ECAC Standards

The “CAMPS” check will be completed prior to beginning each maneuver or series of maneuvers. Judgment must be used to ensure the maneuvers are accomplished in a timely manner. If not, another CAMPS check is required for safety.
CLEARING THE AIRSPACE AT ALL TIMES CANNOT BE OVEREMPHASIZED
CLEAR THE AREA (TWO 90° TURNS IN THE SAME OR OPPOSITE DIRECTION) and suggest turning towards emergency landing site.
ALTITUDE SUITABLE FOR MANEUVER
MIXTURE RICH
PLACE TO LAND IF EMERGENCY
SEATBELTS LATCHED AND SECURE
SWITCHES POSITIONED PROPERLY
FUEL ON PROPER TANK

A. Students will be required to memorize emergency procedures which are in Appendix A of this document.

B. Progress Check Instructor Pilots shall begin each ground portion by having the student fill out the EP from memory. The intent is to ensure students know emergency action items required when time does not permit reference to an emergency checklist.

C. Although students not required to have correct spelling and have each item absolutely verbatim, it is important for Progress Check Instructor Pilots to check that the student fully understands these emergency procedures. In addition, students will be verbally tested on other non-time sensitive emergencies as determined by the Progress Check Instructor Pilots. They may use the Emergency of the Day to select those EPs.

There is a briefing requirement at the end of the “Before Takeoff” check in the ECAC checklists.

As a minimum, the following shall be briefed prior to takeoff:

Note: This is not required before every takeoff, however, students shall be tested by their instructor periodically to ensure they know this procedure at the Application level of learning.

1. Engine failure, loss of engine power, or any reason to abort takeoff prior to lift-off.
2. Engine failure, loss of engine power, or any reason to abort takeoff when airborne with runway remaining
3. Engine failure, loss of engine power, or any reason to abort takeoff after takeoff and no runway remaining.

East Coast Aero Club Instructors will cover the Emergency for that day of the month during the pre-flight briefing. Students are encouraged to pre-study the applicable emergency and be prepared to discuss. An Emergency of the Day list is located in each briefing area. Instructors may cover the Emergency of the Day in any order for continuity and to coincide with their students training syllabus.

Instructors will ensure their students read the applicable sections of Chapter 17 of FAA- H-8083-3B for the rating they are pursuing or re-currency.

To ensure appropriate and critical information is reviewed and planning is completed for each flight. Customers will be taught and instructors will check the following information before each flight:

1. Weather
2. Temporary Flight Restrictions (TFRs) and any airspace restrictions.
3. All applicable NOTAMs (L= Local, D = Attached to hourly weather reports, FDC = Flight Data Center).
4. Takeoff data to include single engine climb performance for multiengine or typed aircraft
5. Instructors will teach proper entry and exit procedures to the ramp area. 
   Security is everyone’s responsibility. 
   Any suspicious or unauthorized person(s) or activity should be reported to the proper authorities. 
6. The contact information may be found on the back of the Hanscom Field badge. Instructors shall ensure students know how to obtain a Hanscom Field badge through MASSPORT. Security procedures shall be taught to students and customers at all ECAC locations.

1. Pre-solo students will walk around the aircraft using the printed check list to pre- flight the aircraft for the first 5 pre-flights or until they show competency without its use.  At this time, they will refer to the checklist after the preflight operation is completed. 
   Instructors will accompany students for the first 5 pre-flights or until they show competency without its use or more if necessary until the student shows competency. Students who fail to properly pre-flight after being considered competent will, again, be accompanied by their instructor until they can properly pre-fight the aircraft.
2. Students shall check items in the direction as written in ECAC checklists. For example, after checking the cockpit (Safety Check), move counter clockwise around the aircraft. In the absence of an ECAC checklist use the manufacturer’s checklists.
3. Complete the “Initial / Interior Safety Check Inspection” portion of the checklist before starting the exterior pre-flight.
4. Mixture-Idle cutoff
5. Throttle-idle and against the full aft stop
6. Mags off and key removed
7. Master switch(es) off

1. Tie down ropes shall be coiled over their ground attach point to preclude a prop picking up a rope if taxied over.
2. When removing ropes, do not pull them through the aircraft tie-down ring too fast as the end could slap the underside of the wing causing a dent or puncture. Instructors will teach customers the proper knot to secure the rope. Do not leave slack in the end of the rope. A strong wind or prop blast from another aircraft could cause it to slap the aircraft causing damage.
3. Take the lock that secures the tail chain and place it in the aircraft. When securing the tail chain, leave 1 or 2 links of slack.
4. When securing the tail of tailwheel aircraft, leave no slack in the tail tie down to ensure the aircraft won’t weathervane and possibly strike other aircraft.

1. On hot days, close the doors and open the windows so prop blast or gusty winds will not damage or “spring” the door hinges resulting in wind noise while airborne.

2. Do not place the headsets or any objects on the glare shield that may scratch the windscreen. On cold days, placing the headset over the thigh will warm up the ear cups prior to donning them.

1. Push the aircraft out of ruts before entering. 
2. If unable to move the aircraft, ask for help. If no one is available to help, call the Dispatcher and ask for help.

Students shall be taught to brief passengers on the following safety topics and answer any questions they may have:
Note: It is recommended Instructors give students a briefing card with the following information.

• No smoking
• Use of seatbelts and shoulder harnesses. Please have them on for the entire flight.
• Entry doors and available exits and how to operate them. 
  Through main door, kick a window out, baggage compartment. 
  How to lower Cessna rear seat backs to access the baggage door.
• Rally Point – Where to meet in case of evacuation (Fire on Start) and to watch out for responding vehicles
• Ditching procedures and the use of flotation equipment under §91.509 (if on-board)
• Helping with traffic avoidance. (Passengers should be instructed to point to traffic or people approaching on the ground as using the “clock positions” is confusing).
• Location of survival equipment and how to operate (if installed/on-board).
  Note: Instructors should teach that, in the case of an off-airport landing, the aircraft parts may be used for survival and signaling such as seat or sidewall fabric for warmth and burning fuel and tires for signaling and the ELT as some are removable.
• Location and operation of fire extinguisher
• Evacuation plan in case of an off-airport landing
• Anything else pertinent to the specific flight

1. PIC will be established before proceeding to the aircraft. Instructors are PIC. If in doubt see the Director of training and Standards or his/her designee.
2. Proper 3-way transfer of controls and who will fly the aircraft during emergencies
3. In cases of confusion such as bird strikes, each pilot will automatically take the controls until the CFI or other pilot (PIC) determines who shall fly the aircraft.

• Throttle
• Mixture
• Carb Heat Control (if installed)
• Electric Fuel Pump (if installed)
• PropellerControl (if installed)
• Alternate Air Control (if installed)
• Fuel Selector and demonstrate how to switch tanks and turn it off.
• Fuel Shut off (Cessna172S)
• Transponder “Ident” Button
• Elevator and Rudder (if installed) Trim Control(s)
• Any other switches or controls instructors feel are necessary to be trained and tested
• Technically Advanced Aircraft (TAA) instructors shall train their students on all of the items in a thorough I to include

1. Instructors shall teach how to set the throttle to result in no more than 800rpm until engine warms up to 1000rpm. There is no rush to go on to other checklist items until the engine has stabilized at no more than 10000rpm and the oil pressure is indicating correctly.
2. Review Warm and Cold weather and Hot start techniques.
3. Priming: although there may be specific procedures in an aircraft Information Manual (POH), in most of our training aircraft, priming minimally 3-5 seconds with electric pumps or 3 shots of the manual primer. If no start after max allowable starting limitation, follow applicable manufacturer’s procedures. It is important all pilots understand the dangers of an Induction fire on start from over-priming
4. Check for oil pressure and proper RPM immediately after start.
5. Monitor the RPM and reduce the throttle to maintain no more than 1,000 RPM as the engine warms up
6. Recheck Anti-collision light/beacon on before taxiing (Nav Lights sunset to sunrise). THE BEACON OR STROBES SHALL BE ON BEFORE ENGINE START AND REMAIN ON UNTIL AFTER THE PROPELLER(s) STOPS.
7. Visually clear front, left, right, AND behind the aircraft and yell “CLEAR” leaving enough time for individuals to clear the area prior to engaging the starter. 
   As a technique, yell “clear” before priming. This leaves enough time for personnel to clear the propeller area. Yelling “CLEAR” again and visually clearing is a very good practice.

In aircraft equipped with 2 VHF comm radios, the number one radio shall be used for communications such as Ground, Tower, and Air route traffic control set the number 2 radio to 121.5 as the active frequency with ATIS in standby and monitor by selecting the audio only selector on the audio panel for the number 2 radio. 

This is a good practice as it takes only one switch move to go to the emergency frequency if needed and ATC will call on 121.5 if the pilot inadvertently leaves the proper frequency (“Cessna 12345, Boston Center on Guard. Come up 124.4”).

NAV radio volumes should be set prior to taxi by:

• Turn that NAV radio volume down.
• Select that NAV radio on the comm panel.
• Pull (or push GARMIN) volume control knob to hear the squelch tone.
• Turn the volume to an acceptable level that may be heard above the engine and wind noise.
• De-select that NAV on the Comm panel.

This methods results in fewer tasks when identifying a NAV ID while airborne.

Flight plans should be input into the NAVAIDS/FMS prior to taxi. This precludes the aircraft blocking a taxiway while the NAVAIDS are being set.

If the aircraft tire(s) are in a rut, teach students and customers to push aircraft out of the ruts by hand.

Clear the area all around to avoid conflict with other aircraft taxiing from adjacent spots and individuals walking to/from aircraft.

Perform a brake check by adding only enough power to start the aircraft rolling straight forward. Once the aircraft is moving slowly (only a knot or two is necessary), reduce power to idle and apply both brakes together to stop straight ahead. The brake check is performed directly out of the tie down/parking spot.

Aircraft will not be taxied past a vehicle (fuel truck, van, etc.) in the taxi lane without ensuring adequate clearance.

If clearance is less than 10 feet, a wing walker will be used; less than 2 feet, shut down and push.

When taxiing, remember to keep hand on the control wheel and throttle(s).

Bug the wind for reference of wind direction and position controls to correct for wind.

Control speed with power, not brakes, i.e., do not have power above idle while applying brakes to slow.

Turn with nose wheel steering, not brakes (unless aircraft is not equipped with nose wheel steering). Only use the inside brake to tighten the turn by dragging the inside brake. Too much brake pressure will simply stop the aircraft. DO NOT PUMP A BRAKE TO TURN.

Have taxi diagrams available for the airports operating or expecting to operate at.

Taxi with the nose wheel on the yellow taxiway centerline.

When exiting a runway, slow the aircraft on the runway to a safe taxi speed before turn off. Stay on the runway centerline (rather than pulling off to the side before turn off) until intercepting a taxi line or the extended centerline of the taxiway to be used.

Once intercepted, stay on this line and track the centerline of the taxiway. Always stay in the middle of the taxiway. Taxi forward or to the end of the striped line of an Enhanced Taxiway Centerline (150’) to allow room for another aircraft to exit behind you.

Crossing double taxiway edge markings is not approved.

 Taxiing with a tailwind can be best controlled by allowing the aircraft to accelerate to the maximum acceptable taxi speed at idle, ensuring the throttle is at idle and GENTLY applying brakes to slow the aircraft. 
Then allow the aircraft to accelerate. 
Repeat this process as necessary. This results in less heat build-up, allows the brakes to cool, and brake fade while still controlling taxi speeds. DO NOT RIDE THE BRAKES.

Instructors shall teach where the correct run up area is for each ECAC facility.

Runway 29:

• Taxi to the designated runup area at runway 29 – on the east side of the dashed taxiway hold line.
• If no other aircraft are in the run up area, taxi so the aircraft is just past the last grate (drain) before the runway hold line on the east side of the taxiway hold line. 
• The area on the west side of the dashed line is for jet/large aircraft.

Runway 11:

• Taxi in between the Pine Hill hangars. Position the aircraft behind the hold line if possible. Doing so will allow room for aircraft with wide wingspans to taxi past.
• With ground control approval, you may request to run up on taxiway ECHO if there is no room in between the hangars.

Runway 23:

• Use the run up area behind the taxiway hold line. Taxi to the far end leaving room for other aircraft.

Runway 05:

• Position the aircraft so as not to cause prop blast damage or FOD for aircraft behind.
• You may request to cross runway 5 from Ground Control in case of a problem that would result in blocking Taxiway M on the East side.

It is imperative students avoid runway incursions and ensure no conflict with traffic prior to taxiing into takeoff position.  This is a FAA High Interest Item!

Takeoff briefings will be in accordance with the printed briefings in the ECAC check lists for both single and multiengine aircraft.

It is important to know what altitude the aircraft can be turned completely around and landed in the opposite direction and the altitudes that 45°, 90°, 135°, and 180° turns can be safely made in the make and model aircraft flown.

In the absence of a printed takeoff briefing the following will be briefed: 

• Rotation Attitude. (Note: Instructors are to hold their hand behind the control wheel to ensure the student does not apply forward elevator pressure resulting in “Wheelbarrowing”.)
• Criteria for reject with and without runway remaining
• Initial climb speed/ Attitude (climb pitch angle)
• Minimum altitude for Emergency Return to the airport

All takeoffs will be accomplished using the full runway length.

Set GPS/MFD to TRAFFIC mode if installed prior to taxi. Use the entire runway.

Switch to tower frequency and listen before calling and moving up so as not to obstruct other aircraft that may be ready before you and to keep the frequency clear of unnecessary chatter. Wait until #1 for takeoff and state the direction of departure. It is permissible to state your position in the cue if there are several other aircraft waiting for takeoff.

Place heels on the floor after brake release during the takeoff roll.

Note the direction of the wind by looking at the windsock or asking tower.

Instructors are to teach students to add back elevator pressure by feel. Once the student is capable, teach by covering the ASI and have them apply enough back elevator pressure so the aircraft rotates and leaves the ground when it is ready to fly. Note that the nose wheel may be left on the ground longer in strong crosswinds, however, students should not be flying in strong crosswinds. Teach how to avoid “Wheelbarrowing”. 

Note takeoff time when beginning a cross country flight.

On takeoff, pay particular attention to the engine instruments and Static RPM (see POH Limitations Section) when takeoff power is applied. 

The airspeed RPM and manifold pressure must be checked in the early part of the takeoff to ensure they are within limits.

Note that the airspeed will “come alive” within the first 100-200’ of the takeoff roll. Sooner in a headwind.

References: MASSPORT Hanscom Field Airport Regulations

Climb at Vy to an indicated altitude of 800′ MSL before turning unless directed otherwise by the tower.

When departing the pattern turn to the crosswind and, when passing through pattern altitude (1,100’msl), turn 45° away from the down-wind unless directed otherwise by the tower. This tells other aircraft that you are leaving the pattern.

When directed by tower to “Proceed on-route”, you may fly from your present position directly to your first waypoint or to the practice area.
This does not preclude the use of good judgment to ensure adequate separation between aircraft while flying a logical traffic pattern exit.

Stay below the Class B airspace. When flying to the ECAC practice areas a climb to 3,000msl should be considered.
Note: 3,500 headed west to the practice areas will not be used as this is the wrong altitude for the direction of flight when heading in a Westerly direction. (Hemispherical Altitude)

Although the Hanscom Field Airport Noise Abatement Procedures recommend setting power to cruise climb before reaching the airport boundary, due to safety considerations ECAC requires the power be set by a minimum altitude of 1,000’MSL, but as close to 1,000’MSL as possible. This means to reduce manifold pressure and set cruise climb prop setting. This will avoid noise over nearby residential areas. Pilots should use discretion when setting power at the safest altitude if, in their opinion, a higher altitude is considered the best course of action. Adjust MP as altitude changes.

Consider step climb to remain clear of Class B airspace.

LEVEL OFF

Flying fixed pitch aircraft, use climb power (do not reduce power) until at or approaching cruise airspeed or sooner if approaching the RPM Red Line.

Lean as soon as stabilized to Fuel Flow or mixture position, refine using EGT or max RPM, enrichen as per aircraft manufacturer’s recommendations.3. Use the Cruise Checklist.4. Note the time at the 1st fix on cross countries.

• Climb at best rate of climb (Vy) to 1,000’AGL (Vx until clear of obstacles). the altitude and heading as prescribed by the airport authority.
• Cruise climb (see POH) to cruise altitude.

ECAC has established 2 practice areas for Hanscom

One area is located between Nashua and Lawrence airports with the southwest end border Route 3.
Note: This area borders on the Manchester Airport Class C airspace. Pilots must avoid violating this airspace. Also, be aware of your position in relation to Nashua (ASH) airport Class D airspace.

The second area is located just southeast of the Gardner VOR extending to an area short of the Boston Class B airspace south to Framingham and north to northeast end of The Wachusett Reservoir.

Operations within these practice areas are normally uncontrolled except for communications between ECAC aircraft on the school frequency, 123.5.  

Instructors may call Boston Approach (124.4) for flight following to help in clearing the airspace.

Remember, ATC (Boston Approach in this case) will make traffic call outs only when they have time and not all traffic will be called. Both the instructor and their student, including observer passengers, are responsible for clearing the airspace. Do NOT rely on TIS for clearance from other aircraft.

You must “see and avoid”.

When practical, all training flights will check in on 123.5 and announce their present position while en-route to the area.  This check-in will made 5 NM prior to the practice airspace. 

State your current altitude, where you expect to work and the expected altitude block.

Example: “ECAC traffic, (blue and white Cessna) 3,000 feet, 2 miles South of Minute Man.  Practice area-between Wachusett Reservoir and 495 1,500′ to 3,000 air work.”

When departing the area, state “(blue and white Cessna), departing the area from over (495 and route 2 or Lowell or Chelmsford), at 2,500′ last call.”

It is of the utmost importance to understand the high level of flight activity that takes place in these areas as ECAC is not the only flight school using them.  DREEM intersection is just off the West end of the Wachusett Reservoir. 

You can expect to encounter high-speed aircraft en-route to Hanscom from DREEM intersection, usually at/above 5,000’msl, however, aircraft at altitudes as low as 3,000 MSL may be encountered.

Instructors shall teach and emphasize proper clearing and look out methods during ALL phases of flight

• Minuteman Airport (6B6) is a VFR reporting point. This is also a high traffic area. ATC has requested us to remain North or South of the runway 11/29 centerline when returning to Hanscom.
• Return to BED at 2,500′ MSL from inside of route 495.  Customers are required to possess a current Boston Terminal Area Chart (TAC) which gives greater detail of the practice areas and is more useful on local area cross-country flights.
• Customers will know where airways are in relationship to the practice areas and make every effort to practice maneuvers at least 4 NM from the airway centerline

8-1-6 Vision in Flight

1. Vision in Flight
   1. Introduction. Of the body senses, vision is the most important for safe flight. Major factors that determine how effectively vision can be used are the level of illumination and the technique of scanning the sky for other aircraft.
   2. Vision Under Dim and Bright Illumination.
      1. Under conditions of dim illumination, small print and colors on aeronautical charts and aircraft instruments become unreadable unless adequate cockpit lighting is available. Moreover, another aircraft must be much closer to be seen unless its navigation lights are on.
      2. In darkness, vision becomes more sensitive to light, a process called dark adaptation. Although exposure to total darkness for at least 30 minutes is required for complete dark adaptation, a pilot can achieve a moderate degree of dark adaptation within 20 minutes under dim red cockpit lighting. Since red light severely distorts colors, especially on aeronautical charts, and can cause serious difficulty in focusing the eyes on objects inside the aircraft, its use is advisable only where optimum outside night vision capability is necessary. Even so, white cockpit lighting must be available when needed for map and instrument reading, especially under IFR conditions. Dark adaptation is impaired by exposure to cabin pressure altitudes above 5,000 feet, carbon monoxide inhaled in smoking and from exhaust fumes, deficiency of Vitamin A in the diet, and by prolonged exposure to bright sunlight. Since any degree of dark adaptation is lost within a few seconds of viewing a bright light, a pilot should close one eye when using a light to preserve some degree of night vision.
      3. Excessive illumination, especially from light reflected off the canopy, surfaces inside the aircraft, clouds, water, snow, and desert terrain, can produce glare, with uncomfortable squinting, watering of the eyes, and even temporary blindness. Sunglasses for protection from glare should absorb at least 85 percent of visible light (15 percent transmittance) and all colors equally (neutral transmittance), with negligible image distortion from refractive and prismatic errors.
   3. Scanning for Other Aircraft.
      1. Scanning the sky for other aircraft is a key factor in collision avoidance. It should be used continuously by the pilot and copilot (or right seat passenger) to cover all areas of the sky visible from the cockpit. Although pilots must meet specific visual acuity requirements, the ability to read an eye chart does not ensure that one will be able to efficiently spot other aircraft. Pilots must develop an effective scanning technique which maximizes one’s visual capabilities. The probability of spotting a potential collision threat obviously increases with the time spent looking outside the cockpit. Thus, one must use timesharing techniques to efficiently scan the surrounding airspace while monitoring instruments as well.
      2. While the eyes can observe an approximate 200 degree arc of the horizon at one glance, only a very small center area called the fovea, in the rear of the eye, has the ability to send clear, sharply focused messages to the brain. All other visual information that is not processed directly through the fovea will be of less detail. An aircraft at a distance of 7 miles which appears in sharp focus within the foveal center of vision would have to be as close as ⁷/₁₀ of a mile in order to be recognized if it were outside of foveal vision. Because the eyes can focus only on this narrow viewing area, effective scanning is accomplished with a series of short, regularly spaced eye movements that bring successive areas of the sky into the central visual field. Each movement should not exceed 10 degrees, and each area should be observed for at least 1 second to enable detection. Although horizontal back‐and‐forth eye movements seem preferred by most pilots, each pilot should develop a scanning pattern that is most comfortable and then adhere to it to assure optimum scanning.
      3. Studies show that the time a pilot spends on visual tasks inside the cabin should represent no more that ¹/₄ to ¹/₃ of the scan time outside, or no more than 4 to 5 seconds on the instrument panel for every 16 seconds outside. Since the brain is already trained to process sight information that is presented from left to right, one may find it easier to start scanning over the left shoulder and proceed across the windshield to the right.
      4. Pilots should realize that their eyes may require several seconds to refocus when switching views between items in the cockpit and distant objects. The eyes will also tire more quickly when forced to adjust to distances immediately after close‐up focus, as required for scanning the instrument panel. Eye fatigue can be reduced by looking from the instrument panel to the left wing past the wing tip to the center of the first scan quadrant when beginning the exterior scan. After having scanned from left to right, allow the eyes to return to the cabin along the right wing from its tip inward. Once back inside, one should automatically commence the panel scan.
      5. Effective scanning also helps avoid “empty‐field myopia.” This condition usually occurs when flying above the clouds or in a haze layer that provides nothing specific to focus on outside the aircraft. This causes the eyes to relax and seek a comfortable focal distance which may range from 10 to 30 feet. For the pilot, this means looking without seeing, which is dangerous.

Vision in Flight and 8-1-8

1. Judgment Aspects of Collision Avoidance
   1. Introduction. The most important aspects of vision and the techniques to scan for other aircraft are described in paragraph 8-1-6, Vision in Flight. Pilots should also be familiar with the following information to reduce the possibility of mid‐air collisions.
   2. Determining Relative Altitude. Use the horizon as a reference point. If the other aircraft is above the horizon, it is probably on a higher flight path. If the aircraft appears to be below the horizon, it is probably flying at a lower altitude.
   3. Taking Appropriate Action. Pilots should be familiar with rules on right‐of‐way, so if an aircraft is on an obvious collision course, one can take immediate evasive action, preferably in compliance with applicable Federal Aviation Regulations.
   4. Consider Multiple Threats. The decision to climb, descend, or turn is a matter of personal judgment, but one should anticipate that the other pilot may also be making a quick maneuver. Watch the other aircraft during the maneuver and begin your scanning again immediately since there may be other aircraft in the area.
   5. Collision Course Targets. Any aircraft that appears to have no relative motion and stays in one scan quadrant is likely to be on a collision course. Also, if a target shows no lateral or vertical motion, but increases in size, take evasive action.
   6. Recognize High Hazard Areas.
      1. Airways, especially near VORs, and Class B, Class C, Class D, and Class E surface areas are places where aircraft tend to cluster.
      2. Remember, most collisions occur during days when the weather is good. Being in a “radar environment” still requires vigilance to avoid collisions.
   7. Cockpit Management. Studying maps, checklists, and manuals before flight, with other proper preflight planning; e.g., noting necessary radio frequencies and organizing cockpit materials, can reduce the amount of time required to look at these items during flight, permitting more scan time.
   8. Windshield Conditions. Dirty or bug‐smeared windshields can greatly reduce the ability of pilots to see other aircraft. Keep a clean windshield.
   9. Visibility Conditions. Smoke, haze, dust, rain, and flying towards the sun can also greatly reduce the ability to detect targets.
   10. Visual Obstructions in the Cockpit.
       1. Pilots need to move their heads to see around blind spots caused by fixed aircraft structures, such as door posts, wings, etc. It will be necessary at times to maneuver the aircraft; e.g., lift a wing, to facilitate seeing.
       2. Pilots must ensure curtains and other cockpit objects; e.g., maps on glare shield, are removed and stowed during flight.
   11. Lights On.
       1. Day or night, use of exterior lights can greatly increase the conspicuity of any aircraft.
       2. Keep interior lights low at night.
   12. ATC Support. ATC facilities often provide radar traffic advisories on a workload‐permitting basis. Flight through Class C and Class D airspace requires communication with ATC. Use this support whenever possible or when required.

• Pilots shall clear the airspace during climb by using one of the following methods: 
• Lower the nose to a level or near level attitude every 15 seconds.
• Climbing turns every 15 seconds utilizing enough bank to move the wings and nose out of the way.
• Set the MFD to “Traffic” Mode in aircraft with TIS. Clearing in the climb as well as clearing while performing maneuvers, flying in the airport traffic pattern, and during straight – and-level flight cannot be overemphasized!

REF: FAA-H-8083-3C, FAA-5-8081-14A

These clearing maneuvers will be used to set up the aircraft to arrive at the appropriate entry speed and configuration for Slow Flight and all stalls in all aircraft.

They may also be used before practicing 360° Steep Turns but are not required for this maneuver as Steep Turns should be clearing turns.

Procedure:

Note: Instructors may use other acceptable methods, however, it is important to ensure students truly clear airspace and protect the engine(s) by not reducing or adding power too fast (throttle burst).

1. Prior to turning the aircraft, visually clear by looking into the turn as far behind the aircraft as possible (behind the wing). Look through the rear window if installed. Pilots can more easily clear aft by leaning forward before turning their head.
2. Roll to 30° bank and clear while turning and either reverse the turn in the opposite direction or roll out and then turn in the same direction visually clearing before reversing or continue the second
3. When clearing prior to performing stalls or slow flight, apply full carb heat in the first part of turn if the aircraft requires the use of carb heat such as classic 172 aircraft.
4. In the second turn, reduce the power to idle (or a low RPM in cold weather to keep the engine warm and reduce the effects of shock cooling).

Note: Similar entry procedures should be used at OWD and ASH. Instructors should select acceptable entry points
that will result in a position from which a 45° entry may be made. This angle helps with clearing as it keeps the
aircraft clear of the cross-wind leg of the traffic pattern and possible conflict with aircraft on this leg.
References: Hanscom Field Airport Regulations

References: Hanscom Field Airport Regulations 

• Pattern entry for Runway 29 Returning from a practice area west of Hanscom and south of the runway centerline of 11/29 to land on runway 29, descend when abeam the field that Route 2 passes through near the Concord Prison.  These fields are approximately 5nm from Hanscom.  Then, head to the small lake (Walden Pond) abeam the field 
• When over the lake and abeam the field and at 1,100′, turn to point the nose of the aircraft at the juncture of both runways.  This will result in a 45° entry for runway 29.2. 
• Returning from other areas, and to other runways, maintain an altitude of 2,500′ MSL until within 5 miles of the traffic pattern.  This will allow for a 3: 1 descent ratio resulting in a descent rate of approximately 500 feet per minute.
• Straight-in approaches, maintain at least 1,500’MSL until intercepting the VASI/PAPPI.
• VFR aircraft maintain at least 1,500’MSL until 3 miles from the airport.
• Other than straight-in approaches, all entries should be planned to be 45° to the downwind unless directed otherwise by the tower.
• All aircraft with 200HP or greater: In all cases, pitch will not exceed 30°

Note: Instructors may teach stalls using their own techniques that are cleared by management.
All stalls will be practiced:

All stalls will be practiced: 

• Straight & level
• In turns using between 15-20° of bank.
• Minimum loss of altitude will be stressed as stalls most commonly occur in the area of the traffic pattern. Most light aircraft will respond to elevator control inputs as the airspeed passes through 60kts IAS. Although committing a Secondary Stall could result in a check ride failure, instructors are encouraged to expose students to Secondary Stalls for training purposes.
• Imminent stalls will be taught before full stalls. Also, takeoff and landing stalls will be taught with and without the use of flaps, i.e., takeoff stalls with takeoff or with partial flaps (short/soft field takeoff simulation) only. Landing stalls with partial to full flaps
• Stall recoveries may be completed by leveling off at an altitude or by establishing a climb. Customers must understand that, if they experience a stall at low altitude or at an altitude where they do not know their ground clearance, they must establish a positive rate of climb. This is defined as an increasing altitude reading on the altimeter and a positive vertical velocity.

Clearing is of the utmost importance before practicing each stall. See “CLEARING THE AIRSPACE BEFORE MANEUVERS”

• Students will be taught Elevator Trim Stalls. This should be taught at altitude clean and dirty. (FAA-H-8083-sa, Pg. 4-11, 4-12)

Spin training is mandatory for CFI candidates. Only ECAC certified aerobatic instructors will teach spins.

The only aircraft spins are allowed to be performed in at ECAC are those aircraft specifically certificated for aerobatics. 

Spins are not authorized in any other ECAC or customer owned or supplied aircraft that are not spin certified and authorized by Director of Standards and Training.

CURRENTLY PACKED PARACHUTES ARE MANDATORY ON ALL SPIN FLIGHTS

By actually experiencing 4 different spin entries and their recoveries, instructors are better equipped to teach spin theory. 

FAA publications, and Aerodynamics for Naval Aviators as well as other appropriate material as references when explaining spins to their customers.

Although customers are not required to perform spins prior to solo, they have the option of taking a one ride spin introduction flight before solo. 

This flight emphasizes the “bear traps” that a customer might experience when solo and how to prevent and, if necessary, recover from an inadvertent spin entry.

Note: Crosswind correction during turns-around-a-point and crosswind landings are consistently weak areas on
progress and check rides.
Customers will be taught the effects of crosswinds by first flying over a road such as route 3, 495, 290 or other
acceptable road.
Instructors shall demonstrate and have their customers practice crosswind corrections at altitude.
Instructors must ensure students understand the effects of crosswinds at altitude and when landing. Crosswind
landing corrections will be taught at altitude before crosswind landings are practiced. Students shall be taught
crosswind landings on days that have crosswinds commensurate with their skill level and for their lesson in the.
Instructors shall write wind limitations for their students. A student’s abilities to fly in crosswinds must be
considered when requiring limitations.

• ECAC wind limitations for all students are: Max wind of 17 Kts
• Max cross wind of 10 Kts max – gusts not to exceed 7 Kts

A “Stabilized Approach” is 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 cues, and depends on the maintenance of a constant final descent airspeed and configuration” (ref: FAA-H-8083-3C, Pgs. 9-4  through 9-5).

• ECAC requires the aircraft to be stabilized by 500′ AGL VFR and 1,000’ AGL IFR.

The following criteria must be met in order for an approach to be considered “stabilized”:

• Airspeed + 10 Kts, -5 Kts
• Vertical speed not to exceed 1,000 feet per minute
• Aircraft flight path lined up with the landing runway centerline
• Power consistent with the type of approach, configuration, and landing being accomplished.
• Established on either an electronic or visual glide path or a glide path that will ensure terrain clearance until over the runway. If no glide path exists, GPS may be used to determine the end of the runway by inserting the approach (if one exists) to that runway. This will show the distance to the end of the runway). In absence of electronic or visual glide-slope guidance and with assurance Controlled Flight Into Terrain (CFIT) considerations to ensure terrain clearance, use the 3:1 method.

In all cases, customers shall be taught to use outside visual references.

• The “aiming point” remains stationary on the windscreen and changes only when necessary to correct back to the proper flight path.
• Customers shall be taught to note the position of the landing area on the windscreen so they may apply this sight picture to night landings.
• During instrument approaches in Glass cockpit aircraft such as the Cirrus and Cessna G-1000; Computer generated data will match raw data.
• When accomplishing a cross-wind landing, a wing-low attitude will be established no later than 100′ AGL.
• The importance of staying on a visual (VASI or PAPPI) or electronic (ILS or LPV) glide path cannot be overemphasized. Maintaining this glide path sets a good habit pattern and keeps pilots safe at night where terrain may be masked and possibly flown into if they do not maintain the correct and safe glide path.

The following obstacle criteria will be used to simulate an obstruction while practicing

Short Field procedures at Hanscom (The same criteria will apply at OWD and ASH. Runways with no overrun, the obstacle will be at the point where the runway and grass meet or where the Displaced Threshold meets the runway threshold.

Runway 29: A 50′ obstruction will be considered to exist at the intersection of the overrun and runway threshold. Landing should be planned to clear the obstacle and be able to turn off on taxiway “G”.

Runway 11: A 50′ obstruction will be considered to exist at the intersection of the overrun and runway.  Landing should be planned to clear the obstacle and be able to turn off onto Runway 23, however, tower may instruct pilots to exit at “F” or “G”.
Remember that pilots are expected to clear the runway at the first taxiway that may be safely exited on.
Exiting on a crossing runway may only be done with permission from the tower.

Runway 23: A 50 ‘obstruction will be considered to exist at the intersection of the overrun and runway. Landing should be planned to clear the obstacle and be able to turn off at the intersection of Runways 11 and 29. Remember that pilots are expected to clear the runway at the first taxiway that may be safely exited on.
Exiting on a crossing runway may only be done with permission from the tower.

Runway 05: A 50 ‘ obstruction will be considered to exist at the intersection of the overrun and runway. Landing should be planned to clear the obstacle and be able to turn off on taxiway “E”.
Remember that pilots are expected to clear the runway at the first taxiway that may be safely exited on.
Exiting on a crossing runway may only be done with permission from the tower.

A “Stabilized Approach” is essential. (See “Stabilized Approach” section)

 Customers will be taught to use a constant airspeed and glide path angle to touchdown and to gradually reduce the power to idle after clearing the obstacle.
Reducing power abruptly just after clearing the obstacle will result in an excessive sink rate which may result in a hard landing.
Short Field Approaches with an obstacle shall be accomplished using enough power to maintain a constant glide path angle.

Customers should understand the “region of reverse command” also known as the “back side of the power curve” and how it applies to Short Field Landing. Ref: FAA-H-8083-3C.

Customers will be taught the reason 1 power setting can result in 2 airspeeds (back-side of the power curve).
Power will be reduced to idle as the aircraft flares.

The “Drive and Dive” Short Field Landing technique approaches are unsafe due to  the slow speed used during Short Field Approaches.
Maintaining altitude with a shallow descent angle pulling the power to idle as the obstacle is cleared may result in a stall or hard landing.

The Short Field landing is the only landing where flaps may be retracted while still on the runway (with the exception of touch and goes, high winds or, when conditions require early flap retraction).

On all other landings, the flaps are to remain down until the aircraft is clear of the runway and stopped on the exiting taxiway while completing the After Landing Checklist.

References FAA-H-8083-3C, pages 9/10 

Students will be taught that the “Go-Around” (rejected or balked landing) is the best action to take in the event of bad approach or landing. They shall be taught how to recover from a Pilot Induced Oscillation (PIO) after touchdown (freeze elevator just aft of center and go-around).

Porpoising shall be briefed and not flown.

Wheel barrowing shall be briefed and not flown.

Cross Country planning will be taught using the standard E-6B computer and navigation flight plotter. This will help the student understand basic Dead Reckoning navigation before they use electronic planning systems that automatically perform calculations.

Students will be taught how to contact approach control for assistance. This will include where to find frequencies (end panel of Sectional and TAC Charts) and how to request and follow ATC instructions using proper Pilot/Controller terminology and how to get vectors to final. Instructors will teach and check their customer on their ability to utilize this CRM resource both single pilot and with passengers and when flying with other rated pilots.

It is recommended Instructors will brief and demonstrate an ILS approach using the autopilot (when equipped) to primary students. Customers should have, as a minimum, a basic understanding of the ILS as a “last ditch” method in case they find themselves in IMC. If practical, practice Approach Surveillance Radar (ASR) and Ground Controlled Approaches (GCA) at Portsmouth (PSM)

Use procedures found in the POH.

Cross-country fuel planning will include the fuel to: 

• Start,
• Taxi 
• Run-up, and 
• Climb to altitude.

These fuel computations will be annotated on the Flight Plan so Instructors, Progress Check pilots, FAA Inspectors or FAA Designated Pilot Examiners can easily see them.

Some aircraft POH include these figures. For aircraft that do not have these figures use the following for engine start, taxi, and engine run-up:

Cessna 172 Classics use 1.4 gallons

Customers will be taught the following:

How to contact the appropriate agency such as a FSS or ATC (Approach or Tower) for weather for the best divert field and how to use the VOR to receive communications.

How to check for navigational aids that can be used during a diversion.

Computing course, time, speed, fuel, and distance information in flight requires the same computations used during preflight planning.

However, because of the limited cockpit space, and because attention must be divided between flying the airplane, making calculations, and scanning for other airplanes, students should be taught to take advantage of all possible shortcuts and rule-of-thumb computations.

Reference: Pilot’s Handbook of Aeronautical Knowledge

Instructors are to train students on the following EP of the day. Although we understand that time limits may preclude covering the EP, please try to leave time before flights do so. At the instructor’s discretion, the EP may be covered out of sequence.

• MEL, Cirrus, Aerobatic and other aircraft Instructors shall cover those emergencies associated with those aircraft.
• ENGINE FIRE DURING START.
• LOSS OF BRAKES OR STEERING DURING TAXI.
• ENGINE POWER LOSS ON TAKEOFF / MEL-ENGINE FAILURE
  • While still on the runway
  • Airborne with runway remaining
  • Airborne with no runway remaining
  • Landing gear extended
  • Landing gear retracted
• POWER OFF LANDING (as a result of engine failure)
  •  Partial power to include use of primer
  • Complete loss of power
• ENGINE FIRE IN-FLIGHT / MEL ENGINE FAILURE 
• COCKPIT FIRE INF LIGHT
  • Circuit breaker fire
  • Fire from another source
• LOSS OF OIL PRESSURE or LOW OIL PRESSURE 
• LOSS OF FUEL PRESSURE
• HIGH OIL TEMPERATURE
  • During climb
  • At all other attitudes and flight conditions 
• ELECTRICAL FAILURES
  • Low voltage or ammeter reading(s)
  • High voltage or ammeter reading(s)
  • Alternator failure (ALT light illuminated)
• G-1000 PFD/MFD FAILURES (Red Xs)
•  ELECTRICAL OVERLOAD
• SPIN RECOVERY (has student received spin training at ECAC or other?)
  • What causes a spin?
  • Difference between a spin and a descending spiral 
  • Spin recovery procedures (PARE)
• MEL Vmc
  • What is Vmc
  • Conditions that affect Vmc 
  • Vmc recovery procedures
• LOSS OF ELEVATOR, AILERON, OR RUDDER CONTROL 
• OPEN DOOR OR WINDOW
  • On take off
  • Airborne to include during approach
• ENGINE ROUGHNESS/MEL ENGINE FAILURE
• CARBURETOR ICING or BLOCKAGE OF ENGINE AIR INLET (fuel injected aircraft)
• WINDSHIELD DAMAGE
• ICING CONDITIONS
• LANDING GEAR FAILS TO RETRACT OR EXTEND
• LOSS OF HYDRAULIC PRESSURE TO LANDING GEAR SYSTEM 
• LOSS OF AIRSPEED INDICATOR ON TAKEOFF ROLL
  • How far down the runway should the airspeed needle “come alive”? 
• AIRSPEED FAILURE/PITOT TUBE ICING
  • How long can we leave the Pitot Heat on while on the ground?
  • How is the Pitot Heat checked? 
• EMERGENCY OPERATIONS IN CLOUDS
  • Executing a 180° turn in clouds – round dials / G-1000
  • Emergency descent through clouds – round dials / G-1000
  • Recovery from Spiral Dive in clouds – round dials / G-1000 (AHRS Failure)
• COLLISION AVOIDANCE and CLEARING
  • Discuss Leads, Lag, and Pure pursuit Curves
  • Adjusting focus
  • Effect of haze on distance a pilot can see another aircraft
  • Clearing the area before maneuvers
  • Clearing the air space en route
• ENGINE DRIVEN FUEL PUMP FAILURE 
• VACUUM SYSTEM FAILURE
• ABNORMAL LANDINGS
  •  Landing with a flat nose tire
  • Landing with a flat main tire 
• COPING WITH AIRFRAME DAMAGE 
• AIRCRAFT MIS-LOADED
  • Aft CG
  • Forward CG
  • Fuel imbalance
• 30.MEDICAL ISSUE
  • High Carbon Monoxide (CO) level
• DIVERT
  • For weather IFR & VFR
  • Procedures
  • Who to contact for assistance
• Bonus EP
  • You land off airfield in a remote area. What survival equipment do you have?
    Aircraft parts and pieces such as:
  •  Interior fabric for warmth
  • Fuel for fire
  • Distress signal by burning tires
  • ELT-can it be removed and use as a hand-held device? 
  • Aircraft interior for shelter (after it stops burning)
  • Watersurvival
  • Life Preserver Unit(s) (LPU)
  • Other floatation
  • Parachute use in an emergency
  • Emergency exit 
• Landing in:
  • Trees
  • Water
• Deployment of CAPS
  • When?
  • How low?

Flight Instructors will teach the following Emergency Procedures to their students and shall administer the quiz periodically.

The quiz will be given at each Progress Check.

Students who are found to be deficient on the quiz will receive additional training.

Students shall not be graded on punctuation or spelling, however, they are responsible for knowing the EPs and in the correct order.

The purpose of the EP quiz is to ensure students can successfully execute the proper procedure in case of an emergency situation and to understand the difference between Immediate Action Items (little or no time to act) and those procedures that do not require immediate action such as landing gear issues.

Hidden content goes here

ENGINE FAILURE DURING TAKEOFF ROLL
1. ____________________________________
2. ____________________________________

ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF
1. ____________________________________ (flaps up).
2. ____________________________________(flaps down).

ENGINE FAILURE DURING FLIGHT (Restart Procedures)
1. ____________________________________
2. ____________________________________
3. ____________________________________
4. ____________________________________
5. ____________________________________

FIRES:

ENGINE FIRE DURING START ON GROUND
1. ____________________________________ 

If engine fails to start:

1. ____________________________________
2. ____________________________________
3. ____________________________________
4. ____________________________________
5. ____________________________________

ENGINE FIRE IN FLIGHT
1. ____________________________________
2. ____________________________________
3. ____________________________________
4. ____________________________________

ELECTRICAL FIRE IN FLIGHT
1. ____________________________________
2. ____________________________________
3. ____________________________________

CABIN FIRE
1. ____________________________________
2. ____________________________________(to avoid drafts).
3. ____________________________________

WING FIRE
1. __________________________________________
2. __________________________________________
3. __________________________________________
4. __________________________________________

VACUUM SYSTEM FAILURE
1. ____________________________________

ENGINE FAILURE DURING TAKEOFF ROLL

1. Throttle–Idle.
2. Brakes–Apply.

ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF

1. Airspeed – 75 KIAS (flaps UP). 65 KIAS (flaps DOWN).

ENGINE FAILURE DURING FLIGHT (Restart Procedures)

1. Airspeed – 68 KIAS.
2. Fuel Shut off – ON (push in).
3. Fuel Selector Valve – BOTH.
4. Auxiliary Fuel Pump Switch – ON.
5. Mixture – RICH (if restart has not occurred).

ENGINE FIRE DURING START ON GROUND
1. Ignition Switch–START, Continue Cranking.
If engine fails to start:

1. Throttle– FULL OPEN.
2. Mixture–IDLECUTOFF.
3. Cranking–CONTINUE.
4. FuelShutoffValve–OFF (pull full out).
5. Auxiliary Fuel Pump Switch–OFF.

ENGINE FIRE IN FLIGHT
1.  Mixture–IDLECUTOFF.
2. Fuel Shut off Valve – Pull Out (OFF).
3. AuxiliaryFuelPumpSwitch–OFF.
4. Master Switch–OFF.

ELECTRICAL FIRE IN FLIGHT
1.  MasterSwitch – OFF.
2. Vents, Cabin Air, Heat – CLOSED.
3. Fire Extinguisher – ACTIVATE.

CABIN FIRE
1. MasterSwitch – OFF.
2. Vents / Cabin Air / Heat – CLOSED. (to avoid drafts).
3. FireExtinguisher – ACTIVATE.

WING FIRE
1. Landing, / Taxi Light Switches – OFF.
2. Navigation Light Switch – OFF.
3. Strobe Light Switch – OFF.
4. Pitot Heat Switch – OFF

VACUUM SYSTEM FAILURE
1. Vacuum Gage – CHECK

Based on POH ISSUED: JULY 13, 1973 REVISED: JUNE 18, 1974

ENGINE FIRE ON THE GROUND DURING START

(a) If engine has not started
1. _______________________
2________________________
3_________________________ (This is an attempt to pull the fire into the engine.)

(b) If engine has already started and is running, continue operating to try pulling the fire into the engine.

(c) In either case stated in (a) and (b), if the fire continues longer than a few seconds, the fire should be extinguished by the best available external means.

(d) If external fire extinguishing is to be applied
1. _____________________________
2. _____________________________

ENGINE P0WEER LOSS DURING TAKE-OFF

I. If sufficient runway remains for a normal landing,

1. ____________________________________

If you have gained sufficient altitude to attempt a restart, proceed as follows: 

1. ______________________________________________
2. ______________________________________________
3. _______________________________________________
4. ______________________________________________
5. ______________________________________________
6. ______________________________________________

ENGINE FIRE IN FLIGHT

1. ______________________________________
2. ______________________________________
3. ______________________________________
4. _______________________________________
5. _______________________________________
6. ______________________________________

ENGINE POWER LOSS IN FLIGHT

Complete engine power loss is usually caused by fuel flow interruption, and power will be restored shortly after fuel  low is restored. If power loss occurs at low altitude, the first step is to prepare for an emergency landing (See POWER OFF LANDING). Maintain an airspeed of at least _______ MPH IAS, gear and flaps up and if altitude permits proceed as follows:

1 __________________________________________  containing fuel.
2. _________________________________________
3. _________________________________________
4. _________________________________________
5. _________________________________________

If no fuel pressure is indicated,
6. __________________________________________

If the above steps do not restore power, prepare for an emergency landing. If time permits:
1. _______________________________________
2. _________________________________________. (This may restore power if problem is too rich or too lean a mixture, or partial fuel system restriction.

3. __________________________________________ (Water in the fuel could take some time to be used up, and allowing the engine to windmill may restore power. If power loss is due to water, fuel pressure indications will be normal)

PROPELLER OVERSPEED
Propeller overspeed is caused by a malfunction in the propeller governor, or low oil pressure, which allows the propeller blades to rotate to full low pitch. If this should occur, proceed as follows:

1. ____________________________________
2. ____________________________________
3. ____________________________________
4. ____________________________________
5. ____________________________________

(Based on POH ISSUED: JULY 13, 1973 REVISED: JUNE 18, 1974)

ENGINE FIRE ON THE GROUND DURING START

If engine has not started

1. Mixture – IDLE CUT OFF
2.  Throttle – OPEN
3.  Turn engine with starter (This is an attempt to pull the fire into the engine.)

If engine has already started and is running, continue operating to try pulling the fire into the engine.

In either case stated in (a) and (b), if the fire continues longer than a few seconds, the fire should be extinguished by the best available external means.

If external fire extinguishing is to be applied
1. Fuel Selector Valves – OFF
2. Mixture – IDLE  CUT OFF

ENGINE P0WER LOSS DURING TAKE-OFF
If sufficient runway remains for a normal landing, leave the gear down and land straight ahead.
If you have gained sufficient altitude to attempt a restart, proceed as follows:

1. Maintain Safe Airspeed
2. Fuel Selector – Switch to another tanks containing fuel
3. Electric Fuel Pump  – CHECK ON
4. Mixture – CHECK RICH
5. Aleternate – ON
6. Emergency Gear Lever – AS REQUIRED 

ENGINE FIRE IN FLIGHT
1. Fuel Selector – OFF
2. Throttle – CLOSE
3. Mixture – IDLE CUT OFF
4. Heater – Off (In all cases of fire)
5. Defroster – OFF (In all cases of fire)
6. If time permits – Land Immediately

ENGINE POWER LOSS IN FLIGHT
Complete engine power loss is usually caused by fuel flow interruption, and power will be restored shortly after fuel f low is restored. If power loss occurs at low altitude, the first step is to prepare for an emergency landing (See POWER OFF LANDING). Maintain an airspeed of at least 110 MPH IAS, gear and flaps up and if altitude permits proceed as follows:

1. Fuel Selector – Switch to another tank containing fuel.
2. Electric Fuel Pump – On
3. Mixture – Rich
4. Alternate Air – On
5. Engine Gauges – Check for indication of the cause of power loss.
6. If no fuel pressure is indicated, check tank selector position to be sure it is on a tank containing fuel.

If the above steps do not restore power, prepare for an emergency landing.
If time permits:
1. Ignition Switch – “L.” then “R” then back to “BOTH.”
2. Throttle and Mixture – Different settings. (This may restore power if problem is too rich or too lean a mixture, or partial fuel system restriction.)
3. Try another fuel tank. (Water in the fuel could take some time to be used up, and allowing the engine to windmill may restore power. If power loss is due to water, fuel pressure indications will be normal)

PROPELLER OVERSPEED
Propeller over speed is caused by a malfunction in the propeller governor, or low oil pressure, which allows the propeller blades to rotate to full low pitch. If this should occur, proceed as follows:
1. Throttle – RETARD.
2. Oil Pressure – CHECK.
3. Propeller Control – FULL DECREASE RPM, THEN SET IF ANY CONTROL AVAILABLE.
4. Reduce Airspeed
5. Throttle – AS REQUIRED TO REMAIN BELOW 2700 RPM

SPINS
Intentional spins are prohibited in this aircraft. If a spin is inadvertently entered, immediately
1. Throttle – IDLE.
2. Rudder  – FULL OPPOSITE TO DIRECTION OF ROTATION.
3. Regain –  LEVEL FLIGHT

OPEN DOOR
Should you forget to completely close or latch the door, it may open partially. This will usually happen soon after take-off. An open door will not affect the normal flight characteristics, and a normal landing can be made with it open. If the door opens it will trail in a slightly open position, and the airspeed will be reduced slightly.

To close the door in flight, proceed as follows:
1. Slow aircraft to 100 mph IAS.
2. Cabin Vents – Close.
3. Storm Window – Open.
4. If upper latch is open – latch. If lower latch is open – open top latch, push door further open, and then close rapidly. Latch top latch.

A slip in the direction of the open door will assist in latching procedure

FIRE-INFLIGHT
The presence of fire is noted through smoke, smell, and heat in the cabin It is essential that the source of the fire be promptly identified through instrument readings, character of the smoke. or other indications, since the action to be taken differs somewhat in each case.

Source of Fire – Check

Electrical Fire (Smoke in Cabin):
1. Master Switch – Off
2. Vents – Open
3. Cabin Heat – Off
4.  Land as soon as practicable.

ENGINE FIRE IN FLIGHT
1. Fuel Selector – OFF
2. Throttle -CLOSE
3. Mixture – IDLE CUT OFF
4. Heater – Off (In all cases of fire)
5. Defroster – OFF (In all cases of fire)
6. If time permits – Land Immediately

The possibility of an engine fire in flight is extremely remote. The procedure given above is general and pilot judgement should be the deciding factor for action in such an emergency.

LOSS OF OIL PRESSURE
Loss of oil pressure may be either partial or complete. A partial loss of oil pressure usually indicates a malfunction in the oil pressure regulating system, and a landing should be made as soon as possible to investigate the cause and prevent engine damage.

A complete loss of oil pressure indication may signify oil exhaustion or may be the result of a faulty gauge. In either case, proceed toward the nearest airport, and be prepared for a forced landing. If the problem is not a pressure gauge malfunction, the engine may stop suddenly.

Maintain altitude until such time as a dead stick landing can be accomplished. Don’t change power settings unnecessarily, as this may hasten complete power loss.

Depending on the circumstances, it may be advisable to make an off airport landing while power is still available, particularly if other indications of actual oil pressure loss, such as sudden increase in temperatures, or oil smoke, are apparent, and an airport is not close.

If engine stoppage occurs, proceed to POWER OFF LANDING.

LOSS OF FUEL PRESSURE
1. Electric Boost Pump -On.
2. Mixture Control Forward.,
3. Fuel Selector – Check on full tank

HIGH OIL TEMPERATURE
An abnormally high oil temperature indication may be caused by a low oil level, an obstruction in the oil cooler, damaged or improper baffle seals, a defective gauge, or other causes.

1. Land as soon as practicable at an appropriate airport,

ALTERNATOR FAILURE

Loss of alternator output is detected through a zero reading on the ammeter. Before executing the following procedure, insure 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.

1. Reduce electrical load.
2. Alternator Circuit Breakers – Check.
3. “AIt” Switch – Off (for I second), then On.
4. If the ammeter continues to indicate no output, or alternator will not stay reset, turn off

“Alt” switch, maintain minimum electrical load, and land as soon as practical.

All electrical power is being supplied by the battery.

NOTE: If the battery is fully discharged, the gear will have to be lowered using the “EMERGENCY LANDING GEAR EXTENSION” procedure, and the position lights will of course not be operating.