ME Manuvering Procedures

Procedure:

• 3,000' agl +

• clearing turns

• retard throttles to 15" MAP

• gear & flaps as specified by examiner

• power required to maintain 90 knots (1.2*V_s1), +10/-5

• maintain altitude & heading +/- 100' +/- 10°

• turns up to 30° may be required, +/- 10° bank

Recovery:

• throttles forward

• flaps up one notch

• gear up

• flaps up

• cruise airspeed and power

To determine that the candidate can demonstrate good energy management skills (power/drag) by maintaining safe flight control in all configurations while maneuvering at speeds in the final approach speed range.

Description

At an operationally safe altitude or the manufacturer’s recommended minimum height, whichever is higher, the candidate will be asked to stabilize the airplane at 1.3 Vso KIAS or Vmc+10 knots, whichever is greater. The examiner will then ask the candidate to extend the gear and full flap deflection and to maneuver the aircraft while maintaining this reduced airspeed.

In colder temperatures, good airmanship may dictate the extension of initial approach flap to a maximum of one-half (½) of full deflection to reduce adverse effects on the engines while slowing to and stabilizing at the required speed.

Performance Criteria

Assessment will be based on the candidate’s ability to:

1. demonstrate good power management;

2. use sufficient rudder for coordinated flight throughout the maneuver;

3. maintain the selected airspeed (+10/-5 knots);

4. use appropriate bank angles while maneuvering;

5. maintain specified heading(s) during straight flight (±10 degrees);

6. maintain the specified altitude (±100 feet); and

NOTE:  This exercise is to be conducted in level flight. There is no requirement to climb or descend at the target airspeed.

Procedure:

• 3,000' agl +

• clearing turns

• retard throttles 15"

• gear & flaps in specified configuration

• slow airplane at approach - t/o speed

• establish landing attitude

• straight ahead or 20° bank turns

• power to idle

• pitch attitude that will induce a stall

• announce first indication of stall

Recovery:

• At the first indication of buffet or control loss

• slightly lower nose

• add climb (full) power

• level wings

• retract 3rd notch of flaps

• retract gear

• retract 2nd then 1st notch of flaps

• accelerate to Vy

To determine that the candidate can recognize and recover smoothly and correctly from an approach to a stall in a landing configuration with a minimum loss of altitude.

Description

At an operationally safe altitude that would allow recovery at or above 2,000 feet AGL or the minimum height recommended by the manufacturer, whichever is higher, a stall will be approached in the landing configuration from straight and level flight, with the power set at or near idle on all engines. The candidate will recognize and recover smoothly and correctly at the first indication of an imminent stall with a minimum loss of altitude.

Performance Criteria

Assessment will be based on the candidate’s ability to:

1. complete appropriate safety precautions before approaching the stall;

2. establish the airplane in a landing configuration with landing gear extended and full flap deflection;

3. transition smoothly to an attitude that will induce a stall;

4. recognize and announce the onset of an imminent stall by identifying the first indication (warning horn or light, buffet or decaying control effectiveness);

5. avoid entering a stall;

6. promptly and smoothly recover at the first indication using control application in the proper sequence and appropriate attitude control;

7. maintain directional control;

8. retract flaps as recommended;

9. retract the landing gear after a positive rate of climb is established, or as recommended by the manufacturer;

10. recover safely with minimum loss of altitude; and

11. return to the altitude, heading and airspeed specified by the examiner.

Procedure:

• 3,000' agl +

• clearing turns

• retard throttles 15"

• gear & flaps in specified configuration

• slow airplane at approach - t/o speed

• establish approach/takeoff attitude

• straight ahead or 20° bank turns

• 20" 2400 rpm (55% power min.)

• pitch attitude that will induce a stall

• announce first indication of stall

Recovery:

• At the first indication of buffet or control loss

• slightly lower nose

• add power as needed

• level wings

• accelerate to Vy

Aim

To determine that the candidate can recognize and recover smoothly and correctly from an actual stall in a clean configuration with a minimum loss of altitude.

Description

At an operationally safe altitude that would allow recovery at or above 2,000 feet AGL or the minimum height recommended by the manufacturer, whichever is higher, a stall will be entered in a clean configuration from straight and level flight, with the power set at or near idle on all engines. The candidate will recognize, enter and recover smoothly and correctly from an actual stall, with a minimum loss of altitude.

Note:  In cases where the POH/AFM states that intentional stalls should be avoided or are prohibited, the candidate will be expected to recover at the first indication of an imminent stall.

Performance Criteria

Assessment will be based on the candidate’s ability to:

1. complete appropriate safety precautions before approaching the stall;

2. establish the specified configuration;

3. transition smoothly to an attitude that will induce a stall;

4. recognize the onset of a stall;

5. enter a stall;

6. promptly and smoothly recover using control application in the proper sequence and appropriate attitude control;

7. maintain directional control and recover safely with a minimum loss of altitude;

8. avoid entering a secondary stall; and

9. return to the altitude, heading and airspeed specified by the examiner.

• 3,000' agl +

• clearing turns

• 20" 2400 rpm

• do not exceed Va

• roll into a coordinated 360° turn; maintain a 45° bank.

• On rollout, Perform task in the opposite direction for 360°

• Maintain entry altitude within +/- 100', rolls out on entry heading within +/- 10°, airspeed within +/- 10 knots, and bank within +/- 5°.

• 3,000' agl+

• clearing turns

• Configuration:
  landing gear retracted
  flaps up
  trim for takeoff
  propellers set for high RPM
  cowl flaps open on one closed on other

• close the throttle to idle on one engine
  (with cowl flaps closed)

• power on operating engine to takeoff manifold pressure.

• directional control with rudder and aileron

• slowly reduce airspeed 1 mph/sec. with pitch

• limit rudder and aileron control by 84 knots (V_ysse)

Recovery:

• FIRST indication of direction control loss or stall horn recover by:
          lowering nose
          reducing power on operating engine
          gain directional control

• regain altitude and control with operating engine

• climb at Vyse

• recover within 20° of entry heading

*Keep ball centered and wings level*

• 3,000' agl +

• clearing turns

• retard throttles to 15"

• configuration:
  landing gear retracted
  flaps up
  propellers set for high RPM
  cowl flaps open on one, closed on other

• close the throttle to idle on one engine
  (with cowl flaps closed)

• power on operating engine to 31.5"

• zero side slip

• airspeed changes

• flaps 40° - note rate climb/descent - flaps 0°

• prop windmill - note rate climb/descent - prop feather

• gear down - note rate climb/descent

• flaps 40° - note rate climb/descent

• prop windmill - note rate climb/descent

• attempt single engine go-around with max drag 

• Taxi into position and align the airplane on the centerline.

• Ailerons into the wind.

• Hold brakes while advancing throttles smoothly to about 20".

• Double-check instruments that both engines are running, and slowly release brakes.

• Advance throttle all the way to take off power.

• If crosswind conditions exist, slowly release aileron input until the ailerons are neutral at point of liftoff.

• Rotate above Vmc-80 knots for liftoff-and accelerate to Vy.

• After a positive rate of climb is established, put Gear Up.

• Maintain power and Vy climb +10/-5 knots to a safe altitude.

Approach & Landing:

• Consider wind conditions and maintain a suitable track and touchdown point.

• Maintain 120 knots on downwind.

• Midfield downwind, verify below V_LO speed, then put Gear Down.

• Abeam the touchdown point, First notch of Flaps.

• Power back to 15" mp and turn to base.

• 2nd notch of flaps, maintain 110 knots.

• Turn to final, 3rd notch of flaps as needed, and GUMPF
  Gas on best tank if appropriate
  Undercarriage (3 in the Green)
  Mixtures Rich
  Props Set
  Flaps on as appropriate
  Yaw dampener off

• Maintain a stabilized approach at 100 knots

• Quadruple check that Gear is Down.

• Touch down within 400 feet of a specified spot, with no drift, on the centerline.

• Maintain any crosswind correction as necessary for landing, and directional control throughout the approach and landing.

• Ailerons into the wind.

• EXIT RUNWAY then complete appropriate checklist:
  Flaps Up
  Cowl Flaps Open
  Transponder Standby
  Mixtures Leaned for Taxi

• Taxi into position at the very end of the runway, and align the airplane on the centerline.  Set flaps as required.

• Ailerons into the wind.

• Hold brakes firmly while advancing throttles smoothly to takeoff power.

• Double-check instruments that both engines are running, and carefully release brakes.

• Maintain directional control and centerline with minimal rudder input-no brakes.

• Rotate above Vmc at recommended short field lift off speed, and accelerate to Vx.

• After a positive rate of climb is established, put Gear Up.

• Maintain power and Vx climb +10/-5 knots until obstacle is cleared or airplane is 50 feet above the surface.

• After obstacle is cleared, accelerate to and maintain Vy for +10/-5 knots to the appropriate altitude.

• If any flaps were used, retract flaps.

Approach & Landing:

• Consider wind conditions and maintain a suitable track around the pattern, and touchdown point.

• Maintain 120 knots on downwind.

• Midfield downwind, verify below V_LO speed, then put Gear Down.

• Abeam the touchdown point, First notch of Flaps.

• Power back to 15" mp and turn to base.

• 2nd notch of flaps, maintain 110 knots.

• Turn to final, 3rd notch of flaps as needed, and GUMPFY
  Gas on best tank if appropriate
  Undercarriage (3 in the Green)
  Mixtures Rich
  Props Set
  Flaps on as appropriate

• Maintain a stabilized approach at 90 knots

• Quadruple check that Gear is Down.

• Touch down within 200 feet of a specified spot, with no drift, minimal float, and on the centerline.

• Maintain any crosswind correction as necessary for landing, and directional control throughout the approach and landing.

• Ailerons into the wind.

• Apply brakes as needed to stop in the shortest distance consistent with safety.

• EXIT RUNWAY then complete appropriate checklist:
  Flaps Up
  Cowl Flaps Open
  Transponder Standby
  Mixtures Leaned for Taxi

• Make the decision to abort the approach in a timely manner.

• Apply take-off power Immediately and transition to climb pitch attitude for Vy.

• Retract 3rd notch of flaps.

• When you have positive rate of climb, Retract Landing Gear.

• When stabilized, retract 2nd, then 1st notch of flaps.

• Maintain power and climb at Vy within +10/-5 knots to a safe maneuvering or pattern altitude.

• Chop-Power to Idle, bring nose up until airspeed is within gear-down speed.

• Drop-Gear Down.

• Prop-Push Prop Full Forward

• Pitch for 152 knots (Max Gear Extended Speed), bank away from the burning engine if it is a fire, about 30 degree bank.

Note: Be able to recognize situations such as depressurization or cockpit smoke and/or fire that require an emergency descent.  Maintain positive load factors during the descent, and if you are high enough and have time, complete the appropriate checklist.

• Chop Power-Close BOTH throttles smoothly and immediately when simulated engine failure occurs.

• Hop on the rudders-Maintain directional control on runway

• Stop-Smoothly apply brakes as needed.

Note: Engine failure on take-off roll will be simulated only, and is to be accomplished Before reaching 50% of the calculated Vmc.

If you hold an Instrument Rating, for your instrument privileges to extend to your Multi-Engine License, in addition to the maneuvers previously listed, you will also be expected to perform partial panel and single-engine approaches during your checkride.