Piper Archer

Training Supplement

ATPFlightSchool.com Revised 2024-10-29

 IMPORTANT NOTICE
Refer to POH/AFM

Do not use procedures listed without referencing the full procedures

described in the approved Owner’s Manual, POH, or POH/AFM specific
to the airplane you are flying. Endurance and fuel capacities may vary
considerably depending on the specific model / serial number being flown
and any modifications it may have.

Copyright © 2013–2024 ATP USA, Inc.

The content of this manual is furnished for informational use only, and is subject to change without notice. Airline
Transport Professionals assumes no responsibility or liability for any errors or inaccuracies that may appear in this
manual. This manual does not replace the Piper Archer Pilot Operating Handbook, FAA Airplane Flying Handbook, or
Practical Test Standards / Airman Certification Standards. Nothing in this manual shall be interpreted as a substitute for
the exercise of sound judgement.
No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form or by any means
electronic, mechanical or otherwise, without the prior written permission of Airline Transport Professionals.

To view recent changes to this supplement, visit:

atpflightschool.com/changes/supp-archer
 Contents

Aircraft Systems................................................. 1 Departure Procedures (Continued)

Engine.....................................................................1 Engine Failure at Night................................... 34
Oil..............................................................................2 Engine Failure in IMC...................................... 35
Propeller.................................................................3 Engine Failure over Water............................. 35
Landing Gear........................................................3 Passenger Briefing.......................................... 35
Brakes.....................................................................3 Pre-Takeoff Briefing........................................ 36
Flaps........................................................................3 Departure Briefing........................................... 36
Pitot Static.............................................................3 Normal Takeoff................................................. 37
Fuel System..........................................................4 Short-Field Takeoff & Climb......................... 38
Electrical System................................................5 Soft-Field Takeoff & Climb............................ 39
Exterior Lighting..................................................7 Arrival Procedures...........................................40
Environmental......................................................7 Summary of Final Approach Speeds
Stall Warning Horn.............................................7 & Flap Settings.................................................. 40
Garmin G500........................................................8 Piper Archer Landing Criteria..................... 40
G500 Standby Instrumentation.................. 10 Good Planning = Good Landing................. 41
G500 Failures & Partial-Panel Approach Briefing – Verbalize the Plan... 41
Approaches....................................................... 11 Approach Briefing........................................... 41
Garmin G1000................................................... 14 Spoken Callouts on Approach.................... 42
Standard Avionics Configurations............ 21 Stabilized Approaches.................................. 42
GPS Setup for VFR Airwork Braking Technique........................................... 45
& Maneuvers...................................................... 25
Go Around Philosophy................................... 46
List of Pilots Guides ....................................... 25
Gust Factor........................................................ 46
Performance / Weight & Balance................26 Seat Position..................................................... 46
Piper Archer V-Speeds.................................. 26 Flap Setting........................................................ 47
Sample Weight & Balance Problem.......... 27 Traffic Pattern Operations............................ 47
Formulas............................................................. 28 Normal Visual Approach & Landing.......... 48
CG Envelope Graph........................................ 28 Short-Field Approach & Landing............... 50
Departure Procedures....................................29 Soft-Field Approach & Landing.................. 51
Engine Failure Immediate Action Power-Off 180° Approach & Landing....... 52
& Off-Airport Landings.................................. 29 Emergency Approach & Landing
Below 800 Feet AGL ...................................... 32 (Simulated)......................................................... 54
800 to 1500 Feet AGL.................................... 33 Crosswind Approach & Landing................ 55
Above 1500 Feet AGL.................................... 34 Go-Around Procedure................................... 57

Revised 2024-10-29
Arrival Procedures (Continued) In-Flight Maneuvers (Continued)
Rejected or Balked Landing......................... 57 Chandelles......................................................... 69
Precision Approach........................................ 58 Lazy Eights......................................................... 70
Non-Precision Approach.............................. 59 Eights On Pylons.............................................. 71
Circling Approach............................................ 61 Steep Spirals..................................................... 72
Holding................................................................ 61 Accelerated Stall.............................................. 73
In-Flight Maneuvers.........................................62 Secondary Stall (Power-On)........................ 73
Clean Configuration Flow............................. 62 Secondary Stall (Power-Off)........................ 74
Landing Configuration Flow......................... 62 Elevator Trim Stall............................................ 74
Clearing Turns for In-Flight Maneuvers... 63 Cross-Control Stall......................................... 75
Steep Turns........................................................ 63 Oral Review.........................................................76
Maneuvering During Slow Flight................ 63 Review Questions............................................ 76
Power-Off Stall................................................. 64 172 & Archer Differences..............................79
Power-On Stall.................................................. 65
Sample Radio Communications..................81
Emergency Descent....................................... 65
Sample Communications Used at
Rectangular Course........................................ 66 Non-Towered Airports.................................... 81
S-Turns................................................................ 67 Sample Communications Used at
Turns Around A Point..................................... 68 Towered Airports............................................. 83
 SECTION 1
AIRCRAFT SYSTEMS

Engine
The Archer is equipped with a Lycoming, 4-cylinder, O-360 (opposed, 360 cubic
inch) engine rated at 180 horsepower at 2700 RPM. The engine is direct drive
(crankshaft connected directly to the propeller), horizontally opposed (pistons
oppose each other), air cooled (no liquid coolant), and normally aspirated (no
turbo or supercharging). Archers with model years prior to 2022 have carbureted
engines (designated O-360-A4M), and those with model years from 2022 onwards
have fuel-injected engines (designated IO-360-B4A).

L Lycoming

H Horizontally Opposed

A Air Cooled

N Normally Aspirated

D Direct Drive

NOTE: Certain procedures, particularly those for engine starting, are

substantially different between carbureted and fuel-injected engines.
Be sure to use the correct checklist for each specific aircraft.

Ignition
Engine ignition is provided by two magnetos. Each magneto powers one spark
plug in each cylinder (for a total of 8), providing redundancy and more complete
combustion. As originally equipped, both are conventional engine-driven
magnetos which are independent of the aircraft's electrical system and each
other.

In some aircraft, one magneto has been replaced with an EIS (Electronic Ignition
System) solid-state magneto. This magneto is powered by the main battery. EIS

Aircraft Systems 1
magnetos are more reliable, while the remaining conventional magneto provides
redundancy in the event of electrical system failure. Aircraft with EIS magnetos
can be identified by a placard on the instrument panel advising not to operate the
aircraft with low battery voltage. There are no operational differences between
aircraft with an EIS magneto and those with only conventional magnetos.

Carburetor Icing
For aircraft with carbureted engines, under certain atmospheric conditions at
temperatures of 20° to 70° F (-5° to 20° C), it is possible for ice to form in the
induction system, even in summer weather. This is due to the high air velocity
through the carburetor venturi and the absorption of heat from this air by
vaporization of the fuel. To avoid this, carburetor heat is provided to replace the
heat lost by vaporization. The initial signs of carburetor ice can include engine
roughness and a drop in RPM. Carburetor heat should be selected on full if
carburetor ice is encountered. Adjust mixture for maximum smoothness.

Partial carburetor heat may be worse than no heat at all, since it may
melt part of the ice, which will refreeze in the intake system. Therefore
when using carburetor heat, always use full heat and when the ice is
removed, return the control to the full cold position.

From the Archer POH, in regards to carburetor heat usage during approach:

"Carburetor heat should not be applied unless there is an indication of carburetor

icing, since the use of carburetor heat causes a reduction in power which may be
critical in case of a go-around. Full throttle operation with carburetor heat on can
cause detonation."

NOTE: Carburetor heat also serves as an alternate air source in case

the engine's air intake is blocked. In lieu of carburetor heat, fuel-injected
Archers have a similar "Alternate Air" control that provides heated,
unfiltered air to the induction system.

Oil
The engine has an oil sump with a maximum capacity of 8 quarts. ATP's minimum
oil quantity for departure in the Archer is 6.5 quarts.

ATP policy states any time a full quart of oil can be added to the Archer
oil system, a full quart should be added. Never add less than a full quart;
oil must only be added from full, unopened containers, and any oil not
poured into the engine must be discarded.

Students are not permitted to add oil to ATP aircraft without their
instructor verifying the oil level and verbally agreeing to the amount
to be added.

2 Aircraft Systems
Propeller
The Archer is equipped with a Sensenich two-bladed, fixed-pitch, metal propeller.
Propeller diameter is 76 inches. Maximum RPM (red line) is 2700 RPM.

Landing Gear
The landing gear is a fixed, tricycle-type gear, with oleo (air/oil) struts providing
shock absorption for all three wheels. The nose wheel contains a shimmy
dampener, which damps nose wheel vibrations during ground operations and
centers the nose wheel in the air. The nose wheel is linked to the rudder pedals
by a steering mechanism which turns the nosewheel up to 20° each side of center.

Brakes
The Archer is equipped with hydraulically-actuated disc brakes on the main
landing gear wheels. Braking is accomplished by depressing the tops of the
rudder pedals. Both toe brakes and the parking brake have separate braking
cylinders, but share a hydraulic reservoir. The brake fluid reservoir is installed on
the top left front face of the firewall. To set the parking brake, pull back on the
brake lever, depressing the knob attached to the left side of the handle, then
release the brake lever. To disengage the parking brake, pull back on the brake
lever to disengage the catch mechanism, then allow the handle to swing forward.

The parking brake is not to be used in training or flight checks with ATP.

Flaps
The Archer is equipped with a manual flap system. The flaps are extended with a
lever located between the two pilot seats. Flap settings are 0°, 10°, 25°, and 40°,
and are spring-loaded to return to the 0 ° position.

ATP operations require flaps 25° for all landings except:

• Short and soft field, flaps 40°
• Precision approach, flaps 10°

Pitot Static
Pitot and static pressure are both received from a pitot head installed on the
bottom of the left wing. An alternate static source is located inside the cabin
under the left side of the instrument panel, for use in the event of static port
blockage. When using the alternate static source, the storm window and cabin
vents must be closed and the cabin heater and defroster must be on. This will

Aircraft Systems 3
reduce the pressure differential between the cockpit and the atmosphere,
reducing pitot-static error. The pitot-static instruments are the airspeed indicator,
altimeter, and vertical speed indicator.

Both the pitot and static lines can be drained through separate drain valves
located on the left lower side of the fuselage interior.

Fuel System
The Archer, which uses 100 low lead avgas (blue), is equipped with two 25 gallon
fuel tanks, one in each wing. One gallon is unusable in each tank. Each tank has
a fuel sump at its lowest, inboard corner, and there is a fuel strainer drain point
on the lower left side of the engine cowling. There is one engine-driven and one
electrically-driven fuel pump. The electric fuel pump is used for all takeoffs and
landings, and when switching tanks.

ATP uses the electric fuel pump for in-flight maneuvers, except for
steep turns.

The aircraft is equipped with a three-position fuel selector control. The positions
are “L”, “R”, and “OFF”.

The correct procedure for switching tanks in cruise flight is:

1. Electric fuel pump on
2. Fuel selector from “L” to “R” or from “R” to “L”
3. Check fuel pressure
4. Electric fuel pump off
5. Check fuel pressure

In carbureted aircraft, an electric engine priming system is provided to facilitate

starting. The primer switch is located on the far left side of the overhead switch
panel. For fuel-injected aircraft, priming is accomplished by turning the electric
fuel pump on and briefly advancing the mixture control to RICH, then returning it
to idle cutoff.

CAUTION: DO NOT OVER-PRIME. Over-priming washes lubrication from cylinder

 walls and increases fire risk. Always follow the checklist for primer usage.

Fuel Management
Throughout operation, checklists will call for "Fuel Selector... Proper Tank." It is
important to monitor fuel burn to maintain a balanced fuel load. The Archer POH
does not provide a limitation on fuel imbalance. It is ATP's policy that the fuel

4 Aircraft Systems
selector should not be changed during critical phases of flight, to include takeoff
and operations below pattern altitude, unless called for on an emergency checklist.

During cruise flight and maneuvers, fuel load should be monitored and the fuel
selector should be selected to the fullest tank only when a noticeable difference
in fuel load occurs. 30 minutes of operation should result in a fuel load difference
of several gallons, and is a good guideline for fuel selector changes.

During pattern work operations, the fuel selector should only be changed while
on the ground during a Full Stop/Taxi Back procedure. It is critical to follow the
proper procedure for changing fuel tanks while on the ground, as well as while
in flight. Failure to follow the proper fuel selector change procedure can lead to
interruption in fuel flow, and engine failure, during a critical phase of flight.

Electrical System
The Archer is equipped with a 28-volt DC electrical system and a 24-volt lead-
acid main battery. (Archers with Garmin G1000 avionics also have an isolated
24-volt emergency battery.) Electrical power is supplied by a 70-amp, engine-
driven alternator. A voltage regulator maintains a constant 28-volt output from the
alternator. An overvoltage relay is located on the forward left side of the fuselage
behind the instrument panel. In aircraft equipped with Garmin G500 avionics,
alternator output is displayed on a digital ammeter on the instrument panel. For
Archers with G1000 avionics, electrical system parameters may be viewed on the
Engine Indication System display on the MFD.

All Aircraft
The main battery is used as a source of emergency electrical power and for
engine starts. High drain items include the lights, vent fan, heater, radios, and
PFD/MFD. If an electrical problem arises, always check circuit breakers. If a circuit
breaker is popped, and the affected system and equipment is needed for the
operational environment, reset only one time. Do not reset any non-essential
circuit breakers in flight.

 CAUTION: Do not reset popped circuit breakers if smoke can be smelled.

Other electrical components include the standby attitude indicator (G500) or

standby instrument (G1000), the starter, the electric fuel pump, electric engine
primer (carbureted aircraft), the stall warning horn, the ammeter (G500), and the
annunciator panel (G500).

Aircraft Systems 5
Alternator Failure - G500 Aircraft
In the case of the "ALTERNATOR INOP" annunciator, follow the "ALT Annunciator
Illuminated" checklist. The expanded procedure can be found in the Archer POH
Section 3.25:

"Loss of alternator output is detected through zero reading on the ammeter. Before
executing the following procedure, ensure that the reading is zero and not merely low
by actuating an electrically powered device, such as the landing light. If no increase
in the ammeter reading is noted, alternator failure can be assumed. The electrical
load should be reduced as much as possible. Check the alternator circuit breakers
for a popped circuit.

The next step is to attempt to reset the overvoltage relay. This is accomplished by
moving the ALT switch to OFF for one second and then to ON. If the trouble was
caused by a momentary overvoltage condition (30.5 volts and up) this procedure
should return the ammeter to a normal reading.

Note: Low Bus Voltage Annunciator will be illuminated.

If the ammeter continues to indicate "0" output, or if the alternator will not remain
reset, turn off the ALT switch, maintain minimum electrical load, and land as soon
as practical. Anticipate complete electrical failure. Duration of battery power will be
dependent on electrical load and battery condition prior to failure."

Once the battery is exhausted and complete electrical failure occurs, the G500
system will be rendered inoperative. In this situation, limited flight instrument
information is available from the standby instrumentation (see page 10 for
more information).

Alternator Failure - G1000 Aircraft

In the case of a red ALTR FAIL CAS message, follow the "Alternator Failure"
checklist. The expanded procedure can be found in section 3.5d of the Archer
POH. Following this checklist will attempt to reset the alternator; if this is
unsuccessful, the aircraft's main battery will continue to provide power to the
Essential Bus (see POH for details on equipment powered by this bus).

If the main battery can no longer provide adequate power, and the EMERG BATT
switch is in the ARM position, the emergency battery will automatically begin
providing power to the emergency bus. This is indicated by a black EMERG BATT
ON CAS message. If this occurs, follow the "Complete Electrical Failure" checklist.
The emergency battery will provide approximately 30 minutes of power to the
PFD, COM/NAV 1, standby flight instrument, audio panel, and engine instruments.
Land as soon as possible.

6 Aircraft Systems
Once the emergency battery is exhausted, the G1000 system will be rendered
inoperative. In this situation, limited flight instrument information is available from
the standby instrumentation (see page 18 for more information).

Exterior Lighting
The Archer is equipped with two LED landing lights, mounted in the forward
outboard corner of each wing. A lighting unit at the tip of each wing houses the
navigation lights (red/green lights facing forward, white lights facing aft) plus a
white anti-collision strobe light. There is an additional red strobe at the top of the
vertical stabilizer. The anti-collision lights are controlled by a three-position switch
that can be set to OFF, FIN STROBE (which illuminates just the red strobe), or
STROBE LIGHTS (which activates all three strobes).

Environmental
Heat for the cabin interior and the defroster system is provided by a heater
shroud that routes fresh air past the exhaust system and directs it into the cabin.
The amount of heat or defrost desired can be regulated with the controls located
on the far right side of the instrument panel.

Fresh air inlets are located in the leading edge of each wing, which route air to
outlets on the side of the cabin near the floor at each seat. A third inlet on the left
rear fuselage routes air to overhead vents via a cabin air blower. This blower is
controlled by the FAN switch and can be set to OFF, LOW, or HIGH.

CAUTION: When cabin heat is operated, the heat duct surface becomes hot. This
 could result in burns if arms or legs are placed too close to heat duct outlets or
surface.

Stall Warning Horn

The Archer is equipped with an electric stall detector located on the leading
edge of the left wing. As the aircraft approaches a stall, changing airflow patterns
around the wing lift the metal tab upwards. The stall warning horn is activated
between 5 and 10 knots above stall speed. In G500 Archers, the horn emits a
continuous sound. In G1000 Archers, the warning is an aural annunciation ("Stall...
Stall... Stall...").

Additional aircraft systems information can be found in Section

7 of the Piper Archer Pilot's Operating Handbook, available in the
ATP Training Library and ForeFlight Documents. ATP training videos
reviewing this material are also available in the ATP Library.

Aircraft Systems 7
Garmin G500
Some ATP Archers are equipped with the Garmin G500 electronic flight deck. The
G500 powers on with the battery master switch.

G500 Components
The G500 is comprised of six main components:
• Primary Flight Display (PFD, left) and Multi-Function Display (MFD, right)
• Attitude Heading Reference System (AHRS)
• Air Data Computer (ADC)
• Magnetometer
• Temperature Probe
• Dual Garmin GNS 430 GPS

The PFD (left) shows primary flight information in place of traditional pitot-
static and gyroscopic instruments, and also provides an HSI for navigation. ATP
procedures call for configuring the MFD (right) to display traffic information.

The Attitude Heading Reference System (AHRS) contains tilt sensors,

accelerometers, and rate sensors to provide attitude and heading information on
the PFD.

The Air Data Computer (ADC) compiles information from the pitot-static system
and an outside air temperature sensor to provide pressure altitude, airspeed,
vertical speed, and outside air temperature on the PFD.

The magnetometer senses the earth's magnetic field and sends data to the AHRS
for processing to determine magnetic heading.

The temperature probe provides outside air temperature (OAT) data to the ADC.

The dual Garmin GNS 430 GPSs provide input to the AHRS and PFD/MFD.

CAUTION: The GNS 430 and G500 units each have their own databases.
Navigation, terrain and map information on the G500 Multi-Function Display (MFD)
 may not be current and is not to be used for navigation. Use the G500 MFD for
traffic information.

8 Aircraft Systems
G500 PFD Functions
These buttons toggle the function of the PFD knob.

Set heading bug -

HDG
(push PFD knob to set heading bug to current heading)

Set course -
(when in VLOC mode)
CRS

Set altitude bug and alerter - ALT

Set V/S Bug - V/S

(do not use)

Altimeter setting - BARO

 CDI needle color indicates NAV source: green for VLOC / magenta for GPS.

G500 equipped Archers do not have a conventional turn coordinator. A slip-skid

indicator is located at the top of the attitude indicator. Step on the “brick” instead
of the “ball”. Use the reference lines and the magenta line that appears above the
heading indicator to identify a standard rate or half-standard rate turn.

Outside air temperature (OAT) displays on the PFD under the airspeed tape.

Ground track can be identified on the heading indicator by a small magenta

diamond near the lubber line (only visible when ground track is different than
heading).

The digital altitude and airspeed readouts are very sensitive and can cause
some pilots to continuously make corrections for insignificant deviations. Do not
overcorrect for deviations of a few feet. Crosscheck digital and analog standby
instruments to avoid the tendency to overcorrect.

Refer to the complete G500 Pilot's Guide in the ATP Library, or in ForeFlight
 Documents.

Aircraft Systems 9
G500 Standby Instrumentation
Because the G500 is electrically powered, electrical system failures (particularly
alternator failures) risk leaving the pilot without critical flight instrument
information. If an alternator failure or other electrical malfunction occurs while
in instrument conditions, the pilot must immediately work to safely exit IMC and
proceed to a landing under visual conditions. The Archer’s main battery will
continue to power the G500 for a limited time, which can be extended by proper
electrical load reduction. However, if the alternator malfunctions (and operation is
not restored by completion of the appropriate checklist), assume that the G500
could cease operation at any point.

The Archer is equipped with limited standby instrumentation, in case the G500
stops operating while the pilot is still in IMC. This includes:
• An electrically-powered gyroscopic standby attitude indicator with an
internal battery backup
• A conventional standby altimeter and standby airspeed indicator, connected
to the pitot-static system
• A magnetic compass for heading reference

Standby Attitude Indicator Operation

During normal operations, the standby attitude indicator is powered and the
internal battery is charged by the aircraft’s electrical system. An alternator
failure will have no immediate effect on the standby attitude indicator, which will
continue to draw power from the aircraft’s main battery. Once the main battery
is eventually depleted and power to the standby attitude indicator is interrupted,
it will automatically switch over to its internal battery and continue operation for
approximately 60 seconds. During this time, an amber status LED will blink next to
the STBY PWR button to alert the pilot that action is required. Press and release
the STBY PWR button once to continue operation of the standby attitude
indicator.

Following an alternator failure, the standby attitude indicator cannot

switch to its internal battery until power from the main battery is
interrupted, which may take 30 minutes or more. Do not press the
STBY PWR button immediately. Keep the status LED in your scan, and
press and release the button once it begins to blink. Do not press and
hold the STBY button more than 4 seconds or the standby attitude
indicator will revert to test mode.

If the STBY PWR button is not pressed while the amber LED is flashing, the unit
will shut down and a red gyro warning flag will appear. At this point, the pilot can
still press and release the STBY PWR button to activate the internal battery and

10 Aircraft Systems
resume use of the standby attitude indicator. However, it will take some time for
the gyroscope to spin up and provide accurate attitude reference.

When fully charged, the internal battery should provide up to 1 hour of operation;
however, a situation requiring use of the standby attitude indicator is an
emergency. Exit IMC and land as soon as possible. Once the internal battery is
depleted, the red gyro warning flag will appear.

Standby Attitude Indicator Battery Check

Prior to flight, the standby attitude indicator’s internal battery must be tested. To
accomplish the test, aircraft electrical power must be on (Battery Master ON) and
the standby attitude indicator gyro must be fully operational with the red gyro flag
out of view. Test the standby battery as called for by the Run Up Checklist:
• Press and hold the STBY PWR button for approximately four seconds. This
puts the gyro in a one-minute battery test mode. The amber status LED will
flash during the test sequence.
• A continuous green light illuminated beneath “TEST” during the full
sequence indicates that the standby battery is good.
• A red light illuminated anytime during the test indicates that the battery is
not charged and may require replacement. Contact maintenance.

Do not press and hold the STBY PWR button during flight. This would
put the unit into the test mode. Except when testing the battery
during run-up, press the button once and promptly release it.

Standby Attitude Indicator Shutdown

During a normal aircraft shutdown using the Shutdown Terminate checklist,
the status LED will begin to blink once the battery master is turned off. When
this occurs, do not press the STBY PWR button. Allow the LED to blink for
approximately 60 seconds, at which point the red gyro warning flag will appear to
indicate that the unit has powered down.

If the STBY PWR button is inadvertently pressed during aircraft shutdown, this will
activate emergency operation and deplete the internal battery. To correct this,
press the button again to deactivate the standby attitude indicator.

G500 Failures & Partial-Panel Approaches

For partial-panel training and checkrides, the two most common training
scenarios are simulated AHRS failure and PFD failures.

Aircraft Systems 11
 Instrument
Failure Condition Simulated By Approaches Available
AHRS Failure Cover Attitude Indicator (ADI) All precision and non-precision
PFD Failure Dim PFD/MFD screens Only GPS approach
Electrical Failure No simulated failure available None
ADC Failure No simulated failure available All precision and non-precision

Circuit breaker-simulated failures are prohibited in ATP aircraft.

Piper and Garmin advise against pulling circuit breakers as a means
of simulating failures on the Garmin G500 system. Pulling circuit
breakers, or using them as switches, has the potential to weaken the
circuit breaker to a point at which it may not perform its intended
function. Also reference Advisory Circulars 120-80, 23-17B, and
43.13-1B.

Attitude & Heading Reference System (AHRS) Failure

Indications:
1. The sky/ground presentation is removed.
2. A red X appears across the Attitude Direction Indicator (ADI).
3. Yellow “ATTITUDE FAIL” and “HDG” alert messages appear on the PFD.
4. A “TRK” message appears to the right of the ground track at the top of the
compass rose.
5. Rate-of-turn information is unavailable.
6. “HDG LOST”, “HDG FAULT”, and "TRK TRAFFIC” alert messages appear on
the MFD.

AHRS Failure

The PFD continues displaying airspeed, altitude, vertical speed, compass rose
and ground track. Ground track and compass rose indications are supplied by
GPS, indicated by a “TRK” message. Any precision or non-precision approach is
available using the HSI on the PFD.

12 Aircraft Systems
Pilot Action
1. Use standby attitude indicator.
2. Continue using HSI on PFD. Verify track against magnetic compass heading.
3. Precision (ILS) and non-precision (GPS, localizer, and VOR) approaches can
be accomplished.

PFD Failure
Indications
1. PFD screen is dark.

Pilot Action
1. Refer to the standby instruments.
2. Use the GPS CDI page for navigation and approaches.
CLR - Press and hold for 3 seconds to return to default CDI page

3. Only GPS non-precision approaches can be accomplished.

During an MFD failure, with the PFD functioning normally, all approaches are
 available for use.

Electrical Failure
Indication
1. The G500 and GPS systems will be inoperative/dark.
2. The “STBY PWR” button on the standby attitude indicator will begin blinking.

Pilot Action
1. Use standby attitude indicator. Press the "STBY PWR" button right of the
blinking LED to continue operating using its internal battery.
2. Use standby airspeed, altimeter, and compass.
3. Declare an emergency and exit IMC as soon as practicable. The
manufacturer does not specify the endurance time of the integral
emergency battery.

Aircraft Systems 13
Air Data Computer (ADC) Failure
Indications
1. Loss of data accompanied by a red X and yellow
alert messages occurs over:
• Airspeed
• Altitude
• Vertical speed
• True airspeed (TAS)
• Outside air temperature (OAT)
2. Wind calculations are unavailable

Attitude and heading references will function normally ADC Failure

on the PFD.

Pilot Action
1. Use standby airspeed indicator and altimeter.

There is no backup for the VSI, but known pitch attitudes using the attitude
 indicator, power settings, and airspeeds produce consistent rates.

Garmin G1000
Some Piper Archers are equipped with the Garmin G1000 electronic flight deck.

G1000 Components
The G1000 is comprised of several main components, called Line Replaceable
Units (LRUs):
• Primary Flight Display (PFD)
• Multi Function Display (MFD)
• Integrated Avionics Units (2)
• Air Data, Attitude and Heading Reference System (ADAHRS)
• Engine/Airframe Unit
• Magnetometer
• Audio Panel
• Transponder

The PFD (left screen) shows primary flight information in place of traditional pitot-
static and gyroscopic instruments, and also provides an HSI for navigation.

14 Aircraft Systems
The MFD (right screen) provides a GPS-enabled moving map with traffic and
weather information. It can also be used to display waypoint/airport information,
flight plans, instrument procedures, trip planning utilities, and system setup/
configuration information.

The Integrated Avionics Units each contain a WAAS-enabled GPS receiver, a VHF
nav/comm radio, and a flight director. They also serve as communications hubs to
relay information from the other LRUs to the PFD and MFD. For redundancy, one
IAU is connected to each display, and they do not communicate with each other
directly.

The Air Data, Attitude and Heading Reference System uses accelerometers and
rate sensors, along with magnetic field readings from the magnetometer and GPS
information from the IAUs, to provide aircraft attitude and heading information to
the flight displays and IAUs. It also processes data from the pitot/static system as
well as the OAT probe to provide pressure altitude, airspeed, vertical speed, and
air temperature data to the system.

The Engine/Airframe Unit receives and processes signals from the engine and
airframe sensors (engine RPM and temperatures, fuel quantity, etc.).

The magnetometer measures the local magnetic field and sends data to the
AHRS to determine the aircraft’s magnetic heading.

The audio panel is installed between the two display screens and integrates
controls for the nav/com audio, intercom system, and marker beacon receiver. It
also controls manual display reversionary mode (which can shift the primary flight
instruments to the MFD).

The transponder is a Mode S device, controlled via the PFD, that also provides
ADS-B In/Out capability.

Aircraft Systems 15
G1000 Flight Instruments

Primary Flight Display (Default)

Airspeed Indicator Altimeter

Turn Rate Indicator Slip/Skid Indicator
Horizontal Situation Indicator (HSI) Attitude Indicator
Vertical Speed Indicator (VSI)

The G1000 PFD displays the same flight information as the conventional “six-
pack”, but pilots should be aware of the following considerations.

Airspeed and altitude information are displayed with moving tapes and a
digital readout of the current airspeed and altitude to the nearest knot / 20
feet, respectively. This precision leads some pilots to overcontrol the aircraft,
continuously making corrections for insignificant deviations. Be sure not to
overcorrect for deviations of a few feet or knots.

The information traditionally displayed on the turn coordinator is split between

two locations on the screen. The inclinometer (“ball”) is replaced with a white
“brick” under the pointer at the top of the attitude indicator. “Step on the brick”
to center it and maintain coordinated flight. The rate of turn indication is provided
by a magenta trend vector at the top of the HSI. Tick marks are provided for half-
standard and standard rate turns.

On the HSI, a small magenta diamond indicates the aircraft’s current ground
track. (This diamond may not be visible if crosswinds are minimal and the track is
nearly equal to the heading.) Also, pilots should note the color of the CDI needle
to determine the current navigation source. Magenta needles indicate GPS, while
green needles indicate VOR or LOC.

16 Aircraft Systems
G1000 Controls
The G1000 has duplicate sets of controls on the PFD and MFD bezels. Using the
controls towards the center of the aircraft (on the right side of the PFD and the left
side of the MFD) helps to ensure that both student and instructor can see each
other’s inputs.

PFD/MFD Controls

Left Side - Top to Bottom

NAV Radio Controls: Use the NAV knob, along with the frequency transfer
key, to tune NAV receiver frequencies. Turn the VOL knob to control the
volume, and press the knob to toggle the Morse code identifier on/off.

HDG Knob: Sets the heading bug on the HSI.

AFCS Keys: Used to program the Garmin GFC 700 Automatic Flight
Control System. (Not installed on all aircraft.)

ALT Knob: Sets the altitude bug on the altimeter.

Right Side - Top to Bottom

COM Radio Controls: Use the COM knob, along with the frequency
transfer key, to tune COM receiver frequencies. Turn the VOL knob to
control the volume, or press to turn the automatic squelch on or off.

CRS/BARO Knobs: Turn the outer, large knob to set the barometric
pressure setting for the altimeter. Turn the small, inner knob to select a
course on the HSI when in VOR or OBS mode.

Aircraft Systems 17
 RANGE Joystick: Turn to adjust map range. Press to activate the map
pointer.

FMS Keys/Knob: Use these to program flight plans, enter waypoints,

select instrument procedures, etc.

Bottom Edge
Softkeys: There are 12 softkeys along the bottom edge of each display
with functions that vary depending on context.

Review the G1000 Pilot’s Guide for your airplane for more information on the
 G1000’s features. These are available in the ATP Library and in ForeFlight
Documents.

Standby Instruments
G1000-equipped Piper Archers are also equipped with a standby flight instrument
(either an Aspen Evolution Backup Display or a Garmin G5) mounted on the
left side of the instrument panel. Both Garmin and Aspen units are fully digital,
independent flight instrument displays providing attitude, barometric altitude,
airspeed, heading, vertical speed, slip/skid, and turn rate indications. Should the
G1000 fail (say, due to a failed display screen or ADAHRS), the pilot can control the
aircraft using the standby instrument. If this occurs, exit and avoid IFR conditions
as soon as practical.

G1000-equipped Archers do not have traditional magnetic

compasses. Instead, the standby instruments provide a backup
source of magnetic heading information. The Aspen EBD contains an
internal magnetometer, while the Garmin G5 is accompanied by an
external GMU 11 magnetometer unit.

The standby instrument can draw electrical power from a few different sources, to
ensure the pilot has uninterrupted access to critical flight information:
• In normal operation, the standby instrument is powered by the engine-
driven alternator via the Essential Bus.
• If the alternator fails, the primary battery will continue to power the standby
instrument via the Essential Bus.
• Once the primary battery is depleted (or if the primary electrical system
otherwise fails), the Archer’s emergency battery will power the standby
instrument via the Emergency Bus for approximately 30 minutes.
• If all electrical power to the standby instrument is removed, a backup
internal battery in the unit will continue to power it for at least 30 minutes in
the case of the Aspen EBD, or up to 4 hours in the case of the Garmin G5.

18 Aircraft Systems
Prior to flight, the pilot must check the power level of the emergency battery
using the procedures in the ATP Archer Checklists. With the alternator and
battery master off, move the emergency battery switch to the ARM position. The
PFD and standby instrument should both power on with all instrument indications
functional, and the E VOLTS reading on the PFD must be at least 23.3 volts. If E
VOLTS is low prior to engine start, check again following run up.

Activation of the emergency battery following electrical failure indicates an

emergency situation. Land as soon as possible.

The standby instrument will not automatically switch to its internal

battery if the aircraft is on the ground (inferred from low airspeed).
This ensures the unit does not remain on after aircraft shutdown.
However, if the Aspen EBD does not automatically turn off during
aircraft shutdown, press and hold the red REV button on the upper
right for up to 20 seconds until the “Shutdown in progress” message
appears. The Garmin G5 can be turned off by pressing and holding the
power button for five seconds.

G1000 Failures & Partial-Panel Approaches

Training Considerations
For partial-panel training and checkrides, the two most common training
scenarios are PFD failures and ADAHRS failures.
• PFD Failure: Simulate by dimming the PFD screen. The student should
respond by pushing the DISPLAY BACKUP button to activate reversionary
mode and move the flight instrument displays to the MFD. All instrument
procedures remain available. Use the Inset Map for situational awareness.
• ADAHRS Failure: The ADAHRS has various failure modes that can cause one
or more instrument indications to become unavailable. To simulate a worst-
case scenario in which all of the G1000’s flight instruments are unusable, dim
the PFD screen and do not activate reversionary mode. Then, fly the airplane
using the standby instruments. The MFD should remain on the moving
map screen for situational awareness. GPS approach procedures remain
available. Set the MFD fields to TRK, DTK, XTK, and DIS to maintain situational
awareness of your position relative to the intended track (in lieu of the CDI).

Other failure modes in which some (but not all) instruments are unavailable can be
simulated using paper or foam cutouts that hang from the COM and NAV knobs
and cover up particular areas of the PFD screen. ATP does not provide these
cutouts.

Aircraft Systems 19
 The simulation of failures by pulling circuit breakers is prohibited
in ATP aircraft. Piper, Garmin, and the FAA all advise against pulling
circuit breakers as a means of simulating failures on the G1000
system. Pulling circuit breakers, or using them as switches, has the
potential to weaken the circuit breaker to a point at which it may not
perform its intended function.

LRU Failures
If an LRU or an LRU function fails, a red or amber X is displayed over the window(s)
corresponding to the failed data. If this occurs, follow the appropriate emergency
checklist. Generally, this involves checking the circuit breaker for the affected
LRU, then (if the problem is not fixed by resetting the breaker) using the standby
instruments to exit IFR conditions and land as soon as practical.

AHRS Failure ADC Failure

AHRS Modes
The AHRS uses GPS, magnetometer, and air data to assist in attitude/heading
calculations, in addition to the data from its internal sensors. Loss of this external
data can affect the availability of attitude and heading information, even if the
AHRS itself is functional. Either GPS or air data must be available for the AHRS to
provide attitude information. Additionally, loss of magnetometer data will result in
invalid heading information.

If the AHRS cannot provide valid heading information, the course pointer on
the HSI will point straight up, effectively converting it into a standard, fixed-
card course deviation indicator. As a result, pilots can still perform partial-panel
 instrument approach procedures following an AHRS failure. Cross-reference
between heading information from the standby instrument and course information
from the PFD.

Display Failures
If either display fails, the G1000 should automatically enter reversionary mode,
in which important flight information is presented in a condensed format on
the remaining display(s). Reversionary mode can also be activated manually by

20 Aircraft Systems
pressing the red DISPLAY BACKUP button on the audio panel. Engine Indication
System readings appear on the left edge of the screen, and the inset map
appears at lower right.

Reversionary Mode (Failed PFD)

Because the IAUs are not cross-linked, any functions handled by just one IAU will
be lost if its corresponding display fails. If the PFD fails, NAV1, COM1, and GPS1
will be unavailable. If the MFD fails, NAV2, COM2, and GPS2 are unavailable. Other
optional avionics may also become unavailable, depending on the particular
avionics configuration.

Electrical Failure
If the alternator fails, a red “ALTR FAIL” CAS warning message will appear on the
PFD. All G1000 equipment will initially remain on, powered by the main battery.
Follow the appropriate emergency checklist to verify the failure and attempt to
reset the alternator.

If the alternator is still failed, continue to the electrical load shedding portion of
the checklist. Part of this procedure is to turn off the avionics master. This will
disable the MFD and #2 IAU, along with optional avionics. The PFD will remain
active and switch to reversionary mode.

Once the main battery is depleted, the emergency battery will activate and
provide approximately 30 minutes of power to the emergency bus. This will
maintain power to the PFD, but the transponder and the cooling fans will shut off.
Declare an emergency, exit IMC, and land as soon as possible.

Standard Avionics Configurations

Automatic zoom must be disabled. Set ranges to view approximately
a 2 NM radius in the traffic pattern or congested areas; a 6 NM radius
for departure, arrival, and practice area operations; and a 12 NM
radius for enroute VFR or IFR.

Aircraft Systems 21
Garmin G1000
Taxiing
MFD: Map page with range set to airport diagram view.

 Airport diagram may be expired, reference for situational awareness only.

Traffic Pattern Operations

PFD: Traffic map (INSET left).

MFD: Map page with traffic information active.

• NXi: Detail set to Detail-3.
• Other: Declutter set to DCLTR-1.

Enroute and Airwork

PFD: Active with appropriate nav source (needles) active.

MFD: Map page with traffic information active. Traffic inset should be
included on the PFD for added traffic awareness.
• NXi: Detail set to Detail-3.
• Other: Declutter set to DCLTR-1.

Full Panel Approaches

PFD: Active NAV source on HSI/Traffic map (INSET left).

MFD: Map page with traffic information active and orientation set to track up.
• NXi: Detail set to Detail-3.
• Other: Declutter set to DCLTR-1.

22 Aircraft Systems
 G1000 Standard Configuration

Partial Panel Approaches

PFD: Dimmed or covered.

MFD: Reversionary Mode.

Map Overlay: On with Traffic Information active.

G1000 Partial Panel Configuration

Pilots can exercise PIC judgment to briefly switch to other pages

or settings with information helpful to the safe, efficient conduct
of the flight. After doing so, promptly switch back to the standard
configurations.

Garmin G500 w/ Dual GNS430

Traffic Pattern Operations, Enroute, Airwork, and Full Panel Approaches
PFD: Active with appropriate nav source active on HSI.

MFD: Map page group, traffic Map page (Map page 3).

MFD databases are not regularly updated in G500-equipped aircraft. Use GNS430
 for tasks requiring current database information (geographical location, airspace,
airports and navaids, etc.)

Aircraft Systems 23
 COM/NAV 1: Moving Map page (Nav page 2), with traffic information active
and orientation set to TRACK UP. Use default data fields (WPT, DTK, DIS, GS).
When in traffic pattern, set declutter to level -3 (max).

COM/NAV 2: As necessary for relevant flight information. (When not looking

up specific information relevant to the flight, ATP recommends leaving it set
to the Moving Map page, but with a different range setting than COM/NAV 1.)

G500 w/ dual 430s - Enroute

Partial Panel Approaches:

PFD: Dimmed or covered. Use standby instruments.

MFD: If not dimmed, map page with traffic information active and orientation
set to track up.

COM/NAV 1: Nav page group, Moving map page (Nav page 2), with traffic
information active and orientation set to TRACK UP.

COM/NAV 2: Approach loaded, Default Nav page (Nav 1). Use default data
fields (DIS, GS, DTK, TRK, BRG, ETE).

VLOC Button: Selected to appropriate nav source.

Course Guidance: TRK information (on GPS1).

24 Aircraft Systems
 GPS1 Set to Moving Map Page (Nav 2) GPS Approach with No HSI: Use GPS2
set to CDI page

For PFD failures on the G500, the only approach option is a GPS approach, using
 the GPS CDI for course guidance.

GPS Setup for VFR Airwork & Maneuvers

When in a familiar area performing VFR maneuver training, or when remaining in
the traffic pattern for takeoff/landing practice, at least one GPS unit should be
selected to the Traffic page. If two units are present, one may be selected to the
Moving Map page. To avoid redundant information, never have two systems on
the same page.

Aircraft maneuvering will cause errors in the display. These errors primarily
affect relative bearing information and traffic target track vector (it will lag).
Traffic information is provided as an aid in visually acquiring traffic. It is the
responsibility of the pilot to see and maneuver to avoid traffic.

List of Pilots Guides

Aspen Evolution Backup Display Pilot’s Guide

Archer G1000 NXi Pilot’s Guide

Garmin G5 Standby Instrument’s Pilot Guide

G500 Pilot’s Guide

GNS430 Pilot's Guide

Aircraft Systems 25
 SECTION 2
PERFORMANCE / WEIGHT &
BALANCE

Piper Archer V-Speeds

Speeds listed below are in Knots Indicated Airspeed (KIAS).

Airspeed
V-Speed KIAS Description Indicator Marking
VSO 45 Stall speed in landing configuration Bottom of White Line

VS 50 Stall speed with zero flaps Bottom of Green Line

VR 60 Rotation speed (start rotation)

VX 64 Best angle of climb

VY 76 Best rate of climb

VG 76 Best glide speed at max weight

VFE 102 Maximum flap extension speed Top of White Line

VNO 125 Max Structural Cruising Speed Top of Green Line

VNE 154 Never exceed speed Red Line

VA 113 Maneuvering speed at 2,550 pounds

Maneuvering speed at 1,634 pounds
VA 89
(G500 a/c)
Maneuvering speed at 1,917 pounds
VA 98
(G1000 a/c)
Maximum demonstrated crosswind 17 knots

NOTE: For technical reasons related to aircraft certification regulations,

the POH and placards for G1000 Archers refer to maneuvering speed
as VO. For all practical purposes, this is identical to VA.

26 Performance / Weight & Balance

Sample Weight & Balance Problem
Complete the following sample weight and balance problem.

Conditions
Basic Empty Weight.............................................................................................1590.0 lbs.
(Remember to use actual aircraft BEW for flight check.)

Front Pilots..................................................................................................................... 350 lbs.

Rear Passengers............................................................................................................50 lbs.

Baggage....................................................................................................... 2 Bags @ 75 lbs.

(May need to relocate some baggage to rear passenger seats.)

Max Ramp Weight....................................................................................................2,558 lbs.

Max Takeoff/Landing Weight...............................................................................2,550 lbs.

Max Baggage Weight................................................................................................. 200 lbs.

Max Usable Fuel..............................................................................................................48 gal.

Fuel Burn............................................................................................................................20 gal.

Weight × Arm = Moment

Basic Empty Weight 87.50

Front Pilots + 80.50 +

Rear Passengers + 118.10 +

Baggage 200 lbs. Max + 142.80 +

Zero Fuel Weight = CG =

CG = Moment / Weight

Usable Fuel + 95.00 +

Ramp Weight =

Taxi Fuel (1.33 Gal.) – 8 95.00 –760

Takeoff Weight = CG =
CG = Moment / Weight

Fuel Burn – 95.00

Landing Weight = CG
CG = Moment / Weight

Performance / Weight & Balance 27

Calculate the Following
1. Zero Fuel Weight
2. Zero Fuel CG
3. Takeoff Weight
4. Takeoff CG
5. From comparing the Takeoff CG and Zero Fuel CG, which direction does the
CG move as fuel is burned off?

Plot Zero Fuel CG and Takeoff CG on the CG Envelope Graph below.

Answers: (1) 2,140 lbs. (2) 90.95 (3) 2,420 lbs. (4) 91.45 (5) Forward

Formulas
• Weight × Arm = Moment
• Total Moment ÷ Total Weight = CG
• Max Ramp Weight – Zero Fuel Weight = Usable Fuel Weight
• Fuel Weight ÷ 6 = Fuel Gallons
• 100 LL (Blue) Fuel weighs 6 lbs./gal.; Oil weighs 7.5 lbs./gal.
• 2 Gallons of unusable fuel and oil at full capacity are included in Basic Empty
Weight

CG Envelope Graph
Archer
89 90 91 92 93
88
2500
87

2400 86

2300 85

84
2200
83
UTILITY CATEGORY
2100
82

2000
Aircraft Weight -Lbs.

1900

1800

1700

1600

1500

1400

1300

1200 82 83 84 85 86 87 88 89 90 91 92 93

28 Performance / Weight & Balance

 SECTION 3
DEPARTURE PROCEDURES

Engine Failure Immediate Action and Off-Airport

Landings
While a complete loss of engine power is a rare occurrence, it can happen.
ATP pilots must know the emergency procedures from the POH and have a
contingency plan in mind for the worst-case scenario.

General Guidelines:
• Know immediate action items
• Best glide speed & altitude = time
• Gliding distance 1000 ft. AGL = Approx 1.5 miles and 1 ½ minutes

The following chart comes from extracted POH data and shows the glide
distance and time expected with an engine failure with no wind and at
max gross weight. Aircraft performance may vary considerably based on
wind conditions, airplane weight and bank angle.

PA-28 Best Glide Speed 76 KIAS

Altitude Distance Time
500 .75 40 sec
1000 1.7 1 min 15 sec
2000 3.0 2 min 30 sec
3000 4.5 3 min 45 sec

Departure Procedures 29
 General Guidelines (continued):
• Engine failure in the pattern abeam the threshold will require a
traffic pattern that is half the distance and half the time of a normal
stabilized powered-approach pattern
• If absolutely no time available:
• Mixture/Master/Fuel selector - OFF
• Master off, shuts off fuel pump (if on)
• Stall warning system is inoperative with the master off.
• Magnetos off if possible
• Always use the greatest length of runway available for takeoff
to achieve the highest altitude while in the airport area. Avoid
intersection departures
• Review ATP airport supplements
• Comply with ATP policies re: minimum ceiling heights and avoid
cross country routes with ceilings below 1000 ft. AGL
• Fly higher altitudes for night cross country
• Always maintain ATC contact at night
• Minimize over-water flying
• Maintain situational awareness of the wind direction

ForeFlight Usage:
• Maintain situational awareness, particularly of airport availability
during cross-country flights
• Set up the glide advisor radius depiction
• Review 3D view for departure runway for additional landing options
• Synthetic vision assists with depicting terrain at night
• Note: some features require Pro Plus or Performance Plus
subscription level

30 Departure Procedures
ATP uses the mnemonic of A, B, C, D, E to assist in handling this
emergency situation.

A Airspeed
Pitch and trim for the best glide airspeed. Proper
trimming will lighten your workload.
B Best Place to Land
Immediately find an airport or other landing spot within
gliding distance and turn toward that spot. Consider
the factors associated with landing on roads, fields,
water, trees, etc. (Review Chapter 18 of the AFH for
more information.) Use the Nearest page on the GPS,
use ForeFlight’s Glide Advisor, and remember the rule
of thumb for glide distance: 1000 ft = 1.5 miles
C Checklist
Accomplish memory items and follow up with the
checklist as time permits.
D Declare an Emergency
Let ATC know what is going on. Squawk 7700.
E ELT and Emergency Landing
Lock the seatbelt, unlatch the door, and review egress
procedures

Watch the ATP Elevate Video titled ATP Elevate: Emergency Approach
and Landing located in the ATP Library for additional information.

Departure Procedures 31
Below 800 Feet AGL
If the engine quits immediately after takeoff, there will not be sufficient time to
attempt a restart; focus instead on flying the airplane and picking a landing spot.
The following steps need to be memorized and rehearsed. There will be no time
to refer to a checklist at low altitudes. Memorize the Engine Failure During Takeoff
Roll, Engine Failure After Takeoff and the Power-Off Landing (Emergency Landing
Without Power) checklists.

Power - Off Landing Emergency Landing Without Power

Immediately adjust from a nose-high takeoff pitch attitude by lowering the pitch
attitude sufficiently to maintain airspeed, and trim for best glide speed.
1. Airspeed Best Glide (trim)...................................................................................... 76 KIAS
2. Landing Area .............................................................................................. Select / Inspect

When committed to emergency landing (Power-Off Landing Checklist)

3. Flaps............................................................................................................. As Desired (Full)
Deploying flaps allows the aircraft to touch down at the slowest possible
airspeed. Any obstacles or rough terrain will do less damage at slower speeds.

It is critical to fight the tendency to pull back excessively on the yoke to avoid
hitting something. Any increase in the angle of attack at this point will cause the
 airplane to stall. A stall prior to touchdown will increase the vertical descent rate,
and cause much more damage to the airplane and occupants on board.

Steps needed to reduce the chance of fire are next. Always take steps to prevent
a fire when landing off-airport. The fuel tank may rupture and spill fuel during the
landing, and these steps will help reduce ignition sources.
4. Throttle..............................................................................................................................Close
5. Mixture Control.....................................................................................................Idle Cutoff
This will cut off the fuel flow to the engine.
6. Magnetos Switch................................................................................................................ Off
This step will help prevent the spark plugs from firing.
7. Battery Master..................................................................................................................... Off
Turning off electrical power from the standby and main battery and the
alternator will help reduce the chance of electrical spark, as well as turning
off the fuel pumps if on, which could prevent a fire.
8. Alternator............................................................................................................................... Off

32 Departure Procedures
 9. Fuel Selector......................................................................................................................... Off
This step closes the fuel valve that is on the engine side of the firewall.
10. Cabin Door...................................................................................................................Unlatch
Unlatching the cabin door can prevent the door from becoming wedged
in the airframe. If a hard landing distorts the door frame, a stuck door can
prevent the occupants from safely exiting the airplane.
11. Seat Belts & Shoulder Harness........................................................................Tightened
12. Touchdown............................................................................. Lowest Possible Airspeed

Never land “off-airport” with electrical power or fuel turned on! At the very least
 ensure that the mixture, fuel selector, magnetos, and master battery are all turned
to the off position.

If the engine fails after rotation but below 800’ AGL, landing options are very
limited. If there is runway remaining, transition to a landing configuration and
touch down on the remaining runway. Using the entire runway (instead of an
intersection departure or stop-and-go) lets the pilot obtain a higher altitude within
the airport environment and provides more survivable landing options. Airspeed
control is still vitally important; touch down at the slowest possible landing
speed with full flaps. Mitigate the risk of running off the end of the runway and
hitting obstructions by shutting down fuel and electrical sources by following the
previously listed checklist items.

If the engine failure occurs below 800’ AGL, there may be a temptation to try a 180°
turn back to the runway. Accomplishing this turn successfully is very unlikely, and
it should not be attempted. The FAA Safety Team (FAASTeam) article “Impossible
Turn” discusses the dangers of attempting the 180° turn back to the runway.

The best option for survival with a complete loss of power below 800 feet AGL is
to maneuver slightly, up to 30° left or right, toward the most suitable landing spot
and follow the steps in the emergency checklist listed above. Chapter 18 in the
Airplane Flying Handbook (AFH) is devoted to emergency procedures and is a
great resource.

800 to 1500 Feet AGL

If an engine failure occurs after takeoff between 800’ to 1500’ AGL, there will
be slightly more time for maneuvering, but a landing area must be selected
immediately. Depending on the surface winds, a 180° return to the runway may
be an option, but this should only be considered under favorable conditions.
An analysis and preselection of off-airport landing sites near the traffic pattern
area will assist in decision-making when the emergency occurs. The 3D view on
ForeFlight or analysis of a satellite map of the area can reveal additional landing
site options.

Departure Procedures 33
If time and altitude allow for an attempt at restoring power, perform the following
steps.
• Maintain 76 KIAS Minimum
• Fuel Selector.................................................................................... Check Selected Tank
If fuel tank balancing procedures are not followed, it is possible to exhaust
one tank while fuel remains in the other. Switch tanks every 30 minutes.
• Fuel Pump................................................................................................................ Check On
• Mixture................................................................................................................... Check Rich
• Carb Heat / Alternate Air...................................................................................................On

If power is not restored, prepare for Power-Off Landing as detailed in the Engine
Failure below 800 ft. AGL section.

Fuel, Air, and Spark are the three things combustion engines require to
 function. In the event of an engine failure, always consider these as a guide for
troubleshooting along with the checklist.

Some ground reference maneuvers, like eights-on-pylons, are conducted within

this altitude range. Always pre-select a forced landing area whenever conducting
 these low-level maneuvers, or whenever conducting maneuvers out of glide range
of an airport.

Above 1500 Feet AGL

When an engine failure occurs above 1500’ AGL, there will be more time to
troubleshoot the problem. Depending on the altitude where the failure occurs,
there may be time to work on two separate checklists. First, slow to best glide and
turn towards nearest airport then run the restart procedures in the Engine Power
Loss In-flight checklist; if this does not restore power, proceed to the Power-Off
Landing checklist. The Power-Off Landing checklist generally follows the outline
of the checklist listed in this section of the supplement.

To assist with landing site selection, ForeFlight has a Glide Advisor which takes
into account both terrain and wind effects. The pilot must program ForeFlight with
the specific aircraft’s glide ratio, which for the Archer is 10:1.

Engine Failure at Night

If the engine fails at night, pilots should still follow the steps of the A,B,C,D,E
mnemonic. While the steps remain the same as in the daytime, there are a few
additional actions required.
• It will be very difficult to select landing sites like fields or roads at night,
so make a turn toward the nearest airport. Darker areas tend to be less
populated, but they may also hide rough terrain and obstacles.

34 Departure Procedures
 • If landing off-airport, complete all items on the emergency landing checklist
except turning off the master battery switch prior to touchdown. This allows
the pilot to use the landing light throughout the approach. Turn off the
master battery switch immediately prior to or after touchdown.

Engine Failure in IMC

An engine failure in IMC is handled in much the same way as one in VMC. The
obvious difference is being in the clouds during a portion of the descent, so pilots
must be sure to continue their instrument scan and maintain aircraft control while
troubleshooting the engine failure. Once the aircraft descends below the cloud
bases, the pilot can then select a landing site and continue with the emergency
procedures discussed above. Become familiar with the graphical area forecast to
avoid overflying areas with visibility or ceilings that would not allow a safe landing
under VMC. ATC will be able to help with local weather conditions like ceilings and
winds for area airports to assist with decision-making.

If in cruise flight and within gliding distance of an airport, also consider using final
approach courses of published instrument procedures as a guide towards the
approach end of a runway. Once over the airport, circle down over the approach
end of the runway (using the principles of a steep spiral) until in a position for a
safe landing.

Engine Failure over Water

Although ATP avoids extended over-water operations, local procedures at coastal
airports may require flights over water. To mitigate the risk of an engine failure
over water and reduce the chance of ditching, consider choosing an altitude such
that the shore remains within glide distance throughout the flight.

If ditching is required, page 18-7 in the Airplane Flying Handbook recommends

using no more than an intermediate flap setting for a water landing in a low-wing
airplane. Touching down at the slowest airspeed possible is important, but having
flaps fully extended in a low-wing airplane may cause a more damaging impact
with the water.

Passenger Briefing
1. Cockpit Door Operation 4. No Smoking
2. Seat Adjustment / Seatbelt Usage 5. PIC Authority/Training/Checkride
3. Fire Extinguisher Location/Usage 6. Positive Exchange of Controls

Departure Procedures 35
Pre-Takeoff Briefing (Standard Procedures)
Engine failure or abnormality prior to rotation:
• Abort takeoff – throttle immediately closed
• Brake as required – stop straight ahead

If not enough runway to stop:

• Mixture to cutoff
• Magnetos, battery master, and alternator off
• Rotate fuel selector to off
• Avoid obstacles

Engine failure after rotation with sufficient runway remaining for a complete stop:
• Throttle immediately closed
• Land straight ahead, brake as required

Engine failure after rotation with no runway remaining:

• Land within 30° of centerline, avoid obstacles. Do not attempt 180° turn.
• Lower nose and pitch for best glide
• Flaps as necessary for safe touchdown
• Mixture to cutoff
• Magnetos, battery master, and alternator off
• Rotate fuel selector to off
• Touchdown at lowest speed possible

Consider available emergency landing areas.

Departure Briefing
While the Pre-Takeoff Briefing reviews time-critical emergency procedures, the
Departure Briefing covers the overall plan for the takeoff and departure. This
should include (as applicable):
• Type of takeoff
• Runway in use and distance available
• Wind speed and direction
• Rotation and climb speed
• Initial heading and altitude
• ATC departure frequency
• Instrument departure procedure
• Abort criteria (expected RPM at full power and takeoff roll distance)

36 Departure Procedures
Normal Takeoff (Flaps 0°)
Do not delay on runway.
1. Approaching centerline, position controls for wind
2. Smoothly increase throttle to full power
3. Check engine gauges
4. “Airspeed Alive”
5. Start slow rotation at 60 KIAS
6. Pitch to VY sight picture and accelerate to 76 KIAS (VY)
7. “After Takeoff Checklist” out of 1,000' AGL

Normal Takeoff Profile

• Position controls for wind

• Smooth increase to full power
• Check gauges

“Airspeed Alive”
60 KIAS “After Takeoff Checklist”
Approx. 65 KIAS if departing traffic pattern

Accelerating to VY

VR Lift-Off
1,000' AGL

ATP Archers are equipped with traffic information. It is not to be used

as a collision avoidance system and does not relieve the pilot of
responsibility to “see and avoid” other aircraft.

Departure Procedures 37
Short-Field Takeoff & Climb (Flaps 25°)
1. Flaps 25°
2. Use all available runway
3. Hold brakes
4. Full throttle
5. Check engine gauges
6. At full power - Release brakes
7. “Airspeed Alive”
8. Begin rotation at 55 KIAS, then pitch to VX sight picture and climb at 60 KIAS
over a 50' obstacle
9. Once clear of obstacle, accelerate to VX (64 KIAS) while slowly retracting
flaps.
10. Decrease pitch to VY sight picture and accelerate and climb at 76 KIAS (VY)
11. “After Takeoff Checklist” out of 1,000' AGL

Short-Field Takeoff & Climb Profile

Lined Up on Runway Centerline

• Flaps 25˚
• Use all Available Runway “After Takeoff Checklist”
• Hold Brakes if departing traffic pattern
• Full Throttle
• Check Engine Gauges Retract Flaps
• At Full Power - Release Brakes Accelerate to VY

“Airspeed Alive” Rotate to climb at 60 KIAS

1,000' AGL

Past Obstacle

Use 60 KIAS (max weight speed) as the initial climb speed over the
50' obstacle, unless specified by the Examiner to use the computed
speed for the aircraft's actual weight.

38 Departure Procedures
Soft-Field Takeoff & Climb (Flaps 25°)
1. Flaps 25°
2. Roll onto runway with aft yoke – minimum braking – do not stop
3. Check engine gauges, then direct complete attention outside of cockpit
4. Slowly add power. At approximately 50% power, begin reducing back
pressure on yoke. Maintain less than full back pressure while increasing
throttle to full power.
5. With back pressure reduced to avoid a tail strike, establish and maintain a
pitch attitude that will transfer the weight of the airplane from the wheels to
the wings as rapidly as practical
(do not deliberately hold nosewheel off runway, and do not strike tail!)
6. Lift off at lowest practical airspeed, then lower the nose to level off while
remaining in ground effect
7. While in ground effect, accelerate to 64 KIAS (VX) or 76 KIAS (VY) as
appropriate for the climb
8. Pitch to VX or VY sight picture and climb at VX/VY
9. At safe altitude, retract flaps
10. “After Takeoff Checklist” out of 1,000' AGL

Soft-Field Takeoff & Climb Profile

Roll Onto Runway - Do Not Stop
• Flaps 25˚
Lift off at lowest
• Minimum Braking - Do Not Stop
practical airspeed
• Check Engine Gauges
• Slowly apply full power (5 sec)
• Reduce back pressure Begin climb at VX / VY, as appropriate
Remain in “After Takeoff Checklist”
ground effect if departing traffic pattern
Maintain VX / VY

Retract flaps at safe altitude

1,000' AGL

Power should be increased from idle to full over approximately 5

seconds, to give the pilot time to adjust back pressure on the yoke
as the airplane accelerates. This method will prevent tail strikes. It
also keeps the aircraft from lifting off too abruptly and climbing out of
ground effect with insufficient airspeed.

Do not deliberately hold the nose wheel off the runway during the
takeoff roll, as this is not an ACS requirement.

Departure Procedures 39
 SECTION 4
ARRIVAL PROCEDURES

Summary of Final Approach Speeds & Flap

Settings
Approach Type Speed (KIAS) Flap Setting
Normal Visual 70 25°
Gusty / Crosswind 70 + 1/2 gust factor 25°
Short / Soft Field 66 40°
Instrument (Precision) 80 10°
Instrument (Non-Precision) 80, then 70 (out of MDA) 10°, then 25° (out of MDA)

Piper Archer Landing Criteria

• Plan and brief each landing carefully.
• Enter the traffic pattern at TPA trimmed for 90 KIAS in level flight.
(landing profiles depend on this)
• Maintain a constant angle glidepath.
• Whenever possible, fly the traffic pattern at a distance from the airport that
allows for a power off landing on a safe landing surface in the event of an
engine failure.
• Maintain final approach speed until roundout (flare) at approximately 10' to
20' above the runway.
• Reduce throttle to touch down with the engine idling and the airplane at
minimum controllable airspeed within the first third of the runway.
• Touch down on the main gear, with the wheels straddling the centerline.
• Manage the airplane’s energy so touchdown occurs at the designated
touchdown point.
• Maintain a pitch attitude after touchdown that prevents the nosewheel from
slamming down by increasing aft elevator as the airplane slows.
• Maintain centerline until taxi speed is reached and increase crosswind
control inputs as airplane slows.

40 Arrival Procedures
 • Adjust crosswind control inputs as necessary during taxi after leaving the
runway.

Good Planning = Good Landing

A good landing is a result of good planning. When planning an approach and
landing, decide on the type of approach and landing (visual or instrument, short-
field, soft-field, etc.). Decide on the flap setting, the final approach speed, the
aiming point, and where the airplane will touch down on the runway surface.

Approach Briefing – Verbalize the Plan

During the Approach Checklist, conduct an approach briefing. This organizes the
plan and ensures effective communication between pilots. The briefing should be
specific to each approach and landing, but presented in a standard format that
makes sense to other pilots and instructors.

Approach Briefing
IFR VFR
Field Elevation Type of Approach & Landing
Type of Approach Landing Runway
NAV Frequency Field Elevation
Course Pattern Altitude
Glideslope Intercept or FAF Altitude Wind Direction & Speed
Minimums Aiming & Touchdown Point
Missed Approach Procedure Go-Around Criteria & Plan

Example VFR Briefing

Review the flap setting, aiming point, and touchdown point when established on
downwind.
"This will be a normal flaps 25˚ landing on Runway 16. Field elevation 600
feet, pattern altitude 1,600 feet. Aiming at the 3rd stripe before the 1,000'
markings, touching down on the 1,000' markings. Winds are 180 at 10, slight
right crosswind. Final approach speed 70 knots. If the approach becomes
unstable, we'll go around and expect left traffic."

This solidifies the plan between the student and instructor while visually
identifying the aiming and touchdown points.

TIP: When approaching any airport for landing, have the airport diagram available
 prior to landing and familiarize yourself with your taxi route based on your
destination on the field and the landing runway.

Arrival Procedures 41
 TIP: Do not allow briefing the approach to distract you from ATC calls and traffic
 reports. Pilots must maintain situational awareness of the position of all traffic in
the pattern.

Spoken Callouts on Approach

VFR or
Callout Visual Approach Instrument Approach
“Before Landing Checklist” Before descending below TPA ½ dot below GS intercept
(abeam touchdown point, for (precision) or at FAF (non-
pattern work) precision)
“1,000 to Go” N/A 1,000’ above MDA or DA
“Approaching Minimums” N/A 100’ above MDA or DA
“Minimums” N/A At MDA or DA
“Stabilized – Continuing” 200 feet AGL
or Mandatory go-around if not stabilized
“Not Stabilized – Go Around”
"Heels" Before touchdown, confirm heels are on the floor
and toes are off the brakes

Stabilized Approaches
The Airplane Flying Handbook defines a stabilized approach as “one in which
the pilot establishes and maintains a constant-angle glide path towards a
predetermined point on the landing runway. It is based on the pilot’s judgment of
certain visual clues and depends on maintaining a constant final descent airspeed
and configuration.” Stabilized approaches significantly reduce the chance of
landing mishaps.

ATP requires a stabilized approach for all landings, both visual and instrument.
Pilots should strive for a stabilized approach throughout their final descent to
landing. However, each aircraft type also has a designated altitude by which it
must be stabilized for the approach to continue to a landing. In the Piper Archer,
the airplane must be stabilized by no lower than 200’ AGL. If the approach is not
stabilized by that point, or if it becomes unstable later, a go-around is required.

Conditions for a Stabilized Approach

• Glidepath: Constant angle glidepath. Proper descent angle and rate of
descent to land in the first third of the runway (approximately 350 FPM) must
be established and maintained. All available landing aids (ILS, VASI, PAPI,
etc.) must be used.
• Configuration: Aircraft in landing configuration. Flaps and trim in final setting
for landing.

42 Arrival Procedures
 • Airspeed: Airspeed stable and within ±5 knots of target speed (70 KIAS for
normal landings, 66 KIAS for short-/soft-field landings).

These parameters are not merely targets, they are mandatory conditions and
limits. Any deviation at or beyond the beginning of the stabilized approach
corridor at 200’ AGL requires a mandatory go-around.

Aiming Point versus Touchdown Point

The predetermined point on the runway that the constant-angle glide path leads
to is called the aiming point. If the airplane continued the constant glide path and
was not flared for landing, it would strike the ground at the aiming point. During an
approach, this point can be visually identified by finding the spot on the runway
that does not appear to move.

Because the pilot reduces the rate of descent during the flare, the aircraft will
touch down some distance further down the runway from the aiming point. This
distance depends on the airplane’s speed, and proper speed control allows the
pilot to anticipate the float distance. The pilot must choose an appropriate aiming
point so that the airplane will touch down where desired, within the first third of
the runway. Pilots should identify both the aiming and the touchdown point during
the approach briefing.

Pitch & Power on a Stabilized Approach

Flying a stabilized approach requires careful control of pitch (with the elevator)
and power (with the throttle). If the aircraft is near the constant-angle glidepath
and the correct speed, make small corrections as follows to maintain the
stabilized approach:

Pitch for Glidepath

Maintain the constant-angle glidepath to the aiming point by making pitch
adjustments to keep the point stationary in the windshield. If the aiming point
moves lower, pitch down, and if the aiming point moves higher, pitch up.

Power for Airspeed

Maintain the desired airspeed by making power adjustments. If the airspeed
increases, reduce power, and if the airspeed decreases, add power.

TIP: If the airplane is properly trimmed, airspeed deviations will be small, and much
of the pilot’s attention can be on maintaining the constant-angle glidepath to the
 aiming point. Most of the pilot’s scan should be outside the airplane, devoted to
the aiming point and looking for traffic, with occasional instrument checks.

ATP teaches this method because it supports the stabilized approach concept.
Changing pitch to correct airspeed deviations would take the airplane away

Arrival Procedures 43
from the constant-angle glidepath and destabilize the approach. Also, the
same method can be used for both visual approaches and precision instrument
approaches (during which the pilot uses pitch adjustments to keep the glideslope
needle centered).

Fixing an Unstabilized Approach (above 200’ AGL)

Larger deviations from the desired airspeed and/or altitude may require a
combination of pitch and power inputs to reach the stabilized approach path:

Control Input Energy Effect The airplane moves…

Increase throttle More total energy Higher and faster
Decrease throttle Less total energy Lower and slower
Forward elevator Trade height for speed Lower but faster
Aft elevator Trade speed for height Higher but slower

A single throttle or elevator input affects both speed and altitude, so to change
only one of those at a time, a mix of both elevator and throttle input is required.
For example, if the aircraft is high but at the correct speed, combine decreased
throttle with forward elevator. Both inputs make the plane move lower, but one
makes the plane slower while the other makes it faster. With the right blend of
power and pitch, the speed effects will cancel out.

The size of the necessary corrections should get smaller as the aircraft descends.
If the airplane is not on the stabilized approach path by 200’ AGL, a go-around is
mandatory.

Evaluating the Stabilized Approach

On every approach, starting at 300’ AGL, the pilot must conduct a final stabilized
approach check. This check, and the steps that follow, can be remembered with
the acronym G-CASH:
й Glidepath: Is the airplane on a constant-angle glidepath to land in the first
third of the runway?
й Configuration: Are final flaps and trim set?
й Airspeed: Is the airspeed within ±5 knots of the target speed?
If the answer to any of these questions is no, then call out “Not stabilized - Go-
around” and execute a go-around no later than 200’ AGL. But, if the answer to
all three questions is yes, then continue the approach, with the following two
callouts:
• “Stabilized - Continuing”
• “Heels" : Confirm that the pilot's heels are on the floor and toes are off the
brakes, to ensure brakes are not applied at touchdown.

44 Arrival Procedures
Braking Technique
Slowing the aircraft has two phases: aerodynamic braking, followed by wheel
braking.

Aerodynamic Braking
After touchdown, the aircraft will slow down from the effects of drag and friction
with the runway. The pilot can increase this friction by applying back pressure
to the flight controls (without lifting the nosewheel off the runway). Raising the
elevator applies downforce to the tail, effectively increasing the aircraft’s weight
and rolling resistance. This reduces the aircraft’s speed and the rollout distance.
As the aircraft slows down, maintain centerline with rudder and gradually increase
back pressure until doing so no longer tends to raise the nose. At this point,
aerodynamic braking has been exhausted, and the pilot can move on to wheel
braking.

Wheel Braking
The pilot should shift their toes onto the top portion of the pedals, then gently
apply the toe brakes. This application must be smooth and coordinated. Gradual
brake application allows the pilot to feel how the airplane is responding and adjust
inputs as necessary. Rapid or uneven brake application can cause excessive
brake wear, damaged tires, or loss of aircraft control. Keep the aircraft on
centerline with nosewheel steering. Once the aircraft has slowed to a safe taxi
speed, apply taxi power and exit the runway at the next available taxiway.

The ABCs of Braking

As an easy-to-remember rule, under normal circumstances, do not apply wheel
brakes after landing until ABC:
• Aerodynamic Braking is no longer effective and elevator controls are
neutralized, and
• The aircraft is on Centerline.

"LANDING ASSURED" DEFINITION: For training purposes landing

is considered assured when the aircraft is lined up and will make the
paved runway surface in the current configuration without power.

Arrival Procedures 45
Go Around Philosophy
The decision to execute a go-around is both prudent and encouraged anytime the
outcome of an approach or landing becomes uncertain. ATP considers the use
of a go-around under such conditions as an indication of good judgement and
cockpit discipline on the part of the pilot.

Go-arounds are an essential part of normal flight operations, and a required

maneuver in the Airman Certification Standards. They will be trained to
proficiency early and reinforced often just like other required maneuvers. This
applies to both new and experienced pilots.

Attempting to salvage deficient landings by correcting floats, bounces, balloons,

etc., rather than going around, is prohibited by ATP policy.

Instructors should vigilantly monitor student approaches and

landings, and should command go-arounds if any of the stabilized
approach conditions are not met. Instructors should make every
effort to avoid allowing a student to take an unstabilized approach
close to the ground, requiring the instructor to take the controls and
initiate a go-around. Students must also be taught to evaluate their
own approaches for the stabilized approach criteria and make the
go-around call if necessary, as they alone will be responsible for this
during solos, crew cross-country operations, and checkrides.

Gust Factor
Slightly higher approach speeds should be used under turbulent or gusty wind
conditions. Add ½ the gust factor to the normal approach speed. For example, if
the wind is reported 8 gusting to 18 knots, the gust factor is 10 knots. Add ½ the
gust factor, 5 knots in this example, to the normal approach speed.

Seat Position
Correctly positioning the seat exactly the same for each flight improves landing
performance and safety.

The fore-aft adjustment is correct when the heels are on the floor with the balls of
the feet on the rudder pedals, not on the brakes. The feet should be at a 45° angle
from the floor to the pedals and the pilot should be able apply full rudder inputs
without shifting their body weight. When braking is required, lift the foot from the
floor rather than keeping the leg suspended in the air or resting the feet on the
upper portion of the pedals. The seat height should be adjusted so the pilot can
see the curvature of the cowling, while still being able to see all flight instruments,
for the best sight picture during landing.

TIP: Proper foot position helps prevent inadvertent brake application during
 landings and ground operations.

46 Arrival Procedures
Flap Setting
Students must be able to determine the best flap configuration and approach
speed given the landing conditions. The Archer POH states that "the amount
of flap used during landings and the speed of the aircraft at contact with the
runway should be varied according to the landing surface and conditions of
wind and airplane loading. It is generally good practice to contact the ground at
the minimum possible safe speed consistent with existing conditions. Normally,
the best technique for short and slow landings is to use full flap... In high wind
conditions, particularly in strong crosswinds, it may be desirable to approach the
ground at higher than normal speeds with partial or no flaps."

ATP students are trained to perform normal landings using flaps 25°, per the
Normal Landing profile located on page 49. Short-field and soft-field landings
require flaps 40°. Flap settings on power-off 180° approaches will vary depending
on the current conditions.

Traffic Pattern Operations

Pattern Briefings should include:
• Flap Setting
• Type of Approach & Landing (Short-Field, Soft-Field, etc.)
• Final Approach Speed
• Aiming Point
• Touchdown Point

Traffic Pattern Operations Profile

Abeam Touchdown Point
• "Before Landing Checklist"
• Resume landing profile Established on Downwind
(following pages) • Pattern briefing
At TPA
•R
 educe power –
maintain 90 KIAS
(approx. 2000 RPM)
45°

°
90
300' Below TPA
• Turn crosswind

VX / VY climb

Arrival Procedures 47
Normal Visual Approach & Landing
1. Complete the “Approach Checklist” before entering the airport traffic
pattern; devote full attention to aircraft control and traffic avoidance.
2. Slow to 90 KIAS prior to entering downwind or traffic pattern.
3. Enter traffic pattern at published TPA (typically 1,000' AGL).
4. Complete the “Before Landing Checklist” when abeam the
touchdown point.
5. When abeam touchdown point, reduce power (approx. 1500 RPM) and select
flaps 10°.
6. Descend out of TPA at 80 KIAS.
7. On base leg select flaps 25°, slow to and trim for 70 KIAS.
8. Maintain 70 KIAS until landing is assured, then slow to 66 KIAS until the
roundout.
9. Complete the GCASH check and make the stabilized approach vs. go-around
decision no lower than 200' AGL.

TIP: Getting ATIS, briefing the approach, and the Approach Checklist should
be completed no later than 15 miles from the airport. Accomplishing these
tasks as early as possible creates more time to focus on aircraft control and
 collision avoidance in the busy airport environment. During training flights when
maneuvering near an airport, get ATIS, brief, and complete the Approach Checklist
as soon as the decision is made to return to the airport.

Before Landing Checklist

FUEL SELECTOR....................................................................CHECK
FLAPS.............................................(VFE 102 KIAS) AS REQUIRED
MIXTURE...........................................FULL RICH / AS REQUIRED
FUEL PUMP...................................................................................ON
LANDING LIGHT..........................................................................ON

48 Arrival Procedures
Normal Visual Approach & Landing Profile
No Later Than 15 NM from Airport
• “Approach Checklist”
• Verify traffic pattern altitude
(usually 1,000’ above field elevation)
When Ready to Descend Out of TPA
• “Before Landing Checklist” Approx. 10 NM from Airport
• Reduce power (approx. 1500 RPM) • Begin slowing to 90 KIAS
• Select flaps 10° • Plan descent to enter pattern
• Descend out of TPA at 80 KIAS at TPA (or overflight altitude
as appropriate)

On Base Approx. 5 NM
• Select flaps 25° from Airport
• Slow to and trim for • Maintain 90 KIAS
70 KIAS

300'
• GCASH stabilized
approach check
200'
• "Stabilized - Continuing" or
"Not Stabilized - Go Around"

On Final Rollout
45°

°
• Maintain 70 KIAS 90
• Maintain centerline until taxi speed
• When landing assured, • Increase crosswind control inputs
slow to 66 KIAS as airplane slows

Touchdown
• On intended touchdown point
• Within first third of runway
• At minimum controllable
airspeed (stall warning on)

* See "Stabilized Approaches" section on page 42.

TIP: The power settings in this supplement are approximate and can change
depending on prevailing conditions. A common mistake is to spend too much
 time trying to set exact power settings. This diverts the pilot’s attention from more
important things. During landings, limit attention to the gauges to a few seconds
at a time so ample attention remains on flying the proper course and glidepath.

If the pattern altitude is lower than the standard 1,000' AGL, run the
Before Landing Checklist in its usual position relative to the runway.
However, delay the start of descent until you can fly a normal descent
path to the intended touchdown point.

Arrival Procedures 49
Short-Field Approach & Landing
Steps 1-7 are identical to the normal approach and landing
procedure.
8. Select flaps 40° and slow to 66 KIAS on final when landing is assured.
9. Complete the GCASH check and make the stabilized approach vs. go-around
decision no lower than 200' AGL.
10. Close throttle slowly during flare – touch down on intended touchdown point
with little or no floating.
11. Prevent nosewheel from slamming onto the runway.
12. Retract the flaps after touchdown.
13. Simulate and announce "Heavy Braking" for training and checkride purposes
(while applying braking as required)

TECHNIQUE: Fly proper speed and maintain some power for round out, close
 throttle in flare.

Short-Field Approach & Landing Profile

No Later Than 15 NM from Airport
• “Approach Checklist”
When Ready to Descend Out of TPA • Verify traffic pattern altitude
• “Before Landing Checklist” (usually 1,000’ above field elevation)
• Reduce power (approx. 1500 RPM)
• Select flaps 10° Approx. 10 NM from Airport
• Descend out of TPA at 80 KIAS • Begin slowing to 90 KIAS
On Base • Plan descent to enter pattern at TPA
• Select flaps 25° (or overflight altitude as appropriate)
• Slow to and trim
for 70 KIAS

Approx. 5 NM
from Airport
300' • Maintain 90 KIAS
• GCASH stabilized
approach check
200'
• "Stabilized - Continuing" or
"Not Stabilized - Go Around"

On Final After Touchdown

45°

• Select flaps 40° 90

° • Prevent nosewheel from slamming down
• Slow to 66 KIAS • Retract flaps after touchdown
• Simulate and announce “Heavy Braking”
for training and checkride purposes
Touchdown
• On intended touchdown point with little or no floating
• Within the first third of the runway
• At minimum controllable airspeed (stall horn on)
• Nose-high pitch attitude

To maintain a margin of safety during training, select a touchdown

point no earlier than the beginning of the second centerline marking.

50 Arrival Procedures
Soft-Field Approach & Landing
Steps 1-7 are identical to the normal approach and landing
procedure.
8. Select flaps FULL and slow to 66 KIAS on final when landing is assured.
9. Complete the GCASH check and make the stabilized approach vs. go-around
decision no lower than 200' AGL.
10. Upon roundout, slowly close the throttle while maintaining a few feet above
the runway surface in ground effect.
11. Smoothly let the airplane settle from ground effect and touch down at
minimum controllable airspeed (typically with the stall horn on). This allows
for a slow transfer of weight from the wings to the main landing gear.
12. Maintain enough back pressure to keep the nose wheel slightly off the
runway. (Excessive back pressure will result in an excessively nose-high
attitude, which will cause a tail strike. The objective is to keep the weight off
the nose wheel while slowing down.)
13. Continue to increase back pressure through the rollout while applying
minimal braking.

Soft-Field Approach & Landing Profile

No Later Than 15 NM from Airport
• “Approach Checklist”
• Verify traffic pattern altitude
(Usually 1,000’ above field elevation)

When Ready to Descend Out of TPA Approx. 10 NM from Airport

• “Before Landing Checklist” • Begin slowing to 90 KIAS
• Reduce power • Plan descent to enter pattern at TPA
• Select flaps 10° (or overflight altitude as appropriate)
• Descend out of TPA at 70-80 KIAS
When Established
on Downwind Approx. 5 NM
On Base • Trim for 90 KIAS from Airport
• Select flaps 25° • Maintain 90 KIAS
• Trim for 70 KIAS

300'
• GCASH stabilized
approach check
200'
• "Stabilized - Continuing" or
"Not Stabilized - Go Around"

Rollout
On Final • Maintain back pressure to keep
45°

• Select Flaps 40° 90

°
nosewheel slightly off runway
• Slow to 66 KIAS • Continue to increase back
pressure throughout the rollout
Slowly transfer • Increase crosswind control
weight from wings to inputs as airplane slows
main landing gear
Touchdown
• Smoothly on intended touchdown point
• Within the first third of the runway
• At minimum speed with nosewheel slightly off runway

Arrival Procedures 51
Power-Off 180° Accuracy Approach & Landing
Steps 1-4 are identical to a normal approach and landing
procedure.
5. Fly parallel to the runway, correcting for crosswind, at a distance that aligns
the runway with the wingtip.
6. When abeam touchdown point, smoothly reduce power to idle.
7. Maintain altitude while slowing to 80 KIAS, then descend out of TPA.
8. At approximately 10% below TPA (100 feet, for the standard 1,000’ TPA),
turn base.
9. Begin evaluating distance from runway and wind conditions. Dissipate
energy by:
A. Squaring the base-to-final turn / lengthening the ground track.
B. Increasing the flap setting.
C. Slipping the aircraft.
10. Aim to be aligned with the runway by around 400’ to 500’ AGL. Stronger
headwinds on final will require this to occur closer to the runway.
11. On final, maintain a constant descent angle (which will be steeper than for a
power-on approach) to the aiming point, and an appropriate speed based on
the flap setting:
A. 0°: 80 KIAS.
B. 10° to 40°: 75 KIAS.
12. When landing is assured, slow to 66 KIAS until 10’ to 20’ above the runway.
A. Because the descent rate is higher than with power, begin the roundout
slightly earlier to avoid hard landings.

TIP: A slip can be increased or reduced throughout the approach to fine-tune the
descent rate. By contrast, retracting flaps after they have been deployed is not
 recommended, as this often results in high sink rates as the lift the flaps generate
is lost. When slipping, use aileron into the crosswind (if present), and monitor/
maintain the desired airspeed.

TIP: The aiming point and the touchdown point are NOT the same point. Aim about
 200’ before the touchdown point to dissipate enough speed for a proper landing.

52 Arrival Procedures
 Rollout Short Final
• Maintain Centerline Until Taxi Speed • When Landing is Assured
• Increase Crosswind Control Inputs as Slow to 66 KIAS
Airplane Slows • Expect Early Roundout
Turning Final - Evaluate…
High Low
Flaps 25° Maintain Flap Setting
Apply Slip Slow to Best Glide
Maintain Speed

On Final
90˚ (400-500’ AGL)
Touchdown Maintain Constant Key Position - Evaluate…
• On Intended
Descent Angle to High Low
Touchdown Point
Aiming Point Square Base/Final Turn to Numbers
• At Minimum Flaps 10° Maintain Flap Setting
Controllable Airspeed Evaluate: Apply Slip
High Low
Apply Slip Slow to Best
as Needed Glide
Flaps 40° If Still Low - Rollout - Evaluate…
GO AROUND! High Low
Widen Base Leg Tighten Base Leg
Flaps 10° No Flaps
Slow to Best Glide

When Established on Abeam Touchdown Point

Power-Off 180° Accuracy Approach & Landing Profile

Downwind • “Before Landing Checklist” 10% Below TPA

• Trim for 90 KIAS • Reduce Power to Idle (900 AGL, for standard TPA)
• Maintain Distance from • Maintain Altitude, Slow to 80 KIAS • Turn Base
Runway (aligned with wingtip) • Begin Descent, Maintain 80 KIAS

Arrival Procedures 53
Piper Archer
Emergency Approach & Landing (Simulated)
1. Reduce power to idle.
2. Pitch for and then trim to maintain best glide speed (76 KIAS)
3. Select an appropriate emergency landing site.
4. Begin flying directly towards landing site.
5. Complete Engine Power Loss In-Flight checklist.
6. Evaluate glide performance to confirm landing site can be reached.
7. Upon reaching landing site, spiral
Gliding Descent
downwards at best glide.
8. Evaluate wind direction to determine
best direction of approach.
Downward
9. Roll out of spiral heading downwind, Spiral
abeam “midfield,” at approximately
1,500’ AGL.
10. Pass abeam intended touchdown point Power-Off 180°
at approximately 1,000’ AGL.
11. Execute Power-Off 180° Accuracy
Approach and Landing procedure as
previously described.
12. Simulate the “When Committed to Landing” items on the Power-Off Landing
checklist.
13. If landing site is not an airport, or does not meet ATP runway requirements,
add power and break off the approach no lower than 500’ AGL.

TIP: Keep the engine warm and cleared by occasionally advancing the throttle. If
the simulated emergency approach will be taken to a landing on a runway, ensure
 that either the instructor or the student has complete control of the throttle during
the landing, should a go-around become necessary.

54 Arrival Procedures
Crosswind Approach & Landing
Carefully planned adjustments must be made to the normal approach and landing
procedure to safely complete a crosswind approach and landing.

Planning
Before entering the traffic pattern, brief how your approach and landing will be
different by acknowledging the wind direction, crosswind component, planned
flap setting, and how your traffic pattern ground track will differ as a result of the
winds.

Ground Track
Plan a crab angle on downwind to maintain
a uniform distance from the runway. Begin
the base turn so the airplane is established 200'
on base at the appropriate distance from AGL

the runway. Do not allow the winds to blow

the airplane off the intended ground track.
Turning final, adjust for the winds to not over
or undershoot the runway centerline. 8

Control Technique
Establish a crab angle to maintain the proper ground track on final, then transition
to the wing-low sideslip technique by no later than 200' AGL. Maintain the wing-
low technique until touchdown and throughout the landing roll. After landing,
increase aileron input into the wind as the airplane slows to prevent the upwind
wing from rising, reduce side-loading tendencies on the landing gear, and
minimize the risk of roll-over accidents due to the upwind wing lifting.

Judgment
The demonstrated crosswind component in the PA28 is 17 knots. Regardless
of reported winds, if the required bank to maintain drift control is such that full
opposite rudder is required to prevent a turn toward the bank, the wind is too
strong to safely land the airplane. Select another runway or airport and go-around
any time the outcome of an approach or landing becomes uncertain.

TIP: During windy conditions, adjust turns in the traffic pattern as necessary to
maintain the correct ground track and distance from the runway. For example,
 a strong tailwind during the downwind leg will blow the airplane too far from the
runway if the pilot waits until the 45˚ point to turn base. Instead, plan the base turn
early to remain the correct distance from the runway.

Arrival Procedures 55
Crosswind Approach & Landing Profile

No Later Than 15 Mi. from Airport

• "Approach Checklist"
When Ready to Descend Out of • Verify traffic pattern altitude
Pattern Altitude (usually 1,000’ above field elevation)
• "Before Landing Checklist"
• Reduce power (approx. 1500 RPM) Approx 10 Mi. from Airport
• Select flaps 10˚ (or as required) • Begin slowing to 90 KIAS
• Descend out of TPA at 80 KIAS • Plan descent to enter traffic
On Base pattern in level flight at TPA (or
• Select flaps 25° overflight altitude as appropriate)
• Slow to and maintain 70 KIAS Approx 5 Mi. from Airport
• Crab as necessary to maintain • Maintain 90 KIAS
consistent ground track

When Established on Downwind

• C
 rab as necessary to maintain
consistent ground track
300' - 200'
• Stabilized approach
check / go-around decision

Maintain
By 200' AGL Centerline Until
45°

• Transition from crab to 9 0° Taxi Speed

wing-low sideslip technique
Aiming
On Final Point Increase crosswind control inputs
• Crab as necessary as airplane slows
to maintain extended Touchdown
centerline until 200’ AGL
Point
• Maintain 70 KIAS + 1/2
gust factor until 10' to 20' Touchdown
above the runway • On intended touchdown point
• Within the first third of the runway
• At minimum controllable airspeed

TIP: Develop the habit of applying full, proper crosswind control inputs as the
airplane slows during every landing rollout and all taxi operations, regardless of
 how light the winds. Resist the tendency to release the control inputs to neutral
after touchdown.

56 Arrival Procedures
Go-Around Procedure
A go-around procedure must be initiated any time the conditions for a safe
approach and landing are not met. Some examples of unsatisfactory approach
and landing conditions are:
• Unstable approach path or airspeed.
• Improper runway alignment.
• Unexpected hazards on the runway or on final.
• Excessive floating past the touchdown point.
• Ballooning or bouncing.
• Anything that jeopardizes a safe approach and landing.

Any time unsafe or unsatisfactory conditions are encountered, a go-around must

be immediately executed and another approach and landing should be made
under more favorable conditions.

Missed Approach
A missed approach is a maneuver conducted by a pilot when an instrument
approach cannot be completed to a landing. The pilot's initial actions when
initiating a missed approach are the same as a go-around procedure.

Go-Around / Missed Approach Procedure

1. Throttle – full power.
2. Increase pitch to establish climb at VX or VY as appropriate.
3. Retract flaps slowly when above VX and clear of obstacles.
4. “After Takeoff Checklist” at pattern altitude or out of 1,000' AGL.

If the go-around or missed approach is due to conflicting traffic, maneuver as

necessary during the climb to clear and avoid conflicting traffic (usually to the
side, flying parallel to the runway).

CAUTION: Retracting flaps too quickly, before the aircraft can accelerate, will
 cause the aircraft to lose lift and sink. This may result in ground contact.

Rejected or Balked Landing

As a practical guide, a rejected or balked landing occurs when the airplane is
very low to the ground and usually occurs after the roundout (flare) has begun.
Airspeed may be very low – well below VX or VY in some cases – and the pilot must
be very careful to establish and maintain a safe airspeed during the transition to
a climb. At slow airspeeds, retracting the flaps too early or abruptly can result in a

Arrival Procedures 57
significant loss of lift. The pilot must also factor in ground effect when initiating a
rejected or balked landing close to the ground.

Rejected or Balked Landing Procedure

1. Throttle – full power.
2. Carb heat – off.
3. Accelerate to 60 KIAS (if slower) then;
4. Increase pitch to establish climb at VX or VY as appropriate.
5. Retract flaps slowly when above VX and clear of obstacles.
6. “After Takeoff Checklist” at pattern altitude or out of 1,000' AGL.

If the rejected landing is due to conflicting traffic, maneuver as necessary during

the climb to clear and avoid conflicting traffic (usually to the side, flying parallel to
the runway).

Precision Approach (ILS Approach or RNAV

Approach to LPV Minimums)
ATP recommends setting flaps 10° at glideslope intercept for ILS precision
approaches. Flaps 10° allows for a stabilized approach to touchdown.
1. Complete the “Approach Checklist” and identify the localizer as early as
possible.
2. Announce “Course Alive” when localizer begins moving towards the center.
3. Slow to 90 KIAS when on final approach course inbound.
4. Announce “Glideslope Alive” when glideslope begins moving towards the
center.
5. Verify no flags at glideslope intercept altitude and marker.
6. ½ dot below glideslope intercept: Slow to 80 KIAS and select flaps 10°
(VFE = 102 KIAS), “Before Landing Checklist.”
7. Intercepting glideslope: Reduce power to approx. 1500 RPM.
8. Descend on glideslope at 80 KIAS.
9. Announce at 1,000’ above DA: “1,000 to go.”
10. Announce at 100’ above DA: “Approaching Minimums.”
11. “Minimums.”
12. If runway is in sight: descend and slow to 70 KIAS.
13. On short final, slow to 66 KIAS until the roundout.

58 Arrival Procedures
ILS Approach & Landing Profile
No Later than 15 Mi. from Airport
• Approach Checklist
• Identify the localizer as early as possible

Localizer Movement Toward Center

• “Course Alive”
• Slow to 90 KIAS

100' Above DA
• “Approaching Minimums”
1,000' Above DA Touchdown
• “1,000 to go” • Touchdown on first third of the
runway at minimum controllable
airspeed
DA • Maintain Centerline Until Taxi Speed
• “Minimums” • Increase Crosswind Control Inputs
as Airplane Slows

Glideslope Movement
Toward Center
• “Glideslope Alive”
• Verify no flags 300'-200'
• Stabilized approach
check / go-around
½ Dot Below Glideslope decision
• Begin slowing to 80 KIAS
• “Before Landing Checklist,”
Flaps 10° (below 102 KIAS) Glideslope Intercept Runway in Sight
• Reduce power to approx. • Descend on glideslope at • Descend and slow to 70 KIAS
1500 RPM 80 KIAS • Short final – slow to 66 KIAS until 10' to
20' above runway

Non-Precision Approach (VOR, LOC Approach;

RNAV Approach to LNAV Minimums)
1. Load approach into the GPS, and select appropriate nav source, and
frequency if required.

Within 30 NM of the airport, if flying an RNAV approach, the GPS will display
“TERM.”
2. When direct to the IAF or on vectors, set the desired course on the HSI.
3. Complete the “Approach Checklist.”
4. Announce "Course Alive" when the course needle begins moving toward
center.
5. Slow to 90 KIAS when on final approach course inbound.

Arrival Procedures 59
At 2 NM prior to the FAF, on an RNAV approach, verify the GPS has switched to an
Approach mode. If it does not, DO NOT DESCEND at the FAF.
6. Just prior to the FAF, complete “Before Landing Checklist.” Slow to 80 KIAS
and select flaps 10° (VFE = 102 KIAS).
7. At the FAF, descend at 400-500 FPM (unless steeper descent required) at
80 KIAS. Start time if required.
8. Announce at 100’ above MDA: “Approaching Minimums.”
9. Increase power 50’ prior to reaching MDA to maintain 80 KIAS at level off.
10. “Minimums.”
11. Maintain MDA (plus 50’, minus 0’).
12. Descend at predetermined VDP (if runway is in sight), or maintain
MDA to MAP.
13. Do not leave MDA until landing can be accomplished using a stabilized
descent angle and normal maneuvers.
14. When descending from MDA: set Flaps 25° (if desired; only select flaps 25°
once established in a descent to prevent ballooning above MDA), slow to
70 KIAS.
15. On short final, slow to 66 KIAS until the roundout.

Non-Precision Approach & Landing Profile

Start Time if Required

“Before Landing Checklist” 50' Above MDA
2 NM from FAF Reduce Power Increase Power,
Check GPS mode Select Flaps 10° Maintain 80 KIAS

“Approaching
90 KIAS Minimums” Stabilized Descent at
80 70 KIAS
40 0 KIAS “Minimums” Select Flaps 25°
-50
0 FP
FAF M Slow to 66 KIAS
80 KIAS
100’ Above MDA
Leaving MDA
MDA
(plus 50’, minus 0’) Short Final

60 Arrival Procedures
Circling Approach
When conducting a circling approach (precision or non-precision), fly the normal
approach profile to the published circling minimums.

Maintain circling minimums at 80 KIAS, within 1.3 NM of the runway (the Category
A circling radius), until in a position from which a normal landing may be made.
Circling minimums are usually lower than traffic pattern altitude, so the descent
will begin closer to the runway than in a standard traffic pattern.

When descending from MDA (circling minimums), select flaps 25° (if desired) and
slow to 70 KIAS. On short final, slow to 66 KIAS until 10' to 20' above the runway.

Circling Approach Profile

Start Time if Required

“Before Landing Checklist”
Reduce Power
Select Flaps 10°
“Approaching
90 KIAS Minimums”
80 K
400 I AS “Minimums”
-50
FAF 0 FP
M
Maintain 80 KIAS

100’ Above MDA Stabilized Descent

at 70 KIAS
MDA Select Flaps 25°
Slow to 66 KIAS

Leaving MDA

Short Final

Holding
1. Slow to 90 KIAS holding speed 3 minutes prior to fix
2. Make proper entry
3. Report altitude and time at holding fix
4. Hold at 90 KIAS, with 1 minute leg to the inbound fix
(unless otherwise specified)

Arrival Procedures 61
 SECTION 5
IN-FLIGHT MANEUVERS

Required maneuvers for the Commercial Pilot Single-Engine checkride are

performed the same as those for Private Pilot, with two exceptions:
• Commercial steep turns are accomplished with at least 50° of bank. Private
steep turns are performed at 45° of bank.
• Stall recovery at the commercial level is performed either at the first
indication of an impending stall or after a full stall has occurred, as specified
by the evaluator. Private stalls must be continued to a full stall.

Commercial Pilot Single Engine completion standards allow for lower tolerances
than Private Pilot standards on maneuvers. Refer to the ACS.

Prior to every maneuver, the pilot should identify a suitable landing site in case
of engine failure or other emergency. This is particularly important for ground
reference maneuvers, due to their low altitude.

Clean Configuration Flow

1. Electric fuel pump – on
2. Fuel selector – proper tank
3. Mixture – enrichen
4. Flaps 0°

Landing Configuration Flow

1. Electric fuel pump – on
2. Fuel selector – proper tank
3. Mixture – enrichen
4. Flaps 40°

62 In-Flight Maneuvers
 GROUND USE ONLY

Clearing Turns for In-Flight Maneuvers

When performing clearing turns in a low-wing airplane, the pilot must clear their
blind spots before beginning the turn. This is done by lowering the wing slightly to
clear the area below the wing, rolling back to wings level, and then completing the
clearing turn. Remember: "Look Left, Clear Left, Turn Left."

PVT COM Steep Turns

Steep turns consist of two coordinated 360° turns, one in each direction, using a bank angle
of 45-50°. They develop the pilot's skill in smooth and coordinated use of the flight controls,
awareness of the airplane's orientation relative to outside references, and division of
attention. Complete steep turns no lower than 1,500' AGL. Use a similar roll rate when rolling
into and out of both turns.
1. Perform two 90° clearing turns
2. 100 KIAS (approx. 2300 RPM), maintain altitude
3. Cruise checklist
4. Perform a 360° turn with 45° (PVT) or 50° (COM) of bank
5. Maintain altitude and airspeed (add back pressure, add approx. 1-200 RPM)
6. Roll out ½ bank angle prior to entry heading
7. Look for traffic, then perform a 360° turn with 45° (PVT) or 50° (COM) of bank in the
opposite direction
8. Roll out ½ bank angle prior to entry heading
9. "Cruise Checklist."

Airspeed Altitude Bank Heading

ACS ±10 KIAS ±100' 45° ±5° (PVT) ±10°
50° ±5° (COM)

PVT COM Maneuvering During Slow Flight

Maneuvering during slow flight consists of flight (straight-and-level, climbs, turns, and
descents) at an angle of attack just below that which will cause an aerodynamic buffet or
stall warning. It teaches the pilot to understand the airplane's flight characteristics and flight
control feel at high AOA and low airspeed. Complete the slow flight maneuver no lower
than 1,500' AGL. During slow flight, establish and maintain an airspeed at which any further
increase in angle of attack, increase in load factor, or reduction in power would result in a
stall warning (e.g., airplane buffet, stall horn, etc.).
1. Perform two 90° clearing turns
2. 1500 RPM (maintain altitude)
3. Landing configuration flow
4. Maintain altitude – slow to just above stall warning activation (approximately 50-55 KIAS).
5. Power as required to maintain airspeed and altitude

In-Flight Maneuvers 63
GROUND USE ONLY

6. Accomplish level flight, climbs, turns, and descents as required without activating a
stall warning
(ATP – max 30° bank)
7. Recover – max power/maintain altitude/reduce flaps to 0°
8. Accelerate to 64 KIAS (VX)
9. "Cruise Checklist."

Airspeed Altitude Bank Heading

ACS +10/-0 KIAS (PVT) ±100' (PVT) ±10° (PVT) ±10°
+5/-0 KIAS (COM) ±50' (COM) ±5° (COM)

PVT COM Power-Off Stall

The power-off stall consists of a stall from a stabilized descent in the landing configuration
with the throttle at idle, simulating a stall during an approach to landing. It develops the
pilot's ability to recognize and recover from an inadvertent stall in this phase of flight. Begin
the power-off stall at an altitude that allows stall recovery to be completed no lower than
1,500' AGL.
1. Perform two 90° clearing turns
2. Approx. 1500 RPM (maintain altitude)
3. Landing configuration flow
4. Stabilized descent at 66 KIAS
5. Throttle idle (slowly)
6. Wings level or up to 20° bank as assigned
7. Raise nose to an attitude that induces a stall, and acknowledge cues of the
impending stall
8. At full stall/first indication of impending stall (as required) recover – reduce AOA,
level wings, apply max power
9. Slowly retract flaps to 10°
10. Increase pitch to arrest descent
11. Establish VX or VY as appropriate
12. Retract flaps to 0° when accelerating through VX
13. Return to specified altitude, heading, and airspeed.
14. "Cruise Checklist."

Bank Heading
±10° (PVT) ±10°
ACS ±5° (COM)
Not to exceed 20°

64 In-Flight Maneuvers
 GROUND USE ONLY

PVT COM Power-On Stall

The power-on stall consists of a stall from a climb in the takeoff configuration with the
throttle at full power, simulating a stall during a departure climb or go-around. It develops the
pilot's ability to recognize and recover from an inadvertent stall in this phase of flight. Begin
the power-on stall at an altitude that allows stall recovery to be completed no lower than
1,500' AGL.
1. Perform two 90° clearing turns
2. Approx. 1500 RPM (maintain altitude)
3. Clean configuration flow
4. At 70 KIAS, simultaneously increase pitch (slowly) and apply full power.
5. Slowly increase pitch to induce stall, and acknowledge cues of the impending stall
6. At full stall/first indication of impending stall (as required) recover – reduce AOA, level
wings, apply max power
7. Accelerate to VX / VY, as appropriate.
8. Return to specified altitude, heading, and airspeed
9. "Cruise Checklist."

Bank Heading
ACS ±10° ±10°
Not to exceed 20°

PVT COM Emergency Descent

The emergency descent consists of a high-drag, high-airspeed, idle-power descent. It
teaches the pilot how to descend rapidly and safely in emergency situations requiring an
immediate landing. Pilots must maintain situational awareness, appropriate division of
attention, and positive load factors throughout the descent.
1. Perform two 90° clearing turns
2. Clean configuration flow
3. Reduce throttle to idle
4. Initiate turning descent (bank angle 30°-45°), while clearing for traffic
5. Maintain 120 KIAS (in training - actual emergencies may require acceleration to VNO or
VNE, as appropriate)
6. Notify ATC/Traffic as appropriate

Airspeed Altitude
ACS +0/-10 KIAS ±100'

NOTE: Emergency descents are often performed in response to

a specific emergency (actual or simulated), such as smoke/fire,
acute passenger illness, etc. In addition to the maneuver, be sure to
complete the appropriate checklist for the emergency situation.

In-Flight Maneuvers 65
GROUND USE ONLY

NOTE: When performing maneuvers with the power set to idle,

clear the engine by briefly increasing the throttle periodically to
prevent spark plug fouling and maintain smooth engine operation.
This is especially important during prolonged descents or
extended periods at idle to ensure reliable engine performance
when power is needed again.

PVT Rectangular Course

The rectangular course consists of a pattern around a rectangular ground reference that
maintains an equal distance from all sides of the reference. It develops the pilot's ability
to maintain a specified ground track by applying wind drift correction in straight and
turning flight. The maneuver also trains the pilot to correctly divide their attention between
flightpath, ground references, control inputs, outside hazards, and instrument indications.
Additionally, it prepares the pilot to fly accurate airport traffic patterns. Fly the rectangular
course at an altitude between 600' AGL and 1,000' AGL.
1. Perform two 90° clearing turns
2. Select a suitable ground reference area
3. 90 KIAS (approx. 2000 RPM), maintain selected altitude
4. Clean configuration flow
5. Enter at a 45° angle to the downwind leg (right or left traffic)
6. Apply adequate wind-drift correction during straight and turning flight to maintain a
constant ground track around a rectangular pattern. Remain 1/2 to 3/4 of a mile from
the boundary of the reference area.
7. Maintain altitude and airspeed
8. Recover when re-established on downwind
9. “Cruise Checklist.”

Airspeed Altitude
ACS ±10 KIAS ±100'

66 In-Flight Maneuvers
 GROUND USE ONLY

PVT S-Turns
S-turns consist of two half-circle turns, one in each direction, on either side of a straight-line
ground reference. It develops the pilot's ability to apply wind-drift correction to fly constant-
radius turns. The maneuver also trains the pilot to correctly divide their attention between
flightpath, ground references, control inputs, outside hazards, and instrument indications.
S-turns are flown at an altitude between 600' AGL and 1,000' AGL.
1. Perform two 90° clearing turns
2. Select a suitable ground-based reference line
3. 90 KIAS (approx. 2000 RPM), maintain selected altitude
4. Clean configuration flow
5. Enter on the downwind
6. Adjust bank angle throughout the turn to fly a constant radius turn
7. Maintain altitude and airspeed
8. Wings level crossing over reference line
9. Repeat in opposite direction
10. Recover once across the reference line again
11. “Cruise Checklist.”

Moderate Bank

Shallowest Bank
Steepest Bank

Wings Level Wings Level Wings Level

Shallowest Bank
Steepest Bank

Moderate Bank

Airspeed Altitude
ACS ±10 KIAS ±100'

In-Flight Maneuvers 67
GROUND USE ONLY

PVT Turns Around A Point

Turns around a point consists of a 360° constant radius turn around a ground-based
reference point. It develops the pilot's ability to apply wind-drift correction to fly a constant-
radius turn, with the wind direction changing throughout the maneuver. The maneuver also
trains the pilot to correctly divide their attention between flightpath, ground references,
control inputs, outside hazards, and instrument indications. Turns around a point are flown at
an altitude between 600' AGL and 1,000' AGL.
1. Perform two 90° clearing turns
2. Select a suitable ground-based reference point
3. 90 KIAS (approx. 2000 RPM), maintain selected altitude
4. Clean configuration flow
5. Enter on the downwind
6. Adjust bank angle to maintain a constant radius turn around chosen point
7. Maintain altitude and airspeed
8. Recover once 360° turn is complete
9. “Cruise Checklist.”

Shallower Bank

Steepest Bank
Shallowest Bank

Steeper Bank

Airspeed Altitude
ACS ±10 KIAS ±100 feet

68 In-Flight Maneuvers
 GROUND USE ONLY

COM Chandelles
Chandelles consist of a maximum performance, 180° climbing turn in which the pilot gains
as much altitude as possible while reversing course, ending with the aircraft traveling just
above stall speed. It develops the pilot's advanced airmanship skills, combining a precise,
coordinated turn with a demonstration of energy management principles. Enter the
chandelle no lower than 1,500' AGL.
1. Perform two 90° clearing turns
2. 100 KIAS (approx. 2300 RPM), maintain altitude
3. Clean configuration flow
4. Choose a reference point off wing
5. Establish / maintain 30° bank
6. Full throttle – gradually increase pitch to attain approx. 10-12° pitch up at 90° point
1st 90° of turn – Bank = constant 30°, Pitch = increasing to 10-12° pitch up
7. 90° point – maintain pitch, gradually reduce bank angle to attain wings-level at
180° point
2nd 90° of turn – Pitch = constant 10-12° pitch up, Bank = decreasing to level flight
8. 180° point – wings level, minimum controllable airspeed
9. Momentarily maintain an airspeed just above a stall
10. Accelerate to resume straight-and-level flight with minimum loss of altitude
11. "Cruise Checklist."

LEVEL FLIGHT,
MINIMUM
CONTROLLABLE
AIRSPEED

30º BANK,
10-12º PITCH-UP

LEVEL FLIGHT, 100 KIAS

Airspeed Heading
ACS Just above stall Rollout at 180° point ±10°

In-Flight Maneuvers 69
GROUND USE ONLY

COM Lazy Eights

Lazy eights consist of a pair of 180° turns where, during the first 90°, the pilot climbs while
increasing bank angle, and during the second 90°, the pilot descends while decreasing bank
angle. It is the only standard flight training maneuver in which no flight control pressure is
ever held constant. As such, it develops the pilot's ability to maintain proper coordination
of the flight controls across a wide range of airspeeds and attitudes. Enter the lazy eight no
lower than 1,500' AGL.
1. Perform two 90° clearing turns
2. 100 KIAS (approx. 2300 RPM), maintain altitude
3. Clean configuration flow
4. Choose a reference point off of the wing
5. Simultaneously increase pitch and bank (slowly)
6. 45° point – 15° pitch up, 15° bank
7. Reduce pitch / increase bank
8. 90° point – level pitch, 30° bank - min. speed (5-10 knots above stall)
9. Continue reducing pitch and reduce bank
10. 135° point – 15° pitch down, 15° bank
11. 180° point – level flight, entry airspeed and altitude
12. Repeat in opposite direction
13. "Cruise Checklist."

90º POINT
1. Bank 30 ° (approx.)
2. Minimum Speed
(5-10 kts above stall)
3. Maximum Altitude
4. Level Pitch Attitude

135º POINT
1. Max. Pitch-down (approx. 15º)
2. Bank 15º (approx.)

180º POINT
1. Level Flight
2. Entry Airspeed
3. Altitude Same as
Entry Altitude

ENTRY
1. Level Flight
45º POINT 2. Maneuvering or Cruise
1. Max. Pitch-Up (approx. 15º) Speed Whichever is Less
2. Bank 15º (approx.) or Manufacturer’s
Recommended Speed.

At 180° points: Airspeed Altitude Heading

±10 KIAS ±100' ±10°
ACS Approx. 30° bank at steepest point
Constant change of pitch and roll rate and airspeed.

70 In-Flight Maneuvers
 GROUND USE ONLY

COM Eights On Pylons

Eights on pylons consist of a figure-eight pattern flown around two ground reference points
(or "pylons") such that the line of sight from the pilot's eyes, parallel to the airplane's lateral
axis, remains fixed on the pylon. This develops the pilot's ability to maneuver the airplane
accurately while dividing attention between the flightpath and the ground reference. To
hold the pylon, the airplane must be flown at the pivotal altitude, found by squaring the
groundspeed (in knots) and then dividing by 11.3. At this altitude, the projection of the visual
reference line to the pylon will appear to pivot. The pivotal altitude will change throughout
the maneuver as groundspeed changes. Maintain a distance from the pylon such that the
angle of bank at the steepest point is 30-40°.
1. Perform two 90° clearing turns
2. Clean configuration flow
3. 100 KIAS, maintain 1,000' AGL on a heading such that wind is from the right
4. Identify first point off the left wing with emergency landing area nearby
5. Once abeam first point, count 15-25 seconds - identify second point
6. Perform right teardrop turn to heading that will split the pylons evenly on a downwind
45° entry
7. Check ground speed and make minor adjustments to achieve pivotal altitude before
splitting pylons
8. Begin left turn around first pylon
9. Apply appropriate pitch corrections to compensate for changes in groundspeed and
to maintain line of sight reference with the pylon (descend if the point moves forward
and climb if the point moves back)
10. Begin rollout to allow the airplane to proceed diagonally between the pylons at a 45°
angle (straight-and-level flight segment should last 3-5 seconds)
11. Begin second turn in the opposite direction of the first
12. Exit maneuver on entry heading
13. “Cruise Checklist.”

In-Flight Maneuvers 71
GROUND USE ONLY

Identify 1,000’ AGL

1st Pylon 100 KIAS
Identify
2nd Pylon 15–25 Seconds

Make Adjustments to
Reach Pivotal Altitude

Entry

Lowest Groundspeed
Lowest Pivotal Altitude

High Groundspeed
High Pivotal Altitude

NOTE: Hold the pylon by changing altitude, not slipping or skidding.

COM Steep Spirals

Steep spirals consist of a series of constant-radius gliding turns around a ground reference
point. This trains similar skills as turns around a point, and also provides a way to lose
altitude while remaining over a selected spot (as might be necessary in an emergency).
Enter the maneuver high enough to execute three 360° turns and complete the maneuver no
lower than 1,500' AGL (this will typically be at least 3,000' AGL).
1. Perform two 90° clearing turns
2. 90 KIAS (approx. 1800 RPM), maintain
altitude. The AFH states a gliding speed,
not best glide
3. Clean configuration flow
4. Choose visual reference point
5. Reduce throttle to idle
6. Track at least three constant radius
circles around reference point
7. Airspeed – constant
8. Bank angle – adjust for winds to maintain
radius, not to exceed 60°
9. Clear engine once every 360° turn
10. Recover – roll out on specified heading (or visual reference)
11. "Cruise Checklist."

Airspeed Heading Bank Turns

ACS ±10 KIAS Rollout towards specified < 60° 3 full
heading or point ±10°

72 In-Flight Maneuvers
 GROUND USE ONLY

COM Accelerated Stall

The accelerated stall consists of a stall from a steep turn. It allows the pilot to determine
the stall characteristics of the airplane, experience stalls at speeds greater than the +1G
stall speed, and develop the ability to instinctively recover at the onset of such stalls. Begin
the accelerated stall at an altitude that allows stall recovery to be completed no lower than
3,000' AGL.
1. Perform two 90° clearing turns
2. Slow to approximately 80 KIAS (during clearing turns)
3. Clean configuration flow
4. Establish a coordinated 45° bank turn
5. Slowly reduce power to idle
6. Increase elevator back pressure to maintain altitude and induce stall
7. Recover at the first indication of an impending stall (e.g., aircraft buffet, stall horn, etc.)
Reduce AOA, level wings, and set max power
8. Return to specified altitude, heading, and airspeed.
9. “Cruise Checklist.”

CFI Secondary Stall (Power-On)

The secondary stall demonstration consists of two stalls performed in sequence. The pilot
first stalls the airplane (power-on or power-off); then, during stall recovery, they attempt
to raise the nose too quickly, causing a second stall. This demonstrates the importance of
proper stall recovery technique that focuses on reducing AOA and regaining flying speed,
rather than minimizing altitude loss. Begin the secondary stall at an altitude that allows stall
recovery to be completed no lower than 3,000' AGL.
1. Perform two 90° clearing turns
2. 1500 RPM (maintain altitude)
3. Clean configuration flow
4. At 70 KIAS, simultaneously increase pitch (slowly) and apply full power
5. Increase pitch attitude to induce stall
6. At stall, recover – reduce AOA, level wings, and apply max power
7. When stall warning silences, increase pitch to induce a secondary stall
8. At stall, recover – simultaneously reduce AOA, level wings, and apply max power
9. “Cruise Checklist.”

In-Flight Maneuvers 73
GROUND USE ONLY

CFI Secondary Stall (Power-Off)

1. Perform two 90° clearing turns
2. 1500 RPM (maintain altitude)
3. Landing configuration flow
4. Stabilized descent at 66 KIAS
5. Throttle idle (slowly)
6. Maintain altitude to induce stall
7. At stall, recover – reduce AOA and level wings (do not add power)
8. When stall horn silences, increase pitch to induce a secondary stall
9. At stall, recover – reduce AOA, level wings, and apply max power
10. Slowly retract flaps to 10˚
11. Increase pitch to arrest descent
12. Establish VX or VY as appropriate
13. Retract flaps to 0˚ when accelerating through VX
14. “Cruise Checklist.”

CFI Elevator Trim Stall

The elevator trim stall is a power-on stall induced by trimming the aircraft nose-up for a
low-airspeed descent, then applying full power without retrimming or applying nose-down
elevator. It demonstrates what can occur if the pilot fails to maintain positive aircraft control
during a go-around. Begin the elevator trim stall at an altitude that allows stall recovery to be
completed no lower than 3,000' AGL.
1. Perform two 90° clearing turns
2. 1500 RPM (maintain altitude)
3. Landing configuration flow
4. Trim for stabilized descent at 66 KIAS
5. Apply full power (slowly)
6. Allow the nose to rise and turn left
7. When stall is approaching (high AOA) recover – reduce AOA, level wings,
apply max power
8. Slowly retract flaps to 10°
9. Eliminate stall warning, then return to normal climb attitude
10. Adjust trim while accelerating to VY
11. Retract flaps to 0° when accelerating through VX
12. “Cruise Checklist.”

74 In-Flight Maneuvers
 GROUND USE ONLY

CFI Cross-Control Stall

The cross-control stall is a stall entered with the aircraft in a skidding, uncoordinated
condition. It demonstrates the effects of uncoordinated flight on stall behavior and
emphasizes the importance of maintaining coordinated flight while making turns. In
particular, it shows the potential outcome of a poorly executed base-to-final turn in which
the pilot attempts to tighten a turn by applying excessive rudder. Begin the cross-control
stall at an altitude that allows recovery to be completed no lower than 3,000' AGL.

CAUTION: Cross-control stalls can lead to loss of control or spins. Recover at the first
 indication of the stall, and review spin recovery procedures.

1. Perform two 90° clearing turns

2. 1500 RPM (maintain altitude)
3. Clean configuration flow
4. Stabilized descent at 66 KIAS
5. Establish a 30˚ banked turn
6. Smoothly apply excessive rudder pressure in the direction of the turn
7. As rudder pressure increases, opposite aileron will be necessary to maintain constant
bank angle
8. Increase aft elevator pressure
9. At first indication of stall, recover – reduce AOA, remove excessive rudder input, level
the wings, and apply max power
10. “Cruise Checklist.”

In-Flight Maneuvers 75
 SECTION 6
ORAL REVIEW

Review Questions
1. Recite the v-speeds.
2. What is the maximum demonstrated crosswind component?
3. Describe the PA-28-181 engine.
A. How many cylinders?
B. Who is the manufacturer?
C. What is the horsepower rating?
D. Does it have fuel injectors or a carburetor?
E. Is the engine turbo-charged or normally aspirated?
F. How are the cylinders arranged?
G. How is ignition provided?
H. What are the minimum and maximum oil capacities?
4. Describe the propeller system.
A. Who makes the propellers?
B. How is propeller RPM adjusted?
C. Define fixed pitch.
5. Describe the electrical system.
6. What are the indications of a failed alternator?
7. Will the engine continue to run with the alternator and battery master
switches turned off?
8. Describe the stall warning system.
9. Describe the fuel system.
10. Explain how to change fuel tanks in cruise flight.
11. Describe the landing gear system.
A. How is steering accomplished on the ground?
B. What is the range of travel on the nose wheel?

76 Oral Review
 12. What type of braking system is used by the Archer? Where is the brake fluid
reservoir?
13. What type of flaps does the Archer have?
A. What are the flap settings on the Archer?
14. What are the maximum taxi, takeoff, and landing weights?
15. What is the maximum baggage capacity?
16. Define VX and VY.
17. What aircraft equipment checks are required under FAR Part 91?
18. What documents are required to be on the aircraft?
19. Explain lost communications procedures.
20. Explain the pitot-static system.
A. Does the PA-28 have an alternate static source? If so, how is it activated
and what actions are necessary to acquire the most accurate reading?
B. What instruments are pitot-static?
C. Where is the pitot-static port located?
21. What is the fuel capacity? How many gallons are unusable?
22. What grade fuel is to be used in the PA-28?
23. How many fuel pumps are on the aircraft?
24. When is the electric fuel pump to be used?
25. What are the various positions on the fuel selector control?

Questions Specific to G500-Equipped Aircraft

1. In the event of an electrical failure, what pilot actions are necessary to
ensure continued operation of the standby attitude indicator?
2. If the standby power button on the attitude indicator is not pressed within
one minute of electrical failure, what will happen?
3. How do you determine a standard rate turn on an aircraft with a G500
system?
4. In the event of an AHRS failure, which indications will no longer be displayed
on the PFD? Which indications will still be visible on the PFD?
5. Which approaches can be accomplished with an AHRS failure?
6. What instrument approaches are available with the PFD inoperative? With
the MFD inoperative? With a total PFD/MFD failure?
7. How long does the internal battery last when providing power to the standby
attitude indicator? With the loss of the ADC, which lost instrument does
not have a backup? What should you do to compensate for the lack of
information?

Oral Review 77
Questions Specific to G1000-Equipped Aircraft
1. If electrical power is lost from the alternator, what other power sources will
allow the avionics to continue providing flight instrument information?
2. What are the Line Replaceable Units (LRUs) that make up the G1000 system?
3. What feature of the G1000 should the pilot use in the event of a PFD screen
failure?
4. What flight instrument indications would be lost in the event of an AHRS
failure? An ADC failure?
5. How is the loss of a flight instrument indicated to the pilot?
6. What is the secondary / backup source of flight instrument information?
7. How are rate of turn and turn coordination displayed on the G1000?

78 Oral Review
 APPENDIX A
172 & ARCHER
DIFFERENCES

172 (180 HP R&S Models) PA-28

Must be switched to appropriate tank (L
or R) every 30 minutes in flight, or when
appropriate.
Remains in “BOTH” throughout flight unless Timer can be set on GNS 430 and
notable fuel imbalance encountered. Fuel Selector transponder. POH does not provide a
Cessna 172 Training Supplement page 5 limitation on fuel imbalance.
See the Piper Archer Training Supplement,
page 4, for guidance and timing for fuel
selector changes.

Flaps 10 on downwind as part of before

Flaps 10 on downwind, 20 on base, 30 on final
landing checklist, 25 on base
Cessna 172 Training Supplement pages Landing Profile
Piper Archer Training Supplement pages
47-48
48-49

GNS 430 have removable NavData cards.

GNS 430 have removable NavData cards.
G1000 have Internal memory and must be
Do not remove the SD card from G500. The
updated with external SD card. Installed SD
G500 SD card is not to be updated. NavData
cards are Terrain database, are specific to the Database information displayed on the G500 resides on
equipment by serial number and must not be Updates the GNS 430 card.
removed.
See guidance atpintra.net/NavData
See guidance atpintra.net/NavData
Terrain data is not updated.
Terrain data is not updated.

Climb Noticeably lower. May affect ability to comply

Performance with DP

Landing Requires much less flare, closer to a Seminole

Most aircraft carbureted. Be aware of signs

Fuel Injected
Fuel System of carb ice.
Cessna 172 Training Supplement page 6
Piper Archer Training Supplement page 2

13 sumps 3 sumps
Cessna 172 Training Supplement page 5 Confirm closed and not leaking after sumping

Pitot Heat “Pitot Heat Off/Inop” lit by default, goes dark

Dark when off, lit when on
Annunciator when on

Cessna 172 Training Supplement page 23 V-Speeds Piper Archer Training Supplement page 26

40 (Bottom of white arc) VSO 45 (Bottom of white line)

55 VR 60

62 VX 64

74 VY 76

90 (1900 lbs) VA 89 (1634 lbs)

172 & Archer Differences 79

 172 (180 HP R&S Models) PA-28
105 (2550 lbs) VA 113 (2550 lbs)

110 (10 degrees)

85 (20-30 degrees) VFE 102 (Top of white line)
(Top of white arc)

129 (Top of green arc) VNO 125 (Top of green line)

163 (Red line) VNE 154 (Red line)

1690 BEW 1640

Max Ramp
2558 2558
Weight
Max Baggage
120 200
Weight
2550 Max TOW 2550

55 Fuel Capacity 50

53 (Usable Fuel) 48

Approximate
10 GPH 10 GPH
Fuel Burn
Flaps 10 Short-Field Flaps 25
Cessna 172 Training Supplement page 36 Takeoff Piper Archer Training Supplement page 38

Flaps 10 Soft-Field Flaps 25

Cessna 172 Training Supplement page 37 Takeoff Piper Archer Training Supplement page 39

Short-Field
61 Approach 66
Speed
General Rudder Trim Installed

Step only on non-skid surface when entering

& exiting aircraft.

Do not lean or hang on door, hinges will bend

or break easily.

Most performance charts displayed as a table Most performance charts displayed as graphs

Manual; 0°, 10°, 25° & 40°

Electrically actuated; 0°, 10°, 20° & 30° Flaps
Piper Archer Training Supplement page 3

The Standby Attitude Indicator will operate

When M BUS VOLTS falls below 20 volts, the for approximately one hour with the internal
standby battery system will automatically battery, depending on battery condition at the
supply electrical power to the essential bus Standby Power time of power failure.
for at least 30 minutes.
(172S NAV III Manual, pg 3-17) (Piper Archer III Manual, pg 9-141)
Piper Archer Training Supplement page 10

Altimeter & Airspeed Indicator - Pitot Static

Attitude Indicator - Standby Battery
Altimeter & Airspeed Indicator - Pitot Static Standby G1000 aircraft - fully digital, independent
Attitude Indicator - Vacuum Instruments G5 or Aspen backup instrument
Piper Archer Training Supplement pages
10-11

Endurance @
55% Power
(55 Gallon Fuel Capacity) Approx 5.5 hrs
Approx 4.5 hrs with 45 Minute Reserve
with 45 Minute Reserve (Note: Can
Endurance chart
Endurance Profile be affected
Piper Archer III Manual, pg 5-28
172S NAV III Manual, pg 5-23 considerably by
altitude, leaning,
power setting, etc.)

80 172 & Archer Differences

 APPENDIX B
SAMPLE RADIO
COMMUNICATIONS

Sample Communications Used at Non-Towered

Airports
Always remember to listen to what others are saying on the radio. If you are
a solo student, identify yourself as a solo student pilot on the radio. For more
information, refer to AC 90-66 or the AIM Chapter 4.

The key to communicating at non-towered fields is the self-announcement.

“Self‐announce” is a procedure whereby pilots broadcast their aircraft call
sign, position, altitude, and intended flight activity or ground operation on the
designated Common Traffic Advisory Frequency, or CTAF. Stating “Traffic in the
area, please advise” is not a recognized self-announce position and/or intention
phrase, and this phrasing should not be used under any condition.

Note that all calls on the CTAF begin and end with the name of the airport, since
multiple airports may share the same CTAF.

When using ATP's Career Track call sign at non-towered airports, be sure to
include your aircraft type after your call sign on your first radio call. This helps
other pilots to visually identify your aircraft and to estimate your speed for traffic
deconfliction purposes. If you have been in the traffic pattern for a while and new
aircraft have joined, consider mentioning your aircraft type again.

On The Ground, After Start Up, Ready to Taxi

• Pilot: Fernandina Traffic, Career Track 123, Archer, is taxiing from the FBO
to Runway two seven via taxiway Alpha, Fernandina. (Wording may vary
depending on your airport layout and intentions.)

During Taxi
Be vigilant while taxiing, and state your position if you change taxiways or cross a
runway.
• Pilot: Fernandina Traffic, Career Track 123 is taxiing to runway two seven via
taxiway Alpha, Fernandina.

Sample Radio Communications 81

 • Pilot: Fernandina Traffic, Career Track 123 is crossing the approach end of
runway two two, for departure runway two seven, Fernandina.
• Pilot: Fernandina Traffic, Career Track 123 is clear of the approach end of
runway two two, Fernandina.

On The Ground, After Run-Up, Ready For Takeoff

When you have completed the Before Takeoff Checklist, you may taxi up to the
runway hold-short line. Be mindful of other aircraft that are in front of you for
departure. Keep track of how many others are departing before you, and listen to
their plans for departure as well as those arriving into the airport area.
• Pilot: Fernandina Traffic, Career Track 123, holding short of runway    ,
number three for departure, Fernandina.
• Pilot: Fernandina Traffic, Career Track 123 is departing runway two seven,
departing to the     (direction of flight, or “Remaining in the traffic pattern”),
Fernandina.

Outbound to Practice Area

Once you have established yourself into the practice area, ensure that you are
broadcasting your position on the designated frequency for the practice area.
Collaboration with other flight schools in the area will help to enhance the safety
by ensuring that all training flights are on the same frequency.
• Pilot: North Practice Area traffic, Career Track 123, Archer, is maneuvering
over the lake area at three thousand five hundred feet, steep turns, North
Practice Area.

Inbound to The Airport

Make your first position report on the CTAF 8 to 10 miles from the airport.
• Pilot: Fernandina Traffic, Career Track 123, Archer, is ten miles to the North
inbound for a full stop landing, Fernandina.

Depending on traffic, you may need to make more calls to ensure that others
know where you are as you approach the terminal area of the airport.

Joining The Pattern

Always state the runway number - at a non-towered airport, there is no one “active
runway,” and any runway may be used at any time.
• Pilot: Fernandina Traffic, Career Track 123 is entering the left downwind for
runway two seven, Fernandina.
• Pilot: Fernandina Traffic, Career Track 123 is turning a left base for runway
two seven, Fernandina.

82 Sample Radio Communications

 • Pilot: Fernandina Traffic, Career Track 123 is turning final for runway two
seven, Fernandina.

After Landing
It is best practice to take the first available taxiway, once you have reached a safe
speed. There may be others with no radio on final behind you, so spend as little
time on the runway as possible.
• Pilot: Fernandina Traffic, Career Track 123 is clearing runway two seven, at
taxiway Alpha, Fernandina.

Note: Entire aircraft must be past the hold short line (double solid line with double
dashed lines on top) in order to be clear.

Taxi to Parking
Before starting your taxi, ensure that you have the airport diagram available.
• Pilot: Fernandina Traffic, Career Track 123 is clear of runway two seven,
taxiing to the flight school via taxiway Alpha, Fernandina.

Other Services
Sometimes you may need to contact a business on the field. You can find their
contact information and frequency in your ForeFlight application under the FBO tab.
For fuel orders, the FBO will need your tail number in order to identify your aircraft,
so use the N number rather than the Career Track call sign.
• Pilot: Bent Wing Flying Services, Archer 12345 (then wait for a reply)
• Pilot: We will be overnighting with you, where would you like us to park?
• Pilot: We need a quick turn, top off with 100LL please.

Sample Communications Used at Towered

Airports
This guide uses Jacksonville Executive at Craig Airport (KCRG) as an example,
but similar techniques work at most Class D airports. Class C airports may have
additional calls to Clearance Delivery. Always read back the clearance received
from the controller, followed by your call sign. If you are a solo student, identify
yourself as a student pilot to the controller.

When using ATP's Career Track call sign during VFR flights and at towered
airports, include your aircraft type after your call sign on initial contact. This helps
ATC and other pilots to visually identify your aircraft and to estimate your speed
for sequencing purposes.

Sample Radio Communications 83

On The Ground, After Start Up, Ready to Taxi
• Pilot: Craig Ground, Career Track 123, Archer. (Then wait for the controller’s
reply.)
• Pilot: Craig Ground, Career Track 123 (Student Pilot) is at ATP, ready to taxi,
departure to the     (direction of flight, or “Remaining in the traffic pattern”)
with information     (A, B, C...), requesting VFR Flight Following (if in Class C
Airspace).
• Controller: Career Track 123, Craig Ground, taxi to runway [number] via
[taxiways], winds     (direction) at     (speed in knots), altimeter     (inches
of mercury).
• Pilot: Taxi to runway [number], hold short of runway [number] at [taxiway],
Career Track 123.

On The Ground, After Run-Up, Ready For Takeoff

When you have completed the Before Takeoff Checklist, you may taxi to the
runway hold short line, and then switch to the tower frequency without contacting
the Ground Controller.
• Pilot: Craig Tower, Career Track 123, Archer, holding short of runway
[number] ready for departure to the     (direction of flight, or “Remaining in
the traffic pattern”).
• Controller: Career Track 123, Craig Tower, runway [number], cleared for
takeoff (or “Line up and wait,” etc.).
• Pilot: Cleared for takeoff runway [number], Career Track 123. (Read back the
entire instructions, and end your transmission with your aircraft call sign.)

Handoff to Departure
• Pilot: Jacksonville Departure, Career Track 123, Archer, at     (current
altitude) climbing     (desired altitude).
• Departure: Career Track 123, ident. (Press the “ident” button on the aircraft
transponder, and wait for ATC’s reply.)
• Departure: Career Track 123, radar contact 2 miles east of the Craig Airport,
I show you out of 1,700 feet.
• Pilot: Position checks, Career Track 123. (This is letting ATC know that your
position is correct.)

Inbound to The Airport

If already speaking to ATC:
• Pilot: Approach, Career Track 123 would like to return to Craig, we have
information     (A, B, C…).

84 Sample Radio Communications

If making initial call to Tower:
• Pilot: Craig Tower, Career Track 123, Archer,     miles     (direction from
airport - N/S/E/W) at     feet (present altitude), inbound for     (state
intentions: landing to a full stop, touch and go, etc.) with information     (A,
B, C…).
• Controller: Career Track 123, Craig Tower, enter the pattern on a (right/
left downwind, base, or final, etc.) for runway [number], report     (miles, or
“midfield downwind’).
• Pilot: Enter a     (entry) for Runway [number], report     (position), Career
Track 123. (Read back clearance and end with your call sign.)

After Landing
Once at a safe speed, exit via the first available taxiway if not prompted by the
Tower, or if the Tower is busy with another aircraft. Otherwise, follow Tower’s
instructions - but do not allow them to rush you off the runway before you slow to
a safe speed. You may not exit the runway onto another runway unless requested
to do so by Tower. If ever in doubt, simply ask.
• Controller: Career Track 123, Craig Tower, turn     (right/left) on taxiway    ,
contact Ground on [frequency] when clear.
• Pilot: Turn     (right/left) on taxiway    , contact Ground [frequency] when
clear. Note: Entire aircraft must be past the hold short line (double solid line
with double dashed lines on top) in order to be clear.

Taxi to Parking
Remember: If you are unfamiliar with an airport, advise ground control and request
a “progressive taxi.”
• Pilot: Craig Ground, Career Track 123, Archer, is clear of runway [number] on
taxiway [letter], request taxi to [destination - ATP, FBO, etc.].
• Controller: Career Track 123, Craig Ground, taxi to [destination] via
[taxiways].
• Pilot: Taxi to [destination] via [taxiways], Career Track 123.

Other Services
Sometimes you may be prompted by Ground to contact the FBO for services or
parking requests.

Sample Radio Communications 85

Communications
Communications in the air traffic system are basically the ability to speak and
understand the English language. Yes, there are some new phrases that we must
get acquainted with – but plain language will always work.

LISTEN - THINK - COMMUNICATE - LISTEN - RESPOND

These are the basics of good communication.

LISTEN – ensure that the frequency is available to talk; do not block another
transmission

THINK – there is nothing worse than a keyed microphone and no one talking. This
blocks the frequency unnecessarily. Know what you want to say before you key
the mic - then SAY IT!

COMMUNICATE – Who you are calling, who you are, where you are, what you want.

LISTEN – This is the most important part of any communication. You must listen
to the instruction to ensure that you have understood the reply given to you.

RESPOND – Acknowledge the receipt of the message briefly, or request a repeat

if you did not understand the message.

WHO YOU’RE CALLING, WHO YOU ARE, WHERE YOU ARE, WHAT YOU WANT/
PLAN TO DO

ALL HOLD SHORT CLEARANCES MUST BE READ BACK VERBATIM!

86 Sample Radio Communications

 ATPFlightSchool.com
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