# Recheck Required
- [ ] [[#Stall]]
# CTA Notes
- review flows and amplified checklist procedures for proper engine prime times
- set mixture rich before increasing power for run up
- always brief taxi instructions / complex intersections / hot spots
- stall outside of tolerances
- all stalls must be done above 2,500 and recover above 1,500 per FOM
# Preflight Procedures
- good job
# Stall / Spin Awareness
- good job
# Checklist Usage
- remember not to ask whether or not to do a passenger briefing, just go ahead and give one
# Operation of Systems
- good job
# Radio Communications
- good job calling and reading back taxi clearance
# Positive Exchange of Flight Controls
- good job
# Runway Incursion Avoidance
- make sure that you brief taxi instructions every single time, you do not want to get complacent at your home airport
- we were instructed to "hold short of alpha" and this is not something that you want to ask about while you are on the move
# Crosswind Taxi
- great job with crosswind corrections and pulling back on elevator during taxi turns
# Engine Start
- a few notes for proper engine starting and priming:
> [!info] Engine Starting and Run Up
> Priming
> > Regarding priming, please always consider the engine temperature before initiating this procedure. If the engine has been running within the last 30 minutes, and especially if the oil temperature is above 100 degrees Fahrenheit (the left side of the green band), priming is not necessary. Remember, it's generally better to underprime than overprime. An underprimed engine might result in a false start, but as long as the starter is not engaged while the propeller is still spinning (please emphasize this to anyone operating the starter), no further issues should arise. An overprimed engine, however, can lead to poor initial combustion and an increased risk of fouled spark plug(s), often resulting in engine roughness or, in more severe cases, flooding. During these high-density altitude conditions, let's adhere to a guideline of no more than two seconds of stabilized fuel flow (indicated at approximately 4-5 GPH) before moving the mixture to idle cutoff and turning off the fuel pump.
>
> Starting
> > When starting the engine, please ensure that the throttle is positioned about 1/8 to 1/4inch open. Once the starter is engaged, it's important to emphasize that the mixture should not be introduced until the engine begins to fire. Introducing the mixture too early can lead to an excessive amount of fuel, resulting in poor combustion or a flooded engine. The mixture should only be introduced once there are clear signs of combustion, such as the sound of the engine firing and an increase in propeller RPM. When introducing the mixture, encourage a continuous but smooth advancement as the engine speed increases, rather than abruptly pushing it to full rich, especially during the initial stages of combustion. This can also create an overly rich fuel condition, potentially fouling plugs and causing the engine to run rough. Additionally, the starter should always be released as the mixture is being introduced. The starter is not designed to rotate the bendix gear as quickly as the flywheel needs to spin for normal engine RPM. Two things happen when the starter is held in place: 1. The starter inhibits engine RPM, suppressing the start. 2. The Engine takes the starter for a ride leading to excessive wear on the starter reducing its life.
>
> Warmup
> > Proper engine warmup is crucial for engine longevity and optimal performance. Starting an engine at low RPMs when the engine is cold is beneficial because it allows for as much proper oil lubrication as possible, particularly in the initial moments. High RPM starts before adequate oil circulation can lead to increased wear on engine components, reducing engine life and potentially causing poorer performance due to lost compression and combustion. Just ask any average Cirrus SR22T driver! Please ensure students understand the importance of a proper engine start procedure. Furthermore, engine performance tends to improve as it warms up. The seals between pistons (and piston rings) and cylinder walls become tighter as the engine reaches operating temperature. This leads to better compressions and more output. Bringing the power to idle when the engine and oil are still cold (before the seals have tightened up) can often result in low idling speeds and engine roughness. Allow the engine sufficient time to warm up, and expect to adjust the throttle to maintain the desired RPM during this phase. If there are any questions about engine performance, waiting several minutes for adequate warmup is advisable.
>
> Runup
> > During the runup, it's important to pay attention to exhaust gas temperatures (EGTs) when performing magneto checks. When selecting each magneto during the grounding check, observe the engine page and monitor the EGTs for each of the four cylinders. A noticeable drop in the EGT of a cylinder when one magneto is selected indicates a fouled spark plug in that cylinder. A faulty magneto, on the other hand, will not produce this specific EGT signature. Therefore, a drop in EGT suggests a fouled plug, requiring the standard procedure for addressing this issue. A problem with the magneto means aborting the flight. Finally, please instruct students that whenever feasible, runups should be performed by turning the aircraft into the wind. While this is often not possible at KORL, the principle remains important. Don't hesitate to request the East ramp for runups when departing on Runway 25, allowing for an opportunity to practice this.
# Run Up
- make sure that if you're turning around you continue straight for a bit to straighten out the nose wheel
- if you are stationary you cannot straighten out the nose wheel no matter how hard you push on the pedals
- make sure that you bring mixture to rich before setting 1800 RPM
- good job noticing that something was not right, however
# Normal / Crosswind Takeoff and Climb
- started takeoff roll with window open
- ==**no crosswind corrections on takeoff**==
# Use of Trim
- good job
# Collision Avoidance
- ==**make sure that you consistently lift wing before making all turns**==
- it's very important that you turn this into something you habitually do
# Turn Coordination
# Maneuvering during Slow Flight
- gave choice of clean or landing configuration, chose landing
- altitude $\pm 100$ , airspeed $+10$
- remember that just like in normal cruise flight, turns will always require you to hold the nose up because the nose will have a tendency to go down during a turn, which lead to a slight decrease in altitude and increase in airspeed
# Stall
- gave choice of power on or off stall, chose power off stall
- reduced power, added flaps, descended 100 feet and then ==**added full power to go into uncoordinated power on stall**==
- asked him to take a second to think about it and try the maneuver again
- second attempt, did not descend 100 feet, entered into stall, ==**retracted flaps fully while still in descent**==
- remember that stalls and slow flight must be started at 2,500 ft agl at minimum
# Crabbing
- good job
# Sideslip
- good job
# Normal / Crosswind Approach and Landing
- good job
# After Landing / Parking / Securing
- good job