Lessons Seven & Eight Pattern Operations
Here we are putting together of the basics into a pattern at altitude initially. We walk and talk the airport pattern on the ground. We review the radio work required to arrive and depart a nearby airport hopefully with parallel runways*. At altitude somewhere between the two airports we fly through a simulation of two left and two right patterns using the destination airport runways for headings. Every simulated landing consists of a beginning from level cruise, a prelanding, an abeam the numbers power reduction, trimming to a hands-off approach airspeed that is held constant as the remainder of the pattern is flown. The sequence of adding flaps, retriming, turning base, more flaps, turning final, adding full flaps, and retriming follow in due course. On final I will select an altitude for go-around or flare/go-around. The airspeed determines how the go-around is done. The choice is of going to 20 degrees flaps immediately or flaps are 'milking' off the flaps until climb speed is attained. Aircraft is re-trimmed for Vy climb hands-off.

Once again, we review the radio procedure for arrival. The student does the radio work until turning on to downwind. From this point on, the instructor uses the radio until a departure is requested. The student is expected to verbalize the required thinking and procedures as they occur in the pattern. Every pattern ends with a go-around four left patterns and four right patterns with each four at successively lower altitudes down to the runway. Leaving for home the radio is given to the student.

Lesson Seven
The seventh lesson goes to another controlled airport where the go-around is used only if necessary. Ground preliminaries cover departure, arrival, and taxiing. Solutions thought through for being high or low on base and final. The arrival landing consists of a full stop and taxi back. The student needs to know how to get familiar with ground procedures as well as pattern procedures. The situation is adjusted to expose the student to as many variables as traffic and wind conditions allow. All pattern work is done with the instructor on the radio.

Lesson Eight
This flight is to an uncontrolled airport with all the departure and arrival procedures both as to flying and communications fully covered before entering the plane. As before, the student uses the radio until the pattern work begins after having made a full stop. The 360 turn and communications are done by the student prior to the uncontrolled airport departure. The instructor handles the radio during the remainder of the pattern work until departure for home. Basic VOR navigation might be introduced if facilities are available.

Lesson Nine-Pre-solo ATC Tour
Due to 9/11 Security Requirements it is very difficult to arrange visits to ATC facilities.  Security is more important than you having knowledge of how the ATC system works.
Lesson nine is a visit to a Class C airport and may include visiting an FSS and TRACON. ATC visits can be arranged during low volume periods and good weather. More time is required for this lesson because of the visits but some landings should be made. Again the radio work is shared between student and the instructor. By the end of this lesson the student should be proficient in radio work, the short approach, slow flight in the pattern, adjustment for being high or low, and up to 12 knot 90 degree cross-winds. Since 9/11 such visits are nearly impossible.

Lesson Ten-Solo Pattern Exercise
Lesson ten is a 'required' pre-solo flight that, by pre-arrangement will be an ATC exercise with the controller directing the aircraft through about 45 minutes of flight. The intent is to expose the student anything that could happen at the airport through ATC direction. Typically this would include, changing runways, doing 360s, 270s, and 180s. Variations of the landing options are performed as directed, light signals, simulated radio problems, and some creative selections. The student is told that he will not be allowed to make a mistake. The same assurance is not offered to ATC or the instructor. From this flight the student is expected to be 'responsible' for the radio.

Solo usually takes place within the next three lessons when the student demonstrates ability to fly, communicate, and have enough reserve awareness to carry on a side conversation. Total time to solo is never an issue with the instructor. You're ready when we both agree you're ready.

Minimum Preflight
The absolute minimum preflight made should consist of at least a walk-around, an engine compartment check, and an oil check. This might occur if you landed and stood by the plane while talking with another pilot. If you leave the plane you should do a walk-around as well just in case a fuel truck hit the plane.

Ready to Solo
Introduction
Solo preparation began on the first flight. All the airwork of four basics, the ground reference, slow flight, trim, flaps, airspeed control, energy management, radio usage, and orientation have been, to a great extent directed toward the day a student does it all alone.

Preliminary to the flight are FAA required paper work, study, and testing. Performance parameters must be met. Safety is the primary consideration. The student must have reached a level of confidence and performance where there is a feeling of competence. Must share the responsibility and sense that the student is competent. There is a laundry list of both legal and safety requirements that must be met.

One way to judge the intellectual and emotional load of a student on any pre-solo flight is to see if he can handle the landing process while conversing about some unrelated subject just as he would in an automobile. It's nice to know that the student has some capacity left for emergencies when the instructor gets out.

The extent of the testing of FARs and aircraft knowledge will vary but must cover all required material in both extent and depth to assure competency. Airport and radio procedures should be covered for all anticipated solo situations. The words, "student pilot", now become part of the aircraft identification whenever the full aircraft identification is appropriate. i.e. "Cessna 618 student pilot"

Pre-solo flight training
(1) Preflight, Engine operation, systems
(2) Starting, taxiing, runup
(3) Takeoff & landings, normal and crosswind
(4) Flying straight and level, shallow, medium and steep turns.
(5) Climbs and climbing turns
(6) Traffic pattern entries and departures, collision and large aircraft wake avoidance
(7) Descents straight and w/turns, with and w/out flaps
(8) Speeds cruise through minimum controllable
(9) Emergencies and malfunctions
(10) Ground reference maneuvers
(11) Power-off landings
(12) Slips to a landing
(13) Go arounds from base turns through final flare
(14) Forced landings from takeoff to anywhere in the pattern
(15) Stall entries w/varied attitudes and power with recovery at first sign

Required Knowledge
---FAR Part 61.87:
AIRCRAFT;
--Oil levels
--Required papers
--Required inspections
--Weight/balance limits
--Rotation/climb speeds
--Emergency operations
--Approach/landing speeds
--License/medical certificate
--Student Pilot Requirements
--Fuel consumption/flight time
-- Effect of bank on stall speed
--Flap use/go-around procedures

Knowledge of flight rules
--FAR PART 91
-- Endorsements
--Emergencies/priorities
--License and Logbook
--Slow flight/stall recognition-recovery
--Proficient in pre-flight/run up-taxiing
--Proficient in climbs/turns/level/descents
--Traffic patterns/ground reference/collision avoidance

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