TAKE OFF
Communication, request for taxi instruction
Obtain QNH and Runway heading
Setting QNH and Heading/ if not already set
Before taxi check
1. Right is clear, front is clear and left is clear
2. Chocks out
3. Taxi light on
4. Parking brake released, alert on brake
5. Brake test
a. Advancing power to move forward
b. A/c is moving forward
c. Reduce PWR to idle
d. Apply brakes
e. Brake works properly, checks urs captain YHC, IHC,YHC
f. YHC,IHC,YHC
6. Steering test
a. Advancing PWR to move forward
b. A/c is moving forward
c. Apply left rudder, heading is decreasing
d. Apply right rudder, heading is increasing
e. Maintaining centerline
f. Reduce PWR to idle
g. Apply brakes
h. Steering works properly
Taxi procedure
1. Advancing power to move frwrd
2. A/c is moving Frwrd
3. Taxi check
a. Maintaining center line
b. Speed checked <10kts
c. No traffic
4. Reduce PWR to idle
5. Apply brakes
6. Before lineup check
a. Departure area is clear, approach is clear, runway is identified
b. E to go
c. LL ON
d. F checked 10 and VI
7. Communication
8. Advancing
SLOW FLIGHT
1. Pre-maneuver check
2. Clearing turn
3. Slow flight
4. Maintaining constant altitude and heading
5. Altitude maintained
6. Heading maintained
7. Reducing power to 30%
8. Pitch up
9. Maintaining altitude
10. Waiting for speed 60
11. Approaching speed 60
12. Taking lead point
13. Advancing power for speed 60
14. Speed checked 60, altitude and heading maintained
15. Setting next heading to the left
16. Left area clear
17. Turn to the left with a BA 10
18. Correction for bank
19. Correction for pitch
20. Waiting for target heading
21. Target heading is approaching
22. Taking lead point
23. Rolling out
24. Speed checked 60, altitude and heading maintained
25. Flap to 10, CFE.
26. Waiting for speed 55
27. Approaching speed 55\
28. Taking lead point
29. Advancing power for speed 55
30. Speed checked 55, altitude and heading maintained
31. Setting next heading(original heading)
32. Right area clear
33. Turn to the right with BA of 10
34. Correction for the bank
35. Correction for the pitch
36. Waiting for target heading
37. Target heading is approaching
38. Taking lead point
39. Rolling out
40. Speed checked 55, altitude and heading maintained
41. Slow flight completed
42. Slow flight recovery
43. Advancing full power
44. Pich down/ establishing positive pitch attitude
45. Waiting for speed 70
46. Speed checked 70
47. Flap up, CFE.
48. Waiting for speed 90
49. Approaching speed 90
50. Taking lead point
51. Reduce power to CPWR.
52. Trimming the aircraft
53. Level off check
STEEP TURN
1. Pre-maneuver check
2. Clearing turn
3. Steep turn
4. Maintaining constant heading and altitude
5. Altitude maintained
6. Heading maintained
7. Advance power to 75
8. Waing for speed 95
9. Speed checked 95
10. Punch heading knob and taking outside reference
11. Left area clear
12. Turn to the left with the BA of 45
13. Pitch up/ maintaining altitude
14. Waiting for target heading
15. Waiting for target reference
16. Taking lead pt (22.5 from target HDG)
17. Rolling out and pitch down
18. Altitude maintained
19. Heading maintained
20. Reducing pwr to CPWR.
21. Speed checked 90
22. Trimming the aircraft
23. Steep turn completed
24. Level off check
DEPARTURE STALL
1. Pre-maneuver check
2. Clearing turn
3. Maintaining constant altitude and constant heading
4. Alt maintained
5. Heading maintained
6. Departure stall
7. Reducing pwr to 30%
8. Waiting for speed less than 90
9. Speed checked <90
10. Flap set to 10, CFE
11. Pitch up
12. Maintaining altitude
13. Waiting for speed 60
14. Speed checked 60
15. Advancing full power
16. Apply back pressure (17.5)
17. Waiting for stall warning
18. Stall
19. Establishing positive pitch
20. Waiting for speed 70
21. Speed checked 70
22. Flap up, CFE
23. Waiting for speed 80
24. Speed checked 80
25. Establishing climb pitch attitude
26. What is our target altitude captain
27. Setting next altitude
28. Waiting for target altitude
29. Target altitude approaching
30. Taking lead pt
31. Levelling off
32. Waiting for speed 90
33. Taking lead pt
34. Reducing PWR to CPWR
35. Trimming the a/c
36. Level off check
An approach stall is an aerodynamic condition that can occur during the landing phase of flight
when an aircraft is flying at a low speed and high angle of attack, typically when it is attempting
to land. If the pilot fails to maintain proper airspeed and angle of attack, the wings can lose lift
abruptly, causing the aircraft to stall. Here are the key points regarding approach stalls:
### Causes of an Approach Stall:
1. **Excessive Bank Angles**: High bank angles can increase the load factor and the stall
speed.
2. **Low Airspeed**: Flying too slowly can bring the aircraft near the stall speed, especially
during descent.
3. **High Angle of Attack**: Maintaining an angle of attack that exceeds the critical angle can
lead to a stall.
4. **Pilot Mismanagement**: Poor judgment in flaps configuration, power settings, or altitude
can contribute to a stall.
### Preventing Approach Stalls:
1. **Maintain Adequate Airspeed**: Ensure that you stay above the minimum controllable
airspeed during approach.
2. **Monitor Angle of Attack**: Use the aircraft’s instrumentation and visual references to
maintain a safe angle of attack.
3. **Proper Configuration**: Set flaps and landing gear appropriately for the stage of flight.
4. **Avoid Abrupt Control Inputs**: Make smooth inputs to the flight controls, especially when
below 1,000 feet AGL (Above Ground Level).
5. **Use the “5 C’s” of Approach**: Configuration, Checklist, Check Airspeed, Check Altitude,
and Check for any traffic.
### Recognizing an Approach Stall:
- **Buffeting**: The control surfaces may begin to shake or vibrate.
- **Loss of Control Authority**: The aircraft may become less responsive to control inputs.
- **Pitch Down**: The nose may drop without pilot input.
### Recovery from an Approach Stall:
1. **Lower the Nose**: Reduce the angle of attack by pushing the control yoke forward.
2. **Add Power**: Use throttle as necessary to regain airspeed and lift.
3. **Level Wings**: If necessary, level the wings before recovering straight flight.
4. **Regain Control**: Once the stall is broken and lift is restored, clean up the configuration as
necessary.
### Conclusion:
Approach stalls can lead to dangerous situations if not managed properly. Pilots should be well-
trained to recognize the signs of an impending stall and how to recover effectively. Continuous
training and adherence to standard operating procedures are critical in preventing approach stalls
during landing.
APPROACH STALL
1. Pre-maneuver check
2. Clearing turn
3. Approach stall
4. Maintaining constant Alt and hdg
5. Alt maintained
6. Hdg maintained
7. Reducing pwr to 30%
8. Waiting for speed < 90
9. Speed < 90
10. Flap to 10, CFE.
11. Waiting for speed < 80
12. Speed <80
13. Flap to 20 CFE
14. Waiting for speed <70
15. Speed <70
16. Flap to 30, CFE
17. Waiting for speed 65
18. Speed checked 65
19. Establishing a descent pitch attitude
20. Waiting for 200ft
21. Taking lead pt
22. Round out(level off and pwr idle)
23. Pitch up
24. Maintaining altitude
25. Waiting for stall warning
26. Stall
27. Establishing positive pitch
28. Advancing full power
29. Waiting for speed 55
30. Speed checked 55
31. Flap set to 20, CFE
32. Waiting for speed 60
33. Speed checked 60
34. Flap set to 10, CFE
35. Waiting for speed 70
36. Speed checked 70
37. Flap up, CFE
38. Waiting for speed 80
39. Speed checked 80
40. Establishing climb pitch attitude
41. Waiting for target altitude/ What is our target altitude/ Setting target altitude
42. Target altitude is approaching
43. 200 to go, 100 to go taking lead pt
44. Levelling off
45. Waiting for speed 90
46. Taking lead pt
47. Reducing pwr to CPWR
48. Trimming the a/c
49. Level off check
ELEVATOR TRIM STALL
1. Pre-maneuver check
2. Clearing turn
3. Elevator trim stall
4. Maintaining constant altitude and heading
5. Altitude maintained
6. Heading maintained
7. Reducing PWR 30%
Approach Elevator trim
8. Waiting for speed less than 90
Speed checked 65 Speed checked 65
9. Speed less than 90 Establishing a descent pitch Establish descent pitch attitude
attitude Reducing power to idle
10. Flap set to 10 CFE Waiting for 200ft Pitch down
Taking lead pt Speed checked 65
11. Waiting for speed less than 80 Round out(level off and pwr idle) Trimming the a/c
12. Speed checked <80 Pitch up Waiting for 200ft
Maintaining altitude Taking lead pt
13. Flap set to 20 CFE Waiting for stall warning Advancing full power
Stall Waiting for stall warning
14. Waiting for speed less than 70 Establishing positive pitch Stall
15. Speed <70 Advancing full power Establish positive pitch attitude
Waiting for speed 55 Waiting for speed 55
16. Flap set to 30 CFE ERPS T2TAWS
17. Waiting for speed 65
18. Speed checked 65
19. Establish descent pitch
attitude
20. Reducing power to idle
21. Pitch down
22. Speed checked 65
23. Trimming the a/c
24. Waiting for 200ft
25. Taking lead pt
26. Advancing full power
27. Waiting for stall warning
28. Stall
29. Establish positive pitch attitude
30. Waiting for speed 55
31. Speed checked 55
32. Flap to 20
33. Waiting for speed 60
34. Speed checked 60
35. Flap to 10
36. Waiting for speed 70
37. Speed checked 70
38. Flap up, CFE
39. Waiting for speed 80
40. Speed checked 80
41. Establish positive pitch attitude
42. Waiting for target altitude /What is our target altitude/ Setting target altitude
43. Target altitude is approaching
44. Taking lead pt
45. Levelling off
46. Waiting for speed 90
47. Taking LP
48. Reducing PWR to CPWR
49. Trimming the a/c
50. Level off
Elevator Trim Stall
An elevator trim stall occurs when the aircraft experiences a stall due to incorrect elevator trim
settings, resulting in an improper pitch attitude. This stall can occur if the pilot excessively
depends on the elevator trim to maintain level flight or during approach and landing, particularly
if the trim is adjusted for a different flight configuration.
Causes:
Improper Trim Setting**: If the elevator trim is adjusted in a way that pitches the aircraft
beyond its critical angle of attack.
Pilot Overreliance on Trim**: A pilot may become too reliant on trim, neglecting to
manage control inputs effectively, especially during changing conditions like turns,
turbulence, or during landing approaches.
Rapid Pitch Changes**: Sudden changes in power or airspeed can warrant fast elevator
trim adjustments that might lead to an unintended pitch attitude.
Landing
Communication, request for landing instruction
1. QNH set
2. Punch course knob and set heading to the course
3. Left area clear
4. Turn to left with bank angle of 20
5. Correction for bank
6. Correction for the pitch
7. Waiting for target heading
8. Target heading is approaching
9. Taking lead pt
10. Rolling out
11. Correction for altitude
12. Correction for heading
Captain are you ready for approach brief?
Our descent approach is to start descending at 11 NM
1. Waiting for 11 NM
2. Trimming the a/c
3. Descent approach check
a. L
b. A
c. C
d. S
e. FS
f. PB
g. FP
h. LL
4. Setting target altitude(7000ft)
5. Waiting for 11 NM
6. 11 NM
7. Reducing pwr to 30%
8. Establishing descent pitch attitude
9. Trimming the a/c
10. Descend check
a. S 90
b. AA dpa
c. Alt Dec
d. HDG maintaining
e. PWR 30
f. EI
g. Ann
h. A/c trimmed, HOC
11. Waiting for target altitude/ traffic pattern altitude
12. Target altitude approaching
13. Taking lead pt
14. Levelling off
15. Waiting for speed 80
16. Tk lp
17. advancing pwr to 45%
18. Speed checked 80
19. Waiting for 6NM
20. 6 NM
21. Before landing check
a. Electric fuel pump ON
b. Flap to go
c. Landing light ON
22. Waiting for 5 nm
23. 5nm flap 10
24. Waiting for 4 nm
25. 4nm flap 20 CFE
26. Waiting for left base
27. Left base
Communication, tell the ATC that u are at left base runway 04
28. Reducing pwr to 30%
29. Establishing descent pitch attitude
30. Flap 30 CFE
31. Run way end insight
32. Turning to the runway with proper BA
33. Taking lead pt
34. Rolling out and descending
Communication, final rwy 04 request for touch and go
35. Correction for centerline
36. Correction for glidepath
37. Correction for speed (65)
38. Decision height 300 AGL
39. Stabilized approach, decide to go for approach
40. Taking first brake
41. Taking second brake
42. Round out
43. Flap set to 10
44. Correction for centerline, maintaining centerline
45. Advancing full power
46. Speed is increasing
47. Maintaining center line
48. Waiting for speed 55
49. Approaching 55
50. 55 rotate (+pitch)
51. Runway end insight
52. Correction for heading
53. Maintaining heading
54. Taking outside reference
55. Correction for heading
56. Maintaining heading
57. Waiting for speed 70
58. Speed 70
59. Waiting for safe altitude
60. Safe altitude
61. Flap up ,CFE
62. Waiting for speed 80
63. Speed checked 80
64. Waiting for reference
65. Setting next heading 310
66. Reference is approaching
67. …
68. Left area clear
69. Turn to left with BA of 20
70. Correction for bank
71. Correction for pitch
72. Waiting for target heading
73. Target heading approaching
74. Taking lead pt
75. Rolling out and climbing
76. Setting next heading 220
77. Left area clear
78. Turn to left with BA of 20
79. Waiting for target heading
80. Target heading is approaching
81. Taking lead pt
82. Rolling out and climbing
83. Waiting for traffic pattern altitude
84. TPA approaching
85. Taking lead pt
86. Level off and reduce power to 45%
87. Altitude maintained, heading maintained, speed checked 80
Communication @beginning left hand downwind
88. Waiting for a beam touch down
89. A beam touch down
90. Flap 10 cfe
91. Waiting for reference (small mountain)
92. Reference approaching
93. Flap 20 cfe
94. Waiting for reference (M mountain)
Communication, report left base
95. Setting next heading 130
96. Reference is approaching
97. Reducing pwr to 30%
98. Establishing descent pitch attitude
99. Left area clear
100. Turn to the left with BA 20
101. Waiting for target heading
102. target heading is approaching
103. Taking lead pt
104. Rolling out and descending
105. Flap 30, cfe
106. Runway end insight
107. Turn to runway with proper BA
108. Taking lead pt
109. Rolling out
Communication, final request for full stop
110. Correction for centerline
111. Correction for glide path
112. Correction for speed
113. Decision height
114. Stabilized approach
115. Taking first brake
116. Taking second brake
117. Round out
118. Apply brakes
Communication after landing request taxi instruction
119. After landing check
a. EFP OFF
b. Flap up
c. Landing light to taxi light
120. Advancing power to move forward
121. a/c is moving frwd
122. taxi check
a. maintaining center line
b. speed checked <10kts
c. no traffic
123. reduce power to idle
124. apply brakes
125. securing the a/c