# Oral Notes - Consider using S.P.A.R.R.O.W. Instead of ARROW to recall that aircraft also must have documentation for any supplemental equipment installed after the factory (3rd party installed additional) plus Placards (referenced in Section 2 of the POH) - [x] Review the differences between 100 hour and Annual (inspection authorization) - [x] Review Special Flight Permits - [x] Review why Class E lowers to 700’ AGL surrounding airports to help avoid confusing airspace altitudes between Class G and E airspace - Two-way radio is just identifying call sign, it does not require instructions - [x] Review thunderstorm association with wind shear - [x] Review requesting an early crosswind/turn from the air traffic controller - [x] Review when the LOW FUEL Annunciator comes on - [x] Review why the fuel vent is important to ensure that fuel flow does not become restricted or stopped - We have two magnetos not eight. This could be confused with the spark plugs. - [x] Review how long the standby battery will last once it begins to power the essential bus and what will and what will not be available. Review how to avoid operating the system in a way to ensure flaps are available on approach and landing. - [x] Review best glide’s relationship to induced drag/parasite - [x] Review uncoordinated turns (skids vs. slips). Review how to identify them with means other than the skid/slip indicator # Flight Notes Nick will require a recheck on landings, specifically relating to: touching down at the proper pitch attitude, and maintaining that attitude with elevator back pressure until control effectiveness is lost. Prior to the recheck, Nick and Andre should plan to accomplish the following: - Ensure the correct seat position is set. Nick was seated about an inch too low today. Check that eyes are in line with the top of the door frame, and this corresponds with normal seated posture (not sitting too upright to assess seat position). - Use the trim! Ensure you have a relaxed grip on the control wheel, and anticipate the need for a trim change anytime the speed, power, or configuration is changed. Trim to relieve control pressures during ALL phases of the traffic pattern. In addition, no additional wheels of nose-up trim were used before landing. This will require forward pressure on short final, but is well worth it during the final phases of landing. Implement this, and you will notice immediate results with the finesse you can achieve during the roundout and flare. - Follow through with back pressure during the rollout - you aren't done flying until the airplane is completely stopped! (and even then, you're STILL correcting for the wind while taxiing). Maintain the touchdown attitude until control effectiveness is lost (this will be substantially easier with the trim discussed above), and gently lower the nose while maintaining FULL elevator back pressure. If the nosewheel is shimmying, you probably aren't doing this. NOTES: - ground operations - good. when testing autopilot, use A/P disc or MEPT switches to disconnect rather than AP button. You want to test the methods you would use inflight, and you should never use the AP button to disconnect the autopilot unless the other methods have failed. - traffic patterns - overall, very good job correcting for the wind. when a controller instructs you to "turn crosswind", resuming the traffic pattern (ie turning downwind) is implied. If there is any confusion, it is your responsibility to clarify with the controller. - landing 1: crosswind corrections ok, touchdown attitude ok, but immediately released elevator backpressure upon touchdown. - landing 2: crosswind corrections ok, but very flat touchdown, with no elevator back pressure maintained through rollout. - landing 3: crosswind corrections ok, flatish touchdown, remembered to add elevator back pressure after a few seconds of shimmy during rollout. All 3 landings were a few hundred feet short of declared touchdown point. Overall crosswind technique was good, but review student solo crosswind component limitations.