In-flight Maneuvers

Energy management concepts.

Aerodynamics associated with steep turns, including:

a. Maintaining coordinated flight

b. Overbanking tendencies

c. Maneuvering speed, including the impact of weight changes

d. Load factor and accelerated stalls

e. Rate and radius of turn

Spatial disorientation when conducting a steep turn while flying by reference to instruments.

Collision hazards.

Low altitude maneuvering, including stall, spin, or controlled flight into terrain (CFIT).

Distractions, task prioritization, loss of situational awareness, or disorientation.

Uncoordinated flight.

Select an entry altitude that allows the Task to be completed no lower than 3,000 feet above ground level (AGL).

Establish the manufacturer’s recommended airspeed or, if one is not available, a safe airspeed not to exceed manuevering speed (VA).

Establish a configuration and bank angle as specified by the evaluator and make a coordinated turn of at least 180 degrees solely by reference to instruments.

Perform the Task in the opposite direction, as specified by evaluator.

Make smooth pitch, bank, and power adjustments as needed.

Maintain the entry altitude ±100 feet, airspeed ±10 knots, bank ±5°, and roll out on the entry heading ±10°.

Avoid any indication of an impending stall, abnormal flight attitude, or exceeding any structural or operating limitation during any part of the Task.

Use single-pilot resource management (SRM) or crew resource management (CRM), as appropriate.

All specific flight and performance characteristics associated with the aircraft.

Specific flight and performance characteristics, their effects, and applicable procedures.

Distractions, task prioritization, loss of situational awareness, or disorientation.

Use proper techniques, checklists, and procedures to enter into, operate within, and recover from specific flight situations, as applicable.

Procedures for changing aircraft configuration.

Aerodynamic effects of changing aircraft configuration.

Flight control operation when converting from thrust-borne to wing-borne configuration, and when converting from wing-borne to thrust-borne configuration, while in straight-and-level flight.

Aircraft performance and limitation charts.

Factors related to weight and balance and center of gravity (CG) envelopes.

Aircraft performance limitations.

Powerplant failure during conversion.

Aerodynamic stall.

Effects of gross weight and CG.

Rapid configuration or thrust vector changes.

Other hazards specific to the powered-lift make and model.

Altitude variation/vertical speed.

Distractions, task prioritization, loss of situational awareness, or disorientation.

Convert from thrust-borne configuration to wing-borne configuration during straight-and-level flight.

Convert the aircraft from wing-borne configuration to thrust-borne configuration during straight-and- level flight.

Utilize proper control technique throughout the maneuver.

Maintain awareness of aircraft performance, limitations, and relative position throughout the maneuver.

Maintain altitude ±100 feet and specified heading ±10° throughout the operation. Achieve and maintain targeted airspeed ±10 knots.

Use the appropriate checklist, if applicable.

Use single-pilot resource management (SRM) or crew resource management (CRM), as appropriate.

Aerodynamics associated with stalls in wing-borne configuration, including the relationship between angle of attack, airspeed, load factor, power setting, aircraft weight and balance, CG, aircraft attitude and configuration.

Stall characteristics and prevention as they relate to aircraft design and impending stall and full stall indications using sight, sound, or feel.

Factors and situations that can lead to a power-on stall and actions that can be taken to prevent it.

Effects of autoflight, flight envelope protection in normal and degraded modes, and unexpected disconnects of the autopilot, if applicable to the aircraft used for the evaluation.

Fundamentals of stall recovery.

Factors and situations that could lead to an inadvertent power-on stall, spin, and loss of control.

Range and limitations of stall warning indicators (e.g., aircraft buffet, stall horn, etc.).

Stall recognition and recovery procedures.

Secondary and accelerated stalls.

Effects of environmental elements on aircraft performance as they related to stalls (e.g., turbulence, microbursts, and high density altitude).

Collision hazards including aircraft and terrain.

Distractions, task prioritization, loss of situational awareness, or disorientation.

Clear the area and select an entry altitude that allows the recovery to be completed no lower than 3,000 feet above ground level (AGL).

Establish the takeoff, departure, or wing-borne configuration, as specified by the evaluator, and maintain coordinated flight throughout the maneuver in simulated or actual instrument meteorological conditions (IMC).

Either manually or with the autopilot engaged, smoothly adjust pitch attitude, bank angle not to exceed 20°, and power setting in accordance with evaluator’s instructions to an impending stall.

Acknowledge the cue(s) and initiate a recovery at the first indication of a stall.

Execute a stall recovery in accordance with procedures set forth in the Flight Manual.

Return to the altitude, heading, aircraft configuration, and airspeed specified by the evaluator.

Use single-pilot resource management (SRM) or crew resource management (CRM), as appropriate.

Aerodynamics associated with stalls in various aircraft configurations, including the relationship between angle of attack, airspeed, load factor, power setting, aircraft weight and center of gravity, aircraft attitude, and yaw effects.

Stall characteristics in various flight modes, including impending stall and full stall indications.

Factors and situations that can lead to a stall during flight and actions that can be taken to prevent it.

Effects of autoflight, flight envelope protection in normal and degraded modes, and unexpected disconnects of the autopilot, if applicable to the aircraft used for the evaluation.

Fundamentals of stall avoidance and recovery.

Effects of altitude on performance and flight control effectiveness during a recovery.

Factors and situations that could lead to an inadvertent power-off stall, spin, and loss of control.

Range and limitations of stall warning indicators (e.g., aircraft buffet, stall horn, etc.).

Stall recognition and recovery procedures.

Secondary and accelerated stalls.

Effects of environmental elements on aircraft performance as they related to stalls (e.g., turbulence, microbursts, and high density altitude).

Collision hazards including aircraft and terrain.

Distractions, task prioritization, loss of situational awareness, or disorientation.

Clear the area and select an entry altitude that allows the recovery to be completed no lower than 3,000 feet above ground level (AGL).

Configure the aircraft in the approach or landing configuration, as specified by the evaluator, and maintain coordinated flight throughout the maneuver in simulated or actual instrument meteorological conditions (IMC).

Either manually or with the autopilot engaged, smoothly adjust pitch attitude, bank angle not to exceed 20°, and power setting in accordance with evaluator’s instructions to an impending stall.

Acknowledge the cue(s) and promptly recover at the first indication of an impending stall (e.g., buffet, stall horn, stick shaker, etc.).

Execute a stall recovery in accordance with procedures set forth in the Flight Manual.

Configure the aircraft as recommended by the manufacturer and accelerate to VX or VY.

Return to the altitude, heading, aircraft configuration, and airspeed specified by the evaluator.

Use single-pilot resource management (SRM) or crew resource management (CRM), as appropriate.