EUP (THB5 SOP)

alt set to QNH or passing IAF

earliest at FAF/FAP, latest passing 1000ft AAE

landing config set

THB

before taxi: both on dep rwy

run up area:

CRS selector according CLR: SID/AWY

HDG Bug to initial cleared HDG or RWY HDG when no turn below 400ft

<= 2000m standing TO

< 2000m rolling TO

only if required and above 200ft with 15grad bank

90kts 90%

90kts 100%

85kts 100%

latest when passing transition altitude

stby alt may stay on QNH to check for climb restrictions. reset stby alt latest during cruise check

max 1000ft/min (avoid TCAS warnings for other airplanes)

NC 70% 11gal/h

LRC 60% 9gal/h

max endurance 50% 6gal/h

entry 3000ft AGL

exit 1500ft AGL

within 5NM radius of limiting obstacles

4000ft AGL: Vmca demo, spiral dive

Hight: sufficient?

Airframe: flaps up, gear locked, doors & windows closed

Safety: loose items secured, seat belts on, landing lights on

engine: fuel pump on, eng instruments checked

location: general direction of flight, emergency landing

lookout: airspace observation, clearing turns

load ~60%, speed 115kts, ~ 1ANU

richtpunkt + CDI

when 30bank: 2ANU, increase power 5-10%

tolerances: +- 100ft / +- 5kts

start roll out ~15grad vor HDG

release back pres or even push forward a bit to maintain ALT and reduce power to maintain speed

load 30%

speed according to instructor

pitch for speed / power for altitude

bank max 15°

clean config, 80kts = ca 7.5°ANU 50% PWR

landing config, 75kts = ca 2.5°ANU 75% PWR

ROC 1- 500ft/min

recover by standard GA procedure

power idle, hold altitude

climb power 90%, pitch up to reach speed reduction of 1kt/second

Vp Clean, flaps APP, (gear down?), power 30%,Vp APP 100kts, start descend, turn, level off, power idle

define rwy elevation, Vp clean, flaps approach, gear down, load 30%,Vp APP 100kts, start descend, flaps LDG, Va LDG 80/82, power idle, flare

first sign of stall: stall warning or buffeting

"Stall"

check AP off

reduce pitch (AOA) 0° to -2° AND, simultaneously set full power smoothly,

at VySE 85kts start pitch up to 8°ANU

when positive rate (VSI): GO AROUND

1. Temperature: Lower T menas more thrust, more yawing moment: so lower T means higher Vmca

2. CG: aft CG means a smaller moment arm for rudder: so aft CG means higher Vmca

3. Flaps: Flaps down increase drag behind operating engine, reducing yaw: flaps up means higher Vmca

4. Ground effect lowers Vmca, A/C can fly slower for the same amount of lift

5. Bank angle towards the operating engine lowers Vmca, it recduces the amount of rudder input needed

6. Weight: when using bank to counteract yaw, higher weight reduces Vmca. When wings level, higher weigt increases Vmca

7. Power: more power on the operating engine means a higher Vmca

first sign of stall: stall warning or buffeting

"Stall", AP off, reduce pitch (AOA) as required ca. 0°, simultaneously set full power smoothly

pitch up to 3°-5° ANU at 75kts

when positive rate (VSI): GO AROUND

min ALT 4000ft

cruise config 70% load

engine failure simulation without initial coutermeasures

Revovery:

power operating engine idel

wings level

slowly recover out of dive

add power on both engines (acc. instr.), accelerate to cruise speed

Vp clean 110kts

Visual Circuit: 150ft AAE

Instrument Approacch: 300ft AAE (VMC) 500ft AAE (IMC)

300ft AAE

when established on LOC, set 1200ft AAE on ALT. As soon as GS is captured set missed approach altitude. (Max ROD 1200ft/min)

Climb, Approach, Landing

set both altimeters to QNH, even if still above transition altitude

earliest FAF/FAP, lastest 1000ft AAE

100 - 150ft above MDA/DA

- check vicinity of LOC with independent NAV aids

- Clearance is received

- check GP intercept with DME distance

- don't decend below MORA, MOCA, MSA during ILS Approach unless within GP coverage sector (10-12NM) and GP intercept from below OR after ILS DME check

DA or -DA (CDFA)

if only MDA published, it's MDA +50ft

Cat A: 1.68 NM

Cat B: 2.66 NM