One of the habits I emphasize with instructor applicants is something simple: don’t rush the maneuver.
Many training errors do not occur during the maneuver itself. They occur before the maneuver even starts. The airplane may not be configured correctly, the area may not have been cleared, or the learner may rush the setup and miss something important. When that happens, the applicant begins the maneuver from a poor starting point and their opportunity for success is already reduced.
To avoid that problem, I like to use the acronym CHAPS, which provides a simple structure for preparing the airplane and environment before beginning a maneuver. The concept itself is not something I created. CHAPS appears in FAA training guidance, including Advisory Circular 61-98, where it is presented as a practical method instructors and pilots can use to ensure the aircraft and situation are properly set up before maneuver-based training begins.
Maneuver-Based Training
Practical tests are built around individual maneuvers or tasks, each with its own setup, objectives, and completion standards. Although examiners often incorporate scenarios into the evaluation, the test still requires the applicant to demonstrate specific maneuvers. In practice, this means the evaluation becomes a series of demonstrations in which the applicant sets up for a maneuver, performs it, recovers, and then transitions to the next task.
Because of that structure, instructors should think about maneuvers the same way. Each one has three phases: setup, execution, and completion.
The setup phase is where many training problems begin. If the airplane starts the maneuver poorly configured or poorly positioned, the maneuver often deteriorates quickly. That is where CHAPS can help.
The CHAPS Setup
CHAPS provides a structured way to prepare the aircraft and environment before beginning a maneuver. It is used throughout My CFI Book to conduct pre-maneuver checks and set the aircraft’s configuration. See the Steep Turns page as an example.
Clear the Area
The first step is simply clearing for traffic. Both pilots visually scan for other aircraft and ensure the maneuver area is free of conflicts. This habit reinforces situational awareness and prevents training maneuvers from creating unnecessary risk.
Heading Established and Noted
Establishing a heading provides a reference point before beginning the maneuver. Setting the heading bug and identifying visual references or landmarks outside the aircraft helps maintain orientation during the maneuver.
Altitude Established
Before beginning the maneuver, confirm a safe altitude.
Typical considerations include:
- No lower than 1,500 or 3,000 feet AGL unless otherwise appropriate (ACS requirement)
- Anticipating altitude loss during the maneuver, especially during stall training
Position
Position is where pilots should think more broadly about the airplane’s environment. The aircraft should be placed where maneuvering makes sense from both a safety and instructional standpoint.
This includes considering:
- Proximity to suitable emergency landing areas
- Nearby airports or traffic patterns
- Airspace boundaries
- Terrain or obstacles
Set Power and Configuration
Finally, the airplane is configured for the maneuver. This is where aircraft-specific configuration flows become important. Every airplane has slightly different systems and procedures, so instructors should adapt the flow accordingly.
Once the airplane is properly configured, it is slowed to the appropriate entry speed, such as liftoff speed for a power-on stall or approach speed for a power-off stall. At this point, the aircraft is ready to begin the maneuver.
Configuration Flows
In practical flight training, most maneuvers begin with one of two basic aircraft configurations:
- Clean (Cruise) Configuration
- Landing Configuration
These flows are typically performed as part of the “Set Power and Configuration” portion of CHAPS. They must always be adapted to the specific aircraft.
You can modify the Pre-Maneuver Configuration Flows in the Basic Flight Maneuvers page of My CFI Book.
Note: In simpler airplanes, I often modify the configuration flow to: “fuel, fuel, fuel, flaps.” This means to check fuel pump, fuel selector, and mixture, followed by flaps. The phrase keeps the configuration flow simple.
Clean (Cruise) Configuration Flow
A clean configuration minimizes drag and maximizes performance. It is commonly used for maneuvers such as steep turns, chandelles, and lazy eights.
Typical flow:
- Fuel Pump – ON
- Fuel Selector – BOTH or as appropriate
- Mixture – Full rich (adjust above 4,000 ft density altitude if necessary)
- Carburetor Heat – OFF
- Propeller – Full forward (low pitch / high RPM)
- Landing Gear – UP
- Flaps – Retracted (0°)
Landing Configuration Flow
A landing configuration simulates approach conditions and higher-drag flight. It is commonly used for maneuvers such as power-off stalls, elevator-trim stalls, and maneuvering during slow flight.
Typical flow:
- Fuel Pump – ON
- Fuel Selector – BOTH or as appropriate
- Mixture – Full rich (adjust above 4,000 ft density altitude if necessary)
- Carburetor Heat – ON
- Propeller – Full forward (low pitch / high RPM)
- Landing Gear – DOWN
- Flaps – Extended (full or partial as appropriate)
The Importance of Slowing Down
One of the biggest problems in maneuver training is rushing between maneuvers. A pilot finishes one maneuver and immediately starts another without resetting the airplane. Altitude drifts. Configuration is incomplete. Something gets forgotten.
A common example occurs during stall demonstrations. A pilot might begin a power-off stall but forget to demonstrate the required descent portion before the stall occurs.
These mistakes are usually not a lack of skill. They are a lack of setup discipline. The solution is simply to slow down and run through the setup again before beginning the next maneuver.
Ending With a Checklist
After completing a maneuver, the airplane should be returned to normal flight operations. This typically means returning the aircraft to a normal configuration and completing the appropriate checklist. The Airman Certification Standards reinforce this habit repeatedly at the end of many maneuver tasks with the simple instruction: “Complete the appropriate checklist(s).”
This emphasis highlights an important principle in training. Maneuvers are temporary deviations from normal flight, not the normal condition of the aircraft. Resetting the airplane and running the checklist ensures the aircraft is properly configured and prepares the pilot for whatever comes next.