In this maneuver we are learning to control the aircraft in the region of reverse command. This is below the max Lift/Drag ratio on an aircraft’s performance chart. (the point at which an aircraft can generate the most amount of lift for the least amount of drag)

Here, the key is to remember that power=altitude and pitch=airspeed. Out control inputs will have a larger effect, and have more play than they normally will. This requires smaller input changes to your controls throughout the maneuver.

In a steep turn, we are changing how the component of lift acts on the aircraft. At a 45 degree bank, we are pulling 1.5 G’s, because the horizontal component of lift is now equal to the vertical component of lift. This is what allows the airplane to stay in a banked turn. To allow the airplane to stay at our desired altitude, we need to change the inputs to achieve the desired output. Which in this case, is adding some power, and adding some up trim.

In a power on stall, we are simulating a stall on TAKEOFF. So think like you are taking off. Full power, no flaps, takeoff configuration. The idea is to recognize the indicators of a stall at full, 75%, maybe even 65% power, and be able to recover SAFELY from it. How do you do that? Push the nose over. Why? Well, a stall occurs when we EXCEED the critical angle of attack. So by reducing that angle of attack, we can regain the lift we temporarily lost.

The idea here is to see you have a strong understanding of what is happening, and how to fix the problem if it is to occur. Like the power on stall, but in a power OFF stall, we are simulating a stall on landing. So think landing checklist, flaps, power at idle, and coming in for a landing. We again cause the plane to exceed the critical AOA, but recover by adding full power, and pushing the nose forward to reduce the AOA.

The biggest thing when it comes to emergencies is making sure you follow your CHECKLIST. I cannot stress that enough. When we dont follow emergency checklists, thats when mistakes are made. For an engine failure, remember your ABC’s.

A- Airspeed best glide

B- best place to land

C- Checklist checklist checklist!!!!!

D- Declare

E- Excecute

You will be successful at S-turns if you remember this:

On the downwind: steep, medium, shallow

On the upwind: shallow, medium, steep.

Like all ground reference maneuvers, the idea is to learn how the wind affects your ground track. If we are UPWIND, we want to have a SHALLOWER bank, to allow that wind to give us space off of our point. If we are DOWNWIND, we want to have a STEEPER bank, to turn faster, so that the wind doesn’t push us over our point. We need to be quicker because the wind is trying to push us. We are constantly adjusting bank to make sure we remain equidistant to our point.

Rectangular Course

Goal is to maintain a rectangular pattern on the ground, while correcting for wind.

Simulates a traffic pattern, timing, crabbing, etc.

1. CRAAC

2. Pick a field ahead for left or right traffic

3. Intercept the Downwind at 45° angle

4. Maintain 1⁄2-1 mile distance (wingtip or 3/4 strut length away... same as traffic pattern)

5. Keep all sides the same distance away on all four legs, turning and crabbing as needed for wind correction

6. Exit on 45° away from downwind

Use this checklist anytime you are going to be in a cruise configuration.

This is the checklist we use to set up every maneuver. A must do, to make sure you are in the correct configuration and in a safe setup to do the maneuver you are about to perform.

C - clearing turns

R- reference point

A- altitude

A - airspeed

C - configuration