Tecnam V-Speed User manual

V-Speed Quick Reference
V-Speed KIAS Description Airspeed Indicator Marking
Vso 53 Stall speed in landing configuration Bottom of White Arc
Vmc 62 Minimum controllable airspeed Red Line
Vs 66 Stall speed with zero flaps Bottom of Green Arc
Vr 65 Rotation speed (start rotation)
Vx 72 Best angle of climb
Vxse 83 Best angle of climb single-engine
Vsse 70 Safe speed for intentional engine failure
Vy 84 Best rate of climb
Vyse 84 Best rate of climb single-engine Blue Line
Vfe 93 Full 40° 122 at 15 ° Maximum flap extension speed Top of White Arc
Vlo (Up) 122 Maximum gear retraction speed
Vlo (Down) 122 Maximum gear extension speed
Vle 122 Maximum speed with gear extended
Vno 135 Max Structural Cruising Speed Top of Green Arc
Vne 171 Never exceed speed Red Line
Va 122 Maneuvering speed
Maximum demonstrated crosswind 17

Commercial Multiengine Add-On Tasks & Procedures
In Flight Procedure Checklists
These procedures are general procedures and are used many times throughout the course of a flight.
They should be memorized and used as a flow checklist, not a do list. This will allow the pilots attention
to be focused on situational awareness and safety in the critical phases of flight.
Climb Configuration Flow
This flow is used to transition, and decreased stress and wear on the engines.
Procedures:
1. Power Set 27” MAP and 2250 RPM
2. Gear UP -Once positive rate and 84 KIAS is attained
3. Flaps UP at 400 ft AGL
4. Airspeed 84 KIAS until safe altitude then 95-115 KIAS
Cruise Configuration Flow
This flow is used to transition the aircraft from a climb/descent configuration to a cruise configuration. It
is also to be used at the completion of all maneuvers. The power settings listed are a standard
configuration, and can be modified according to the cruise settings listed in the POH or the desired
airspeed.
Procedures:
1. Power Set 24”/1900-2200 RPM (normal)
20”/1900-2200 RPM (maneuver)
2. Engine Instruments Check all green
3. Lights Landing/Nav as required
4. L Fuel Pump OFF/Check Pressure
7. R Fuel Pump OFF/Check Pressure

Gear Down Before Landing Flow
This flow is utilized in multiple phases of flight. It is used primarily for landing as the name suggests, but
it is also utilized in maneuvers that are to be completed in the landing configuration. It is also used on all
approaches. The only thing that will change on this flow is the appropriate amount of flaps used and this
will all be up to the pilot’s discretion.
Procedures:
1. Power As required
2. Gear Down (3 Green, No Red, No amber) below 122 KIAS
3. Parking Brake Off
4. Chokes Off
5. Carb Heat Off
6. Props Forward to MCP
7. Electric Fuel Pumps On
8. Flaps T/O setting
9. All Lights On
10. Flaps Full down landing assured
11. Final Approach Speeds Vref 70 KIAS full flaps
Vref 80 KIAS flaps set T.O.
Vref 90 KIAS zero flaps
Pre-Maneuver Checklist
The purpose of the Pre-Maneuver Checklist is to configure the aircraft for the maneuver, establish
situational awareness prior to beginning the maneuver, and to ensure the maneuvers can be
accomplished safely. This checklist should be completed prior to each maneuver, even if you are
repeating the same maneuver. The following items will be verbally called out and visually checked even
if actual manipulation of the system/switches is not required.
IP3C’s
Instruments: -Check for normal operating conditions.
Position: -Identify position of aircraft in relation to nearest emergency field.
Clear: -Conduct 180 degrees of clearing turns.
-Correct heading, altitude, and airspeed prior to entry.
Call: -Report on Air to Air Frequency (122.75 MHz)
Configure: -Appropriate Flow

Takeoffs, Landings, and Go-Arounds
Normal Takeoff
A normal takeoff is the controlled movement of the aircraft from the starting point on the runway,
transition down the runway, liftoff from the ground and coordinated climb away from the ground.
Procedures:
1. Complete Before Takeoff and Line Up Checklist.
2. Verify Flaps Takeoff 15° (takeoff), taxi on to the runway, hold brakes.
3. Increase throttles to 20” MP, check “Engine in Parameters”.
4. Release brakes and increase throttles to Full power, “Airspeed Alive”.
5. Accelerate to Vr, 65 KIAS. Announce “Rotate” and smoothly apply back pressure.
6. Establish a positive rate of climb and retract gear when reaching blue line 84 KIAS, “Positive Rate,
Gear UP”.
7. Climb at Vyse, 84 KIAS/Blueline until 1000 ft AGL.
8 Gear up once 84 KIAS is attained
9. Retract the flaps at 400 ft AGL.
10. At 1000 ft AGL, After Takeoff Checklist.
Normal Approach and Landing
A normal landing is a transition from flight to touchdown of the aircraft at the intended touchdown
point on the centerline of the runway with the main landing gear followed by a controlled lowering of
the nose wheel. The landing is complete when the aircraft is slowed to a safe speed and exits the
runway.
Procedures:
1. Complete In Descent/Approach Checklist.
2. Slow to 100 KIAS before entering the traffic pattern.
3. When ready to descend out of TPA, Gear Down Before Landing Flow Checklist.
4. Descend out of TPA at Blueline (84 KIAS).
5. On Base, Approach Flow Check.
6. On final slow to 71 KIAS, Final Check.
7. Taxi Clear of the runway and perform, After Landing Checklist.

Short Field Takeoff and Climb
Short field takeoffs are often required when there is minimal runway distance or when obstacles on the
departure end of the runway require minimizing takeoff roll and maximizing obstacle clearance.
Procedures:
1. Complete Before Takeoff and Line Up Checklist.
2. Verify Flaps set at T/O (takeoff), taxi on to the runway, hold brakes.
3. Increase throttles to 20” MP, check “Engine in Parameters”.
4. Increase throttles to Full power.
5. Release brakes, “Airspeed Alive”.
6. Rotate as per POH, approximately 65 KIAS.
7. Establish Positive Rate of Climb and retract the gear.
8. Maintain Vx, 72 KIAS until clear of obstacles.
9. Once clear of obstacles retract flaps and accelerate to Vyse, 84 KIAS/Blueline until 1000 ft AGL.
10. At 1000 ft AGL, After Takeoff Checklist.
Short Field Visual Approach and Landing
A short field landing is required when the landing area is relatively short or when obstacles on the
approach end of the runway limit available landing area. The landing is complete when the aircraft is
slowed to a safe speed and exits the runway.
Procedures:
1. Complete In Range/Descent Checklist.
2. Slow to 100 KIAS before entering the traffic pattern.
3. When ready to descend out of TPA, Gear Down Before Landing Flow Checklist.
4. Descend out of TPA at Blueline (84 KIAS).
5. On Base, Approach Flow Check
6. On Final: a) Full flaps 40° landing assured
b) Slow aircraft to 71 KIAS and Final Check
7. Retract flaps after touchdown. (Caution- Do not retract landing gear)
9. Max breaking (Simulate for training purposes).
10. Taxi Clear of the runway and perform, After Landing Checklist.

Go-Around
A go-around/balked landing is used anytime the pilot deems the approach is unsafe, not stable,
or is instructed to do so by the tower. The go-around procedure is complete when the aircraft
has safely performed the tasks listed below.
Procedures:
1. Propellers-Full forward
2. Throttles-Max Power
3. Flaps-Retract to T/O (takeoff) setting
4. Airspeed- Vx or Vy as appropriate for terrain
5. Gear-Positive rate gear up
6. Flaps-Retract remainder of flaps, accelerate to Vyse 84 KIAS
In-Flight Maneuvers
Specific completion standards listed in the Commercial/Private/ATP PTS. All Maneuvers listed below are
detailed for commercial ACS standards and procedures. Slight differences exist for the other levels of
checkride, so please refer to those before commencing training.
No intentional engine shutdowns below 4000 ft AGL and no securing of engines or single engine
maneuvering while secured to be completed below 4000 ft AGL. Have a suitable landing airport nearby.
Steep Turns
A Steep turn is a maneuver that tests the pilots ability to control the aircraft’s altitude, airspeed through
consistent high angle of bank turns, and accurate heading reversals.
Procedures:
1. IP3C’s Pre-maneuver Checklist.
2. Verify power is set to 22” MP, 2250 RPM. About 100 KIAS
3. Set bug to entry heading, and pick visual reference point.
4. Begin a coordinated turn in the desired direction.
6. When passing through approximately 30°, adjust power/trim as necessary (generally +/- 1-2” of MP
and trim).
7. Perform left 360° turn maintaining 50° +/- 5°.
8. Roll out on entry heading.
8. When transitioning, adjust power as necessary to maintain standards.
9. Perform right 360° turn maintaining 50° +/- 5°.
10. Roll out on entry heading.
11. Cruise Flow Checklist.

Maneuvering During Slow Flight
This maneuver establishes the aircraft at minimum controllable airspeed; or an airspeed just above the
stall speed in order to allow the student to feel, understand, and recognize how the airspeed, altitude,
and load factor all relate to each other. Minimum controllable airspeed is defined as the speed at which
with any further increase in angle of attack, increase in load factor, or decrease in power would result in
an imminent stall.
Procedures:
1. IP3C’s Pre-maneuver Checklist.
2. Gear Down Before Landing Flow Checklist.
3. Flaps Down below 93 KIAS
4. Props Forward below 90 KIAS
3. Slow to just above stall (app. 70 KIAS).
4. Adjust power as necessary (app. 19” MP) to maintain altitude and airspeed.
5. Recover with:
a. Power to- Max power
b. Flaps- Reduce flaps T/O (takeoff) setting
c. Accelerate to Vx 72
d. Positive Rate Gear UP
e. Accelerate to Vye 84
f. Flaps Retract remainder of flaps
6. Cruise Flow Checklist.
Power-Off Stall
This procedure enables the student to recognize the characteristics of an impending stall as well as
practice the recovery from a stall. The power off stall simulates a typical stall condition of an aircraft as it
approaches for a landing. This may be accomplished on an established heading or in a max 20° bank
turn.
Procedures:
1. IP3C’s Pre-maneuver Checklist.
2. Gear Down Before Landing Flow Checklist.
3. Establish a stabilized decent at 75 KIAS.
4. Reduce Power to Idle, and transition smoothly to a normal landing attitude.
5. Horn, Buffet -Recover promptly at the onset of the stall by simultaneously:
a. Reducing the angle of attack
b. Set max power

c. Level wings
After these are completed, promptly:
d. Flaps Reduce flaps to 15° takeoff setting
e. Accelerate to Vx 72 KIAS
f. Positive Rate Gear UP
g. Accelerate to Vyse, 84
f. Positive rate Retract remainder of flaps
9. Cruise Flow Checklist.
Power-On Stall
This procedures enables the student to recognize the characteristics of an impending stall as well as
practice the recovery from a stall. The power-on stall simulates the typical flight conditions of an aircraft
that stalls during a climb or departure from an airfield. This maneuver can be done in either the takeoff
configuration, gear down and flaps up, or in the departure configuration, both gear and flaps up as
specified by the instructor or examiner.
Procedures:
1. IP3C’s Pre-maneuver Checklist.
2. Configure with the Cruise Configuration Flow (Maneuver):
a. Takeoff Configuration: Gear DOWN, FLAPS 10°
b. Departure Configuration: Gear UP.
3. Reduce power to 15” MP.
4. Slow to Liftoff Speed, app. 65 KIAS.
5. Transition smoothly into a normal takeoff attitude and increase power to 19” MP. (65 % power)
6. Horn, Buffet -Recover promptly at the onset of the stall by simultaneously:
a. Reducing the angle of attack
b. Set max power
c. Level wings
7. Accelerate to Vx (72 KIAS), establish positive rate of climb.
8. Retract Gear (if necessary), accelerate to Vyse (84 KIAS), then retract FLAPS
9. Cruise Flow Checklist.
Accelerated Stall
This procedure enables the student to recognize the relationship between an increase in load factor and
a proportional increase in stall speed. It also enables a student to recognize and recover from an
impending stall encountered in maneuvering flight. This maneuver is performed in the clean
configuration and can be performed in either a bank to the left or right.
Procedures:

1. IP3C’s Pre-maneuver Checklist.
2. Configure with the Cruise Configuration Flow. (Maneuver)
3. Set bug to entry heading, pick visual reference point.
4. Begin a coordinated turn in the desired direction to a bank of 45°.
5. After passing through approximately 30°, slowly reduce throttles to idle.
6. Maintain altitude to induce the stall.
7. At the onset of the stall, simultaneously reduce angle of attack, set max power, and level the wings.
8. Cruise Flow Checklist
Vmc Demonstration
This maneuver is designed to teach the student how to recognize and recover from a loss of directional
control with the critical engine inoperative. Vmc is defined as the minimum airspeed at which directional
control can be maintained with the critical engine inoperative. It is not a fixed airspeed and is
determined by many factors. The student must know and understand these factors and the procedure
used to recover from a loss of directional control.
Procedures:
1. IP3C’s Pre-maneuver Checklist.
2. Configure for FLAPS at 15° takeoff and GEAR up.
3. Slowly close the left throttle.
a. Maintain heading and altitude.
3. Slow to 84 KIAS, upon reaching:
4. Slowly increase the right throttle to full power.
a. Maintain heading and altitude.
b. Up to 5° bank into the operative engine.
5. Increase the pitch attitude in order to lose 1 knot per second.
a. Increase rudder as necessary to maintain directional control.
6. Recover at first sign of:
a. Loss of directional control. (Full rudder travel)
b. First indication of stall (horn or buffet).
7. Recover by:
a. Reducing power on the operative engine.
b. Decrease angle of attack.
c. Maintain within 20° of initial heading.
8. Once directional control has been established, increase right throttle to full.
9. Accelerate to Vye, 84 KIAS.
10. Bring throttles together slowly to 20” MP.
11.Cruise Flow Checklist.

*** Vmc Bible ***
“I have lost directional control when I have full rudder deflection into the operative engine and the
aircraft begins to yaw into the inoperative engine. To recover, I will simultaneously reduce angle of
attack and reduce power on the operative engine.”
Emergency Procedures Guide
This section goes over some of the most commonly used emergency procedures and ones specific to the
testing phase of the pilot practical examinations. There are more procedures available than those listed
here, for those please refer to the Piper Seminole POH.
Recovery from Unusual Attitudes
These procedures should be utilized when the aircraft enters an unusual flight attitude. The procedures
have been established to quickly and safely return the aircraft to straight and level instrument flight
while minimizing a potential stall or overstressing the aircraft.
Procedures:
Nose High: Nose Low:
1. Add full power 1. Reduce Power
2. Pitch level 2. Roll wings level
3. Roll wings level 3. Pitch level
4. Cruise checklist 4. Cruise checklist
Emergency Descent
This procedure is used to show the student how to descend the aircraft to a lower altitude as quickly
and as safely as possible. This can be done for a number of reasons, such as an uncontrollable fire, a
sudden loss of cabin pressure, or any situation requiring an immediate and rapid descent. The descent
should be made at the maximum allowable airspeed consistent with the procedure used.
Procedures:
1. IP3C’s Pre-maneuver Checklist.
2. Configure with the Clean Configuration Flow.
3. Upon commencement of the maneuver:
a) Throttles IDLE
b) Gear DOWN (Below 122 KIAS)
c) Props FULL FWD
4. Maintain a max of 122 KIAS during decent.

5. Simulate declaring an emergency.
6. Recover at designated altitude.
*** A positive load factor should be maintained throughout the maneuver. Therefore, a 30°-45° angle of
bank should be used to establish the decent and maintained throughout the maneuver, both for extra
visual scanning and for load factor.
In-Flight Engine Failure
This procedure is used when there is a failure or partial loss of power for one of the engines in our
aircraft. For a conventional twin aircraft, this situation would be the most adverse with a loss of the
critical engine, normally the left engine. The maneuver shall be completed above 4000 ft AGL over an
area where a landing can be made with a single engine. No engine failures may be made below 3000 ft
AGL using the fuel selector or ignition switches and no engine securing is authorized below 4000 ft AGL
for training purposes.
***All Steps below need to be memorized. They are instant action items and should be accomplished
from memory with no hesitation. The troubleshoot checklist should be performed as a flow with a
confirmation using the checklist. After this, proceed to the Engine Failure Secure Checklist.
Procedures:
1. Maintain Directional Control/Pitch Attitude/Airspeed/ Vyse 84 KIAS
2. Props Full FWD
4. Throttles Full FWD
5. Flaps UP
6. Gear UP
7. Identify Dead Foot
8. Verify Close Dead Throttle
-- Troubleshoot Flow Checklist/Altitude Permitting
Ignitions ON/Check
Fuel Qty/Pressure Check
Oil Temp/Pressure Check
Fuel Pumps ON
Carb Heat ON/Check/OFF
Fuel Selectors ON
--If Engine is still Inoperative, proceed:
9. Prop Inop Engine Feather
If altitude permits, proceed to the Engine Failure Secure checklist (next page).

Engine Failure Secure
After the failed engine has been identified, feathered, and coordinated level flight has been established,
the inoperative engine can be secured according to the procedure below. For training purposes, except
for the cowl flaps and fuel pumps, all of these items will be simulated so as not to increase any possible
risk.
Procedures:
1. Throttle Inop Eng IDLE
2. Inop Eng Ignition OFF-ONE AT A TIME
3. Inop Eng Prop FEATHERED
3. Inop Eng Fuel Selector OFF
4. Inop Eng Fuel Pump OFF
5. Inop Eng Field Switch OFF
Airstart of a Failed Engine
Once an engine has been secured and any desired maneuvering is completed, the engine may be
restarted. Please refer to the POH to see if your aircraft uses this procedure or not.
Procedures:
1. Inop Eng Fuel Quantity Check
2. Inop Eng Fuel Selector ON
3. Inop Eng Throttle Lever Idle
4. Inop Eng Propeller Full Forward
5. Inop Eng Fuel Pump On
6. Inop Eng Ignition Switches On
7. Inop Eng Start button Push
8. Oil Pressure Check
9. Electrical System Restore
10. When Engine begins to run, slowly increase throttle to 15” MP until CHT is in the Green.
10. Cruise Checklist.