I, Graeme Mills crawford, Acting Director of Aviation Safety, on behalf of CASA, make this instrument under regulation 61.035 of the Civil Aviation Safety Regulations 1998.

[Signed G.M. Crawford]

Graeme M. Crawford
Acting Director of Aviation Safety

29 April 2021

Part 61 Manual of Standards Amendment Instrument 2021 (No. 2)

1 Name of instrument

 This instrument is the Part 61 Manual of Standards Amendment Instrument 2021 (No. 2).

2 Commencement

 This instrument commences on the day after it is registered.

3 Amendment of Part 61 Manual of Standards

 Schedule 1 amends Schedules 2 and 3 of the Part 61 Manual of Standards Instrument 2014.

Schedule 1 Amendments

[1] Schedule 2, Section 4, Unit A5 (Aeroplane advanced manoeuvres)

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A5 Aeroplane advanced manoeuvres

1                    Unit description

This unit describes the skills and knowledge required to perform advanced manoeuvres in an aeroplane.

2                    Elements and performance criteria

2.1 A5.1 – Enter and recover from stall

(a) perform stalling pre-manoeuvre checks;

(b) recognise symptoms of a stall;

(c) control the aeroplane by trimming and balancing accurately for slow flight and then applying the required pitch, roll and yaw inputs to enter and recover from the following:

(i) slow flight where initial symptoms of a stall become evident;

(ii) stall, recovering without application of power;

(iii) stall, recovering with full power applied (not required for multi-engine aeroplanes);

(iv) stall under the following conditions:

(A) straight and level flight;

(B) climbing flight (not required for multi-engine aeroplanes);

(C) descending flight (not required for multi-engine aeroplanes);

(D) approach to land configuration;

(E) turning flight (not required for multi-engine aeroplanes);

(d) perform stall recovery including the following:

(i) reduce angle of attack;

(ii) prevent yaw;

(iii) use available power and height to increase the aircraft energy state;

(iv) avoid secondary stall;

(v) re-establish desired flight path and aircraft control with balanced control application;

(e) perform stall recovery in simulated partial and complete engine failure conditions;

(f) perform stall recovery at simulated low altitude.

2.2 A5.2 – Avoid spin

This element only applies to a single-engine aeroplane:

(a) perform stalling pre-manoeuvre checks;

(b) recognise wing drop at the stall;

(c) from balanced flight, recover from stall in the attitudes and configurations most likely to cause a wing drop;

(d) perform recovery where the aeroplane exhibits a tendency to drop a wing at the stall, in accordance with paragraph (d) of subclause 2.1 (5.1 – Enter and recover from stall);

(e) perform stall recovery at simulated low altitude.

2.3 A5.3 – Turn aeroplane steeply

(a)       pre-manoeuvre checks for steep turning;

(b)       steep level turn using a nominated bank angle, ending on a nominated heading or geographical feature, without altitude change;

(c)        steep descending turn using a nominated bank angle, ending on a nominated heading or geographical feature ending on a nominated altitude;

(d)       aeroplane operating limits are not exceeded.

2.4 A5.4 – Sideslip aeroplane (where flight manual permits)

(a)        straight sideslip:

(i)         induce slip to achieve increased rate of descent while maintaining track and airspeed; and

(ii)        adjust rate of descent by coordinating angle of bank and applied rudder;

(b)        sideslipping turn by adjusting the bank angle to turn through minimum heading change of 90° at constant airspeed using sideslip, and exiting the turn on a specified heading or geographical feature, within tolerance;

(c)        recover from a sideslip and return the aeroplane to balanced flight.

3                    Range of variables

(a)       activities are performed in accordance with published procedures;

(b)       manoeuvres are performed within operating limits of aeroplane;

(c)        aeroplane with piston or turbine powerplant and propeller;

(d)       aircraft with nose wheel or tail wheel;

(e)       aircraft with fixed or retractable undercarriage;

(f)         aircraft with or without flaps;

(g)       sealed, gravel or grass runways and taxiways;

(h)       windsock located on aerodrome;

(i)         simulated hazardous weather;

(j)         day VFR conditions;

(k)        local area operational limitations such as noise abatement and aerodrome curfews.

4                    Underpinning knowledge of the following:

(a)       operational circumstances where steep turns are required;

(b)       aerodynamic and aeroplane operational considerations related to slow flight, sideslipping, stalling, spinning, steep turns, upset aeroplane states, including but not limited to the following:

(i)         symptoms of approach to stall and throughout the stall manoeuvre until recovery;

(ii)        relationship between angle of attack and stall;

(iii)      effects of weight, centre of gravity position, ‘g’ force and angle of attack;

(iv)      dangers of unbalanced flight;

(v)        principle of stick and control and the point of stall;

(vi)      priority given to reduce angle of attack during stall manoeuvres;

(vii)     loss of height is considered in relation to available height and energy state;

(viii)   the technique of converting excess speed to height;

(ix)      the technique of converting excess height to speed;

(x)        symmetrical and rolling ‘g’ force limitations;

(xi)      higher stall speeds when aeroplane is turning;

(xii)     effects on fuel, pitot and flap systems;

(c)        contents of the flight manual and POH;

(d)       environmental conditions that represent VMC;

(e)       day VFR flight rules;

(f)         relevant sections of the AIP.

[2] Schedule 3, Appendix 1 (Flight Crew Licences and Aircraft Category Ratings), Section 1.3 (Aerodynamics (AD)), Unit 1.3.2 (CADA: CPL aerodynamics – aeroplane), subclause 2.8 (Stalling, spinning and spiral dives)

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2.8 Stalling, spinning and spiral dives

 2.8.1Describe the following:

(a) symptoms of approaching stall;

(b) characteristics of a stall in the following circumstances:

(i) straight and level;

(ii) turning;

(iii) climbing and descending turns.

 2.8.2Explain the following:

(a) the effect of using ailerons when approaching and during the stall;

(b) why an aeroplane may stall at different speeds.

 2.8.3List the effect (increase/decrease/nil) of the following variables on the level flight stall IAS:

(a) power;

(b) flap;

(c) wind shear vertical gusts;

(d) manoeuvres;

(e) weight;

(f) frost and ice;

(g) altitude.

 2.8.4Describe the aerodynamic principles of stall recovery.

 2.8.5Describe manoeuvres during which an aeroplane may stall at an angle which appears to be different to the true stalling angle.

 2.8.6Differentiate between a wing-drop at the stall, spin and spiral dive in a light aeroplane and describe the standard recovery technique from each.