- link to previously scheduled progress check: [[Progress-Checks/2025-01-02/Will Wood Private Phase 5 Flight|Will Wood Private Phase 5 Flight]] # Recheck Required - [ ] Checklist Usage - [ ] Radio Communications - [ ] Runway Incursion Avoidance $\rightarrow$ briefing taxi instructions and hot spots - [ ] Crosswind Taxi Corrections - [ ] Maneuvering During Slow Flight - [ ] Power off Turning Stall - [ ] Power on Stall - [ ] Basic Instrument Maneuvers - [ ] importance of declaring an emergency - [ ] Engine Failure - [ ] Ground Reference Maneuver # Preflight Procedures ## Preflight Inspection - good ## Weight and Balance - good ## Performance Charts - make sure to increase takeoff and landing performance by a margin when doing TOLD ## Checklist Usage - did not reset fuel used (read the checklist item out loud though) - unable to verify MFD database ## Passenger Briefing - make sure not to just read the items on the checklist but actually talk through them as if you're telling this to someone that has never been in a small airplane before (or an airplane at all) ## Radio Communications - tone and pacing on the radio good - read back instruction to follow traffic but did not turn to follow them - if you are unsure of which traffic to follow, ask the controller!! they are there to help you out, but if you read back an instruction, you are expected to follow it even if you're confused on what to do - accepted no delay takeoff but took normal amount of time - remember you NEVER have to accept a no delay takeoff clearance, but if you're going to accept that clearance you need to comply with it ## Positive Exchange of Flight Controls - good job ## Runway Incursion Avoidance - did not brief taxi - did not note hot spots ## Crosswind Taxi - did not add any crosswind corrections during taxi --- # In Flight ## Normal/Crosswind Takeoff and Climb - make sure not to accept a no delay takeoff if you aren't comfortable doing one ## Use of Trim - good job ## Cockpit Management - good job ## Collision Avoidance - make sure to continually scan for traffic, the MFD will not show all traffic in the vicinity of the airplane ## Turn Coordination - good job ## Maneuvering During Slow Flight ($\pm 150$ feet, $\pm 10 \degree$ heading, $\frac{+10}{-0}$ knots) - make sure you are doing clearing turns just before entering into the maneuver - a few seconds before is one thing, but flying for miles after doing clearing turns before entering into the maneuver defeats the purpose of doing clearing turns - don't forget to bug heading - ***airspeed +12 knots above target when leveling off from climb*** - after the climb you kept airspeed approx. 10 knots above target - remember $\rightarrow$ accept no deviation, notice the error and correct for it - altitude and heading within tolerances ## Power off Turning Stall - added ailerons in during recovery - brought nose down more than necessary - did not call out stall warning ## Power on Stall - did not do cleaning turn or position report - ***entered into incipient spin, corrected using ailerons $\rightarrow$ I took the controls and recovered*** ## Basic Instrument Maneuvers ($\pm 200$ feet, $\pm 15 \degree$ heading, $\pm 10$ knots) - make sure to do all instrument turns at 15 degrees of bank (that typically gives you a standard rate turn) - ***altitude deviation -240 feet*** ### GPS Direct to function - good job ### $180 \degree$ Turn (IR) ($\pm 200$ feet, $\pm 15 \degree$ heading, $\pm 10$ knots) - did turn at approximately 30 degrees of bank instead of 15 degrees - stated would call the tower or ask people on the practice area frequency where the clouds are - stated it would not be an emergency - stated emergency frequency was 121.4 ## Emergency Operations (Engine Failure) - immediately started memory items for the checklist, then stopped himself and changed pitch for 68 knots, but went back the checklist without picking a field to land at - remember that the ABCDE is always to be done in order, turning to a field allows you to have the best chance of survival in the event that the checklist does not get the engine running again ## Ground Reference Maneuver ($\pm 150$ feet, $\pm 10$ knots) ![[Pasted image 20250108170638.jpg]] - ***loss of approximately 200 feet*** - ***only did one turn*** - ***entered in the upwind*** - did the turn to the right $\rightarrow$ there is nothing saying you cannot do the turn to the right, but it is generally much easier to do it to the left because you have much better visibility ## Approach to the Airport - make sure to circle if you are not able to get into contact with Orlando Executive - two way radio communcation is a requirement for entry into the class D airspace - don't be in a rush to get back, take your time $\rightarrow$ there is absolutely nothing wrong with taking longer to approach the airport if it means you will be better prepared,