits and g meter reset. Look
around and orientate. Did you notice how fast the recovery was when I applied the recovery
controls in the incipient stage of the spin? Do you have any questions?

AEROBATICS (CESSNA 152)

Introduction (Note: Listed below are two patters for each aerobatic maneuver. The first
patter is a complete description of the maneuver and its geometry. It also explains the actual
activity cycle that is involved in its execution. This is to be used for understanding and
learning the maneuver. The entire patter may be used in parts to teach "star" exercises.

The second patter is cryptic which can be used when actually pattering the maneuver to cover
its entire activity cycle in one demo itself. Due to paucity of time while execution, abbreviated

Page | 56
inputs are given. It is assumed that a exhaustive phase brief and pre sortie briefing has
already been carried out.)

Today I will teach you aerobatics. Aerobatics are carried out to learn and gain confidence in
handling the aircraft throughout its flight envelope. All aerobatics are carried out above a ht
4000feet AGL in sector and 6000 feet AGL over Runway and populated areas. Before
commencing aerobatics, Internal and External checks should be carried out. Before that, the
ac is trimmed for an intermediate speed of 100kts at full throttle (accelerate to 100kts, trim
the ac and carry out checks).

Wing Over

Now I shall teach you a wingover. All aerobatic maneuvers are normally entered off a
wingover. During a wingover, we gain ht with extra speed, carry out skeleton internal and
external checks and reposition in the sector with the correct dive angle and adequate
reference points for the next maneuver. In a wingover, the speed must not be dropped below
60kts.

Follow me on the controls for a wing over to the left/right. (Commence with at least 120kts).
Maintaining wings level, raise the nose to this attitude to convert extra speed into ht. Glance
inside, check CHT/Oil Temp/Oil Pr, Fuel sufficient/imbalance within limits and `g' meter reset.
Speed dropping to approx 70kts, look outside, put on bank to the left/right with adequate
rudder and backward pressure. Now, (speed 60kts) relax backward pressure and increase
bank to drop the nose slowly on to the horizon and to prevent speed dropping below 50kts.
Allow the nose to travel along the horizon by readjusting bank, backward pressure and
rudder. Maintain speed between 50-60kts. Check in the allotted sector and air space all
around clear. Select a linear feature/reference point. About 30° to go, anticipate, and gently
lower the nose by increasing the bank and relaxing the backward pressure to get the correct
dive angle. Now start taking off bank and rudder and roll out along the linear
feature/reference point. Check wings level. g meter reset. Notice, we have entered into the
dive without applying any negative `g'. Notice that now the horizon cuts the windshield at
about ___way from the top of it. Incidentally, this happens to be the correct dive angle for
_______ (next maneuver). That was a Wing Over to the left/right. Do you have any
questions?

Suggested cryptic patter

Follow me on the controls for a wing over to the left/right. Maintaining wings level, raise nose
to this attitude. Glance inside. Check CHT/OT/OP normal, fuel sufficient, imbalance, g meter
reset. Now (as speed reduces to ~ 70kts) look outside, put on bank to left/right with rudder &
backward pressure. Now relax backward pressure & increase bank to get nose on horizon.
Now readjust bank, rudder & backward pressure to make nose travel along horizon (speed
>50kts). Check allotted sector, air space clear, select linear feature/reference point. ~30 deg
to go, lower nose by increasing back & relaxing backward pressure to get required dive angle.
Now roll out with opposite rudder. Notice no negative 'g' is given in rolling in.

Check wings level, ball in center, g meter reset. This was a wing over to left/right.

Likely Faults

(a) Incorrect nose up attitude (too steep/shallow).

(b) Wings not level during conversion of speed to height.

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(c) Inadequate anticipation of relaxation of backward pressure, resulting in speed dropping
below 50kts.
(d) Looking (instead of glancing) inside too much.
(e) Inadequate directional anticipation for the roll-in.
(f) Ball not in the centre.

LOOP

Now I shall teach you a loop. Loop is a rotation of the aircraft around its lateral axis at a
constant rate so as to describe a near circle in the vertical plane. On this ac, it is carried out
with full throttle at an entry speed of 100KTS. The initial rate of looping is with 3.5 - 4.0 g
and thereafter a constant rate is maintained. In a correctly executed loop, the speed on the
back is approximately 50kts and the recovery speed is 100kts. Select a linear feature/point of
reference to check directional accuracy. Gently follow me on the controls.

Off a wingover, roll into a dive towards______. Check wings level, ball in the centre and
notice the correct dive angle with the horizon cutting the windshield approx 1/3 rd way from
top. g meter reset. Pick up a point straight ahead and maintain constant dive angle and
direction as the speed increases, with increased forward pressure and left rudder.

Speed approaching 100kts, anticipate and ease her out of the dive. Crossing the horizon,
check wings level, g meter indicating___ g (3.5-4.0). Increase the stick deflection as the
speed reduces to maintain this rate of loop and relax the left rudder. Now look back for the
second horizon and ensure wings level and a touch of right rudder. Crossing second horizon,
check speed and relax backward pressure. Now reapply backward pressure and left rudder.
Lookup for the linear feature/point of reference and ease her out of the dive. Crossing first
horizon, check wings level and recovery speed. Hold the ac in a climbing attitude, check
CHT/Oil Temp/Oil Pr, Fuel sufficient/imbalance within limits and g meter reset. Look around
and orientate. That was a Loop. Do you have any questions?

Suggested Cryptic Patter

Now I will teach you a loop. Entry speed 100kts, initial rate 3.5g-4g, thereafter constant rate
maintained. Ideally, speed on back is 50kts and recovery 100kts. Select appropriate linear
feature/pt of ref. Follow me on controls. Off a wingover, roll into dive along___/toward___.
Check dive angle 1/3rd from top, wings level, ball in center. Pick pt ahead to maintain dive
angle and direction as speed increases with increased forward pressure and left rudder.
Speed approaching 100kts, anticipate, ease-out, crossing horizon, wing level, ___'g' (3.5-4g),
increase stick deflection as speed reduces. Maintain this rate, relax left rudder. Now look
back for second horizon. Check wings level, touch of right rudder, crossing horizon, speed___
relax backward pressure. Now reapply left rudder, lookup, realign, maintain rate, ease out.
Crossing horizon, wings level, speed___. Hold climbing attitude. CHT/OT/OP, fuel sufficient/
imbalance, g meter__ (note and reset). Look around and orientate. That was a loop. Do you
have any questions?

Likely Faults
(a) Steep / shallow dive angle.
(b) Pulling out early / late (speed).
(c) Incorrect / inconsistent rate.
(d) Loss of direction / wing low.
(e) Not using linear feature / point of reference to align / correct.

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Barrel Roll

Now I will teach you a Barrel Roll. A Barrel Roll is a coordinated combination of looping and a
rolling during which, we achieve inverted wings level over a point 90° removed from the entry
direction and finally roll out erect towards the original direction. During the maneuver, we
travel around a barrel with its axis horizontal and 45° removed towards the side from the
entry direction. It is carried out with full throttle and commenced at 100kts with 2.5 - 3.0 g.
In a correctly executed barrel roll, the speed on the back is 60kts and at recovery is 100kts.
Gently follow me on the controls for a Barrel Roll to the left/right.

Select a distant point of reference for directional accuracy and enter the dive off a wingover.
Check wings level, ball in the centre and correct dive angle with the horizon cutting the
windshield halfway. Maintain dive angle and direction. Speed 100kts, pick up a point on your
left/right wing tip on the horizon.

Speed approaching 100kts, anticipate and ease her out of the dive. First horizon wings level,
rate correct, g meter indicating__ g (2.5-3.0). Commence rolling at this rate, continue
looping. Here more aileron and rudder. Look out for the reference point and cross the second
horizon with outer wing crossing first, check speed. Keep rolling, lookup. Now adjust aileron,
rudder and backward pressure to come out in the original direction. Crossing first horizon,
check wings level and recovery speed. Hold the ac in a climbing attitude, Check CHT, Oil
Temp/Oil Pr, Fuel sufficient/imbalance within limits and g meter reset. Look around and
orientate. That was a Barrel Roll to the left/right. Do you have any questions?

Suggested Cryptic Patter

Now I will teach you a Barrel Roll. Entry speed 100kts and initial rate 2.5-3.0g. Ideally speed
on back is 60kts and recovery at 100kts. Select a distance reference pt. Follow me on
controls for a Barrel roll to left/right. Off a wingover, roll into a dive towards ___. Checks dive
angle, horizon halfway, wings level, ball in center, g meter reset. Maintain dive angle and
direction. At speed 100kts, pick 90degree pt on left/ right wing tip on horizon (Call out pt).

Speed approaching 100kts, anticipate, ease out at this rate, at horizon wings level, g meter
___. Roll at this rate, continue looping increasing stick deflection as speed reduces. Cross-
reference point outer wing first. Speed___. Keep rolling. Look up. Now maintain rate of
rolling and looping to come out in original direction. Crossing horizon, wings level, speed ___.
Hold climbing attitude. Check CHT, OT, OP, Fuel sufficient/imbalance, g meter ___ (note and
reset). Look around and orientate.

Likely Faults

(a) Steep / shallow dive angle.

(b) Pulling out early / late (speed).
(c) Incorrect / inconsistent rate of looping & rolling.
(d) Looping and rolling not coordinated during upper half.
(e) Wings not level (inverted) above the horizon at the 90° point.
(f) Looping and rolling not coordinated during lower half.
(g) Not picking up the 12 `O’Clock point in time resulting in loss of direction.

Roll

Now I shall teach you a Roll. During this maneuver the ac is rotated around its longitudinal
axis through 360°. Rolls are carried out with an entry speed of 100kts with the nose slightly

Page | 59
above the horizon. In an ideally executed Roll, at recovery, the nose should be on the horizon.
However, more important is the aim of not losing any direction at all, even if nose drops a
little bit during the roll. Gently follow me on the controls for a Roll to the left/right.

Select a reference point for directional accuracy and off a wing over enter into a dive. Check
wings level, ball in the centre and notice the correct dive angle is shallower than that for a
Barrel Roll. Speed approaching 120kts, anticipate and ease her out of the dive to this
attitude. Start rolling to the left/right at this rate. Now start applying top rudder to keep the
nose at the selected point. Maintain roll rate. Approaching 180°, stick forward to maintain
the nose above the horizon. Start changing over rudder, aileron to maintain the rate of roll,
now top rudder to prevent nose drop. Reduce aileron to maintain rate and relax forward
pressure to keep the nose on the horizon (do not bring stick back diagonally). Put on about
10° bank to left/right (into the rudder held) and centralize controls. Check CHT/Oil Temp/Oil
Pr, Fuel sufficient/imbalance within limits and g meter reset. Look around and orientate. That
was a Roll to the left/right. Do you have any questions?

Suggested Cryptic Patter

Now I will teach you a roll. Entry speed 100kts with nose little above horizon and after
recovery to be on horizon. Select reference point. Follow me on controls for roll to left/right.

Off a wingover, roll into a dive towards _____. Check dive angle shallower than Barrel roll.

Speed approaching 100kts, anticipate, ease out to this attitude. Check looping, roll at this
rate, top rudder, maintain roll rate, direction, forward pressure to keep nose above horizon.
On the back, change over rudder, keep rolling. Now top rudder to prevent nose drop. Reduce
aileron, relax forward pressure to keep nose on horizon. Stop at wings level. Now put on
~10degree bank towards applied rudder and centralized controls. Check CHT/OT/OP fuel
sufficient, imbalance, g meter reset. Look around and orientate.

Likely Faults

(a) Incorrect commencement attitude.

(b) Incorrect rate of roll.
(c) Not holding the nose above the horizon on the back.
(d) Control inputs not coordinated to maintain direction & attitude.

Roll of the Top

Now I shall teach you a Roll off the Top (ROT). The ROT is a combination of the first half of a
loop and the second half of a Roll, changing direction through 180°. It is carried out with full
throttle and an entry speed of 100kts. The initial rate of acceleration is 4.0-4.5 g and
thereafter, a constant rate is maintained. On the back, before rolling, we check speed more
than 60kts. If it is less, we continue with the loop. Select a linear feature to check directional
accuracy.

Gently follow me on the controls for a ROT to the left/right. Off a wingover, roll into the dive.
Check wings level, ball in the centre and notice correct dive angle with the top of the
windshield on the horizon. Dive angle is steeper than that for a loop, pick up a point straight
ahead and maintain dive angle and direction as the speed increases with increased forward
pressure and left rudder.

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Speed approaching 100kts, anticipate and ease her out of the dive. Crossing the horizon,
check wings level, g meter indicating (4.0-4.5). Increase the stick deflection as the speed
reduces to maintain this rate and relax the left rudder. Now look back for the second horizon,
ensure wings level and check the looping at this attitude (approx 20° above the horizon).
Check speed > 50kts and roll with full ailerons. Now apply top rudder and maintain the stick
fully into the roll and bring it back to keep the nose on the horizon (do not bring it back
diagonally). Smoothly centralize the rudders by putting on about 10° bank to left/right (into
the rudder held). Check CHT/Oil Temp/Oil Pr, Fuel sufficient/imbalance within limits and g
meter reset. Look around and orientate. That was a Roll off the Top to the left/right. Do you
have any questions?

Suggested Cryptic Patter

Now I will teach you a ROT. Entry speed 100kts, initial rate 4-4.5g. On the back, check
speed more than 50kts before rolling. If less, continue with loop. Select linear feature for
directional accuracy. Follow me on control for a ROT left/right.

Off a wing-over roll into the dive. Check dive angle, top of windshield on horizon. Forward
pressure and left rudder as speed > 120kts.

Speed approaching 100kts, anticipate, ease-out, on horizon wing level, ___ g. Maintain rate,
relax left rudder. Now look back for second horizon. Check wings level and pick up a point.
Check speed >50kts, stop looping (~ 20 degrees above horizon) Roll with full aileron, now
apply top rudder, maintain direction. smoothly centralize rudders by putting 10degree bank
towards applied rudder. Check CHT/OT/OP, fuel sufficient/imbalance within limits, g meter
___ reset. Look around and orientate.

Likely Faults

(a) Steep / shallow dive angle.

(b) Pulling out early / late (speed).
(c) Incorrect / inconsistent rate of looping.
(d) Loss of direction / wing low.
(e) Incorrect technique of roll out.
(f) Rolling out at a speed lower than 60kts.

Stall Turn

Now I shall teach you a Stall Turn. In a Stall Turn, the ac is brought up to the vertically up
position, yawed to cartwheel around one wingtip through 180° till vertically down and reco-
vered in the reciprocal direction. A Stall Turn is initiated with full throttle at 100kts with 3.0-
3.5 g till vertically up. The throttle is closed during the downward traverse and reopened
after recovery at a speed below 80kts in the reciprocal direction with the nose above the
horizon. Select a linear feature for directional accuracy and gently follow me on the controls
for a stall turn to the left/right.

[Remember that in a left stall turn, generally, more forward pressure is required, hardly any
hold off of bank and, at the bottom, opposite rudder is required. Similarly, for a right turn,
less of forward pressure, more of left aileron during yaw and not even centralizing of rudders
at the bottom (hold on to the right rudder till speed builds up) is required. The aim is to stop
the yaw with nose vertically down without any oscillations. Rate of yaw will depend upon time
spent in top half (speed decay), rate of closing throttle and holding off bank correctly].

Page | 61
Off a wing-over roll into the dive. Check wings level and ball in the centre. Notice dive angle
same as for a Loop, horizon cutting the windshield approx 1/3 way from the top. Pick up a
point straight ahead and maintain dive angle and direction as the speed increases with
increased forward pressure and left rudder. Speed 100kts, select a reference point to your
left/right on the horizon.

Speed approaching 100kts, anticipate and ease her out of the dive as for a loop at slightly
lesser rate. Crossing the horizon, check wings level and increase backward pressure to get
this rate of looping. Look at the left/right wing tip and pick up the reference point.
Approaching 90°, check looping, apply rudder gradually. Now, more rudder. Control the rate
of yaw by smoothly closing throttle. Apply elevators and ailerons as required to make the
nose and outer wing pass through the reference point. Approaching vertically down, centralize
the rudders (opposite rudder and centralize rudder, if required) to check the yaw. Now, look
up and maintaining wings level ease her out of the dive. Notice that we have changed
direction through 180°. Hold the ac in a climbing attitude. Speed below 80kts, smoothly open
throttle ensuring no engine overspeed. Check wings level in the climb, ball in the centre.
Check CHT/Oil Temp/Oil Pr, Fuel sufficient/imbalance within limits and g meter reset. Look
around and orientate. That was a stall turn to the right/left. Do you have any questions?

Suggested Cryptic Patter

Now I will teach you a Stall Turn. Entry with full throttle, speed 100kts, initial rate 3 - 3.5 g
till vertically up. The aircraft is yawed around one of its wingtips till vertically down, the
throttle is closed in downward traverse. During the ease out in recovery, the throttle is
reopened at speed below 80kts. Select linear feature for accuracy. Follow me on controls for
a stall turn to left/right.

Off a wing-over roll into the dive. Check dive angle same as for loop. Wings level, ball in
center, g meter reset. Forward pressure and left rudder as speed increases. Speed 100kts.
Select reference pt 90 degrees left/right (on horizon).

Speed approaching 100kts, anticipate, ease out at this rate, on horizon, wings level, ___ g.
Maintain rate. Now look at left/right tip. Pick up reference point. Approaching 90degree,
Check looping. Apply rudder gradually, forward press if nose pitches up. Now more rudder.
Aircraft yaws, now smoothly close throttle. Now apply elevator/ aileron to make nose and
outer wing travel through reference pt.

Approaching vertically down, centralize/opposite rudder (as required) Now look up, keeping
wing level ease out. See direction change through 180 degrees. In climbing attitude check
speed below 80kts smoothly open throttle (ensure no engine over speed). Wing level, ball in
center. Check CHT/OT/OP fuel sufficient / imbalance, g meter reset.

Likely Faults

(a) Steep / shallow dive angle.

(b) Pulling out early / late (speed).
(c) Incorrect / inconsistent rate.
(d) Loss of direction/wing low.
(e) Going past the vertical.
(f) Applying rudders too rapidly (fin stall).
(g) Not coordinating closing of throttle.
(h) Mechanically applying forward pressure.
(j) Mechanically applying opposite aileron.

Page | 62
 (k) Not using linear feature to align.
(l) Unnecessarily giving opposite rudder at the bottom or, not giving it when required.

COMBINATION MANOEUVRES

Vertical figure of Eight

I will now teach you a vertical figure of eight. It is a combination of a slow speed loop
followed by a half roll ending with a roll off the top (ROT), so as to circumscribe a figure of
eight in the vertical plane. The Roll and ROT are carried out in mutually opposite directions.
It is important to select a linear feature for directional accuracy and to climb to a ht of
6000feet AGL so as to not go below 4000feet AGL during the maneuver.

Gently follow me on the controls. Off a wingover, we enter into a shallow dive. Check wings
level. Speed 100kts, ease the ac out of the dive with wings level. Crossing the horizon check
3.5 g. Maintain the rate of looping. Increase stick deflection and right rudder as the speed
reduces. (Past vertically up position) Here hold the stick. (Appx 45° to go for the second
horizon) Now slight forward pressure to maintain the rate. 2nd horizon check wings level.
Continue looping rate. (Past vertically down). Now look up, align yourself with the linear
feature and get wings level to the horizon, speed 100kts.

For the half roll, stop at this attitude, check height more than 5000feet AGL and roll to the
right/left with aileron and rudder. Stop at wings level (Do not allow the attitude to fall below
the horizon). Speed below 90kts, commence looping again. Look up and align yourself with
the linear feature. Maintain this rate to get a speed of 100kts on the horizon, and continue to
ease her out increasing the rate as you cross the horizon to get wings level and about 4.5 g.
Increase the stick deflection as the speed reduces to maintain this rate and relax the left
rudder. Now lookup for the second horizon, ensure wings level and check the looping at this
attitude (approx 20° above the horizon). Check speed > 50kts and roll to the left/right. (At
90°) top rudder, (below 60° bank) backward pressure to hold attitude. Slowly centralise
controls like after a roll of the top.

Check CHT/Oil Temp/Oil Pr, Fuel sufficient/imbalance within limits and g meter reset. Look
around and orientate. That was Vertical figure of Eight. Do you have any questions?

Suggested Cryptic Patter

Now I will teach you a Vertical Figure of Eight. Minimum ht 6000feet AGL. It is a combination
of slow speed loop followed by half-roll and completed with a ROT. Roll and ROT are in
mutually opposite directions. Follow me on controls.

Off a wingover, enter into shallow dive. Check wings level speed approaching 100kts, ease-
out, horizon, wings level ____g, rate, increase stick deflection, right rudder. Now slight
forward pressure (if required) to maintain rate. Second horizon, wings level, speed ___. Rate
correct. Now look up align linear feature. Maintain rate. Ease out wings level to first horizon
speed ___ (100kts).

For half roll, stop at this attitude, check ht >5000feet AGL, speed 100kts, roll left/right,
keeping nose above horizon at inverted, stop rolling. Commence looping, lookup, align linear
feature, maintain rate to get 100kts on horizon with wings level and 4.5 g. Proceed for ROT
to right/left. Here stop looping (~20 degrees above horizon), check speed >60kts, roll to
left/right. Now (~90 degrees) top rudder, direction. Slowly centralize controls as in ROT.

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Check CHT/OT/OP normal/fuel sufficient, imbalance, g meter ___ reset. Look around and
orientate.

Likely Faults

(a) Steep / shallow dive angle.

(b) Pulling out early / late (speed).
(c) Incorrect / inconsistent rate.
(d) Loss of direction / wing low.
(e) Incorrect technique of roll and roll out.
(f) Rolling out at a speed lower than 60kts.

Horizontal figure of Eight

I will now teach you a Horizontal figure of eight. It is a combination of the first half of a loop
followed by the second half of a roll below the horizon, and ending with a roll off the top
(ROT). The roll and ROT are carried out in mutually opposite directions. It is important to
select a linear feature for directional accuracy and to climb to a ht of 6000feet AGL so as to
not go below 4000feet AGL during the maneuver.

Gently follow me on the controls. Off a wingover, we enter into a dive. Check wings level, ball
in the center and horizon cutting the windshield approx 1/3 rd way from top. g meter reset.
Pick up a point straight ahead and maintain constant dive angle and direction as the speed
increases with increased forward pressure and left rudder.

Speed approaching 100kts, anticipate and ease her out of the dive. Crossing the horizon,
check wings level, g meter indicating ___ g (3.5-4.0 g). Increase the stick deflection as the
speed reduces to maintain this rate of loop and relax the left rudder. Now lookup for the
second horizon and check wings level. Crossing second horizon, check speed and continue
looping maintaining the rate. Look for the linear feature.

Here pick up a point, stop looping and with forward pressure, roll with aileron and rudder.
Look up and check top of the windscreen touching the horizon. Maintain sufficient rudder to
keep the ball central. Speed approaching 120kts, anticipate and ease her out of the dive.
Crossing the horizon, check wings level, g meter indicating ___ g (4.0-4.5 g). Increase the
stick deflection as the speed reduces to maintain this rate and relax the left rudder. Now
lookup for the second horizon, ensure wings level and check the looping at this attitude
(approx 20° above the horizon). Check speed > 50kts (ideally 60kts) and roll to the left/right.
Keeping sight of the selected point, slowly centralizes controls without losing direction.

Check CHT/Oil Temp/Oil Pr, Fuel sufficient/imbalance within limits and g meter reset. Look
around and orientate. That was Horizontal figure of Eight. Do you have any questions?

Suggested Cryptic Patter

Now I will teach you a Horizontal Figure of Eight. It is a combination of first half of a loop
followed by second half of a roll below the horizon. Roll & ROT are done in mutually opposite
directions. Select linear feature and ensure ht >6000feet AGL before commencing. Follow
me on controls.

Off a wingover, enter into dive as for loop. Pick up pt ahead as before. Speed approaching
100kts, anticipate, ease-out, g meter ___ (3.5 - 4.0 g). Proceed as for loop. Now look up
second horizon. Ensure wings level, speed ___. Rate correct. Look for linear feature.

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Here pick up point, stop looping with forwarding pressure, roll with help of rudder at this rate,
ease out so as to get 100kts on horizon. Proceed for a ROT.
Likely Faults

(a) Steep / shallow dive angle. (Both for the Loop and ROT)
(b) Pulling out early / late (speed).
(c) Incorrect / inconsistent rate.
(d) Loss of direction/ wing low.
(e) Incorrect technique of roll and roll out.
(f) Rolling out at a speed lower than 50kts.

4 Leaf Upward Clover

I will now teach you a 4 Leaf Upward Clover. It is a combination of loop and roll during the
upward traverse to describe 4 leaves. The maneuver is terminated with a ROT to the opposite
side. For directional accuracy, it is important to select a linear feature for directional accuracy.
Commencement height is 6000feet AGL minimum, to be above 4000feet AGL all through the
maneuver.

Gently follow me on the controls for an Upward Clover to the left. Off a wingover, we enter
into a dive as for a loop. Check wings level, ball in the center and horizon cutting the wind-
shield approx 1/3 rd way from top. g meter reset. Pick up a point straight ahead and maintain
constant dive angle and direction as the speed increases with increased forward pressure and
left rudder.

Speed approaching 100kts, anticipate and ease her out of the dive. Crossing the horizon,
check wings level, g meter indicating ___ g (3.5-4.0 g). (45° above the horizon) Now look to
your left and pick up 90° point. (~75°) At this attitude, roll with aileron and rudder, keep
looping. On 90° point stop rolling, centralize rudders, check wings’ level speed 50-60kts and
continue looping at this rate. Look up, check 90° to linear feature/point of reference and
control the ease out to get 100kts. Crossing first horizon, check wings level and continue
looping. (Repeat for the 2nd, and 3rd leaves).

Align yourself with the linear feature. Maintain this rate. Speed approaching 100kts, anticipate
and ease her out of the dive. Crossing the horizon, check wings level, g meter indicating ___
g (4.0-4.5 g). Increase the stick deflection as the speed reduces to maintain this rate and
relax the left rudder. Now look back for the second horizon, ensure wings level and check the
looping at this attitude (approx 20° above the horizon). Check speed > 50kts and roll to the
left/right. Keeping sight of the selected point, slowly centralizes controls without losing
direction.

Check CHT/Oil Temp/Oil Pr, Fuel sufficient/imbalance within limits and g meter reset. Look
around and orientate. That was a 4 Leaf Upward Clover. Do you have any questions?

Suggested Cryptic Patter

Now I will teach you a 4 Leaf Upward Clover. It is a combination of loop and roll during
upward traverse to describe 4 leaves. Manoeuvre terminated with ROT to opposite side.
Select linear feature and commencement height >6000feet AGL. Follow me on controls.

Off a wingover, enter into dive as for a loop. Check dive angle. Wings level, ball in center, g
meter reset. Pick up pt (for correct dive angle and direction). Forward Press, left rudder.

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Speed approaching 100kts, anticipate, ease-out, horizon, wings level, g meter ___. Now look
to left (at ~45 degrees above horizon) and pick up 90degree pt. At 70 degrees, roll with ailer-
on and rudder. Keep looping. At 90degree pt, stop rolling, centralize rudder and take off
aileron, check wings speed ___ (50-60kts). Continue looping at same rate. Look up. Check
90 degree to linear feature. Control ease out at same rate (speed ~100kts on horizon)
Crossing horizon, wings level, continue looping (Repeat for second and third leaves).

Last leaf, align with linear feature (original direction) maintain this rate, speed 100kts,
anticipate, ease out. Rest as ROT.

Likely Faults

(a) Steep / shallow dive angle.

(b) Pulling out early / late (speed).
(c) Commencing roll early / late.
(d) Incorrect / inconsistent rate.
(e) Loss of direction / wing low.
(f) Incorrect technique of roll and roll out.
(g) Rolling out at a speed lower than 50kts.

4 Leaf Downward Clover

I will now teach you a 4 Leaf Downward Clover. It is similar to the upward clover, except that
the direction is changed through 90° during the downward traverse of the loop. This mano-
euvre is also terminated with a ROT to the opposite side. For directional accuracy, it is
important to select a linear feature for directional accuracy. Minimum height 6000feet AGL at
commencement to finish off above 4000feet AGL.

Gently follow me on the controls for a Downward Clover to the left. Off a wingover, we enter
into a dive as for a loop. Check wings level, ball in the center and horizon cutting the
windshield approx 1/3 rd way from top. g meter reset. Pick up a point straight ahead and
maintain constant dive angle and direction as the speed increases with increased forward
pressure and left rudder.

Speed approaching 100kts, anticipate and ease her out of the dive. Crossing the horizon,
check wings level, g meter indicating ___ g (3.5-4.0 g). Increase the stick deflection as the
speed reduces to maintain this rate of loop and relax the left rudder. Now lookup for the
second horizon and check wings level. Crossing second horizon, check speed and relax
backward pressure. Now reapply backward pressure and left rudder. Look for the linear
feature/point of reference. Coming vertically down, check and roll to the left with forward
pressure, rudder and aileron. Look at linear feature and check at 90°. Stop rolling and
continue looping at the same rate. Look up, check wings level and continue with next leaf.
Rest of the patter, as for Upward Clover.

(On termination) Check CHT/Oil Temp/Oil Pr, Fuel sufficient/imbalance within limits and g
meter reset. Look around and orientate. That was a 4 Leaf Downward Clover. Do you have
any questions?

Suggested Cryptic Patter

Now I will teach you a 4 Leaf Downward Clover. It is similar to upward clover except direction
is changed through 90 degrees during downward traverse. Manoeuvre terminated with ROT

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to opposite side. Select linear feature and ht >6000feet AGL for commencement. Follow me
on controls.

Off a wingover, enter into a dive as for a loop. Check dive angle (1/3 way from top). Wings
level, ball in center, g meter reset, forward pressure, left rudder (to maintain dive angle and
direction)

Speed approaching 100kts, anticipate, ease-out, horizon, wings level ___g. Maintain rate.
Relax left rudder. Now look up for second horizon. Check wing level, speed ___, relax
backward pressure. Now reapply (backward press), left rudder. Look for linear features.
Coming vertically down stop looping, roll to left with forward pressure, aileron and rudder.
Stop rolling at 90 degrees, ease out at same looping rate. Look up, horizon, wings level g, and
continue (Rest same as upward clover).

Likely Faults

(a) Steep / shallow dive angle.

(b) Pulling out early / late (speed).
(c) Commencing roll early / late.
(d) Incorrect / inconsistent rate.
(e) Loss of direction / wing low.
(f) Incorrect technique of roll and roll out.
(g) Rolling out at a speed lower than 50kts.

HAPPY LANDINGS

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