Before a student pilot is allowed to fly solo for the first time, the FAA requires them to demonstrate proficiency in a specific set of fundamental maneuvers and procedures.
These skills, outlined in FAR § 61.87(d), ensure that the student is capable of safely handling the aircraft alone, without direct instructor supervision. From basic operations like takeoffs and landings to emergency procedures and stall recovery, each item serves a critical role in building confidence, competence, and safety.
What follows is a breakdown of each of the 15 required areas in detail, offering examples and context to help you prepare for your first solo flight.
| Federal Aviation Regulation | Maneuver | Description |
|---|
| 61.87(d)(1) | Flight preparations | Demonstrate knowledge of preflight planning, aircraft systems, and engine checks. |
| 61.87(d)(2) | Taxiing and surface operations | Show control during taxiing and perform proper engine runup procedures. |
| 61.87(d)(3) | Takeoffs and landings | Perform normal and crosswind takeoffs and landings accurately. |
| 61.87(d)(4) | Straight and level flight; turns | Maintain heading and altitude in level flight and turns in both directions. |
| 61.87(d)(5) | Climbs and climbing turns | Execute climbs and turning climbs with correct airspeed and coordination. |
| 61.87(d)(6) | Airport traffic patterns | Fly standard traffic pattern and understand entry/departure procedures. |
| 61.87(d)(7) | Descents and descending turns | Control descents and descending turns while maintaining altitude and airspeed. |
| 61.87(d)(8) | Flight at various airspeeds | Fly from cruise to slow flight, demonstrating control at different airspeeds. |
| 61.87(d)(9) | Stall entries | Demonstrate safe and intentional stalls from straight flight and turns. |
| 61.87(d)(10) | Stall recovery | Recover from stalls with minimal altitude loss using proper technique. |
| 61.87(d)(11) | Emergency procedures | Respond appropriately to simulated emergencies and equipment malfunctions. |
| 61.87(d)(12) | Ground reference maneuvers | Fly accurate maneuvers using visual ground references, correcting for wind. |
| 61.87(d)(13) | Simulated engine-out approaches | Approach a landing area while simulating engine failure, managing glide path. |
| 61.87(d)(14) | Slips to a landing | Use slips to adjust descent and alignment for landing, especially without flaps. |
| 61.87(d)(15) | Go-arounds | Abort a landing and safely execute a go-around with proper pitch and power use. |
These are the required skills a student pilot must demonstrate proficiency in before being endorsed for solo flight by a flight instructor.
1. Pre-Flight Planning & Preparation
Before solo flight, you must prove that you can prepare for a flight thoroughly and safely.
This includes performing a physical inspection of both the exterior of the aircraft as well as the interior.
It also includes checking the weather, calculating weight and balance, understanding aircraft performance data, familiarizing yourself with all of the information about your takeoff and destination airports, and the airspace that you will be flying enroute through.
It may even involve filing a flight plan if necessary.
You should also be familiar with your aircraft’s systems—like electrical, fuel, and avionics—and be able to explain how they work.
Power plant operation means knowing engine limitations, start-up procedures, and what to do in case of abnormal engine behavior.
For example, you should know how to read oil pressure and temperature gauges, understand when your engine is running lean or rich, how to tell if the gyroscope is functioning properly, and how to properly use carburetor heat or mixture control… just to name a few.
2. Taxiing and Surface Operations, Including Run-Up Checks
You must demonstrate proficiency in taxiing the aircraft safely and smoothly, including using proper control inputs for wind correction.
You should understand airport markings, signs, and lighting, and be able to comply with and follow ATC directives or follow established non-towered airport procedures.
During run-ups, you will need to perform engine checks according to the aircraft’s checklist, such as checking magneto drops, carb heat, and verifying oil pressure and temperature are in the green.
For instance, if your runup reveals a large magneto RPM drop, you should recognize it may indicate fouled spark plugs and know how to troubleshoot (e.g., lean the mixture and run at a higher RPM).
3. Takeoffs and landings (Both Normal and Crosswind)
This item means you must be able to take off and land smoothly under both calm and windy conditions.
A normal takeoff involves aligning the aircraft with the centerline, applying full power, keeping directional control with the rudder, and rotating at the correct speed.
For crosswind takeoffs and landings, you’ll need to use aileron deflection into the wind during the ground roll and execute a sideslip or crab on approach, followed by a proper de-crab or wing-low method during landing.
You must also demonstrate good airspeed control, proper flare timing, and use of rudder to stay on the centerline.
4. Straight & Level Flight, & Level Turns in Both Directions
You should be able to maintain altitude, heading, and airspeed in straight-and-level flight.
This means scanning your instruments, trimming the aircraft, and making small, smooth control inputs.
You will also need to demonstrate level turns to the left and right, using coordinated aileron and rudder inputs.
For example, in a Piper Warrior, you might be asked to perform a 90° turn at 30° bank while maintaining 3,000 feet and 90 knots.
You’ll be expected to roll into and out of the turn smoothly and keep the turn coordinated (centered ball).
This demonstrates your understanding of basic control and coordination.
5. Climbs and Climbing Turns
You must show that you can perform both normal climbs and climbing turns while maintaining a safe airspeed and coordinated flight.
A normal climb involves adjusting pitch to reach Vy (best rate of climb speed) and making minor rudder corrections to stay coordinated.
For example, after takeoff, you should establish a climb at around 79 knots (in a Piper Warrior), keep the ball centered, and adjust trim.
Climbing turns are used to turn toward a new heading while climbing.
You’ll need to use shallow banks (typically no more than 20°) to prevent excessive load factor and airspeed loss.
6. Airport Traffic Patterns & Entry / Departure Procedures
You need to demonstrate that you can safely operate within the airport traffic pattern, typically flown at 1,000 feet AGL.
This includes understanding standard pattern legs (upwind, crosswind, downwind, base, and final) and knowing how to make correct radio calls, and interpret the radio calls that other aircraft are making on the same frequency.
You should know how to enter the pattern at a 45° angle to the downwind leg, maintain proper spacing, and fly a rectangular pattern.
For non-towered airports, situational awareness and good communication are key.
On departure, you should know when and how to turn crosswind and exit the pattern, such as departing straight out or making a 45° turn on the upwind.
7. Collision Avoidance
Before flying solo, student pilots must demonstrate an understanding of how to avoid midair collisions with other aircraft, as well as be able to mitigate the risk of loss of control and subsequent impact into terrain due to windshear or wake turbulence.
Collision avoidance involves vigilant scanning for traffic, using proper radio communication, and adhering to right-of-way rules.
Windshear, which refers to a sudden changes in wind speed or direction, can be dangerous, especially during takeoff and landing.
You should know how to recognize and recover from windshear situations.
Wake turbulence from larger aircraft can flip or roll a light plane if not avoided properly; staying above and landing beyond the flight path of heavy aircraft is essential.
Awareness and good judgment in these areas are key to solo safety.
8. Descents and Descending Turns
You must demonstrate that you can manage your descent properly by controlling pitch, power, and airspeed.
For example, a standard descent might involve reducing power to 1,500 RPM, maintaining a slight nose-down pitch, and trimming accordingly.
You must also demonstrate descending turns, which are used to lose altitude while maneuvering—such as descending into a traffic pattern from cruise altitude.
A common example is initiating a 500 ft/min descent while maintaining a 30° bank to enter the downwind leg.
All descents must be coordinated, with constant attention to engine parameters, airspeed, and situational awareness (e.g., traffic and terrain).
9. Flight at Various Airspeeds (From Cruise to Slow Flight)
You must demonstrate control of the aircraft at a range of airspeeds, including slow flight—typically just above stall speed.
In slow flight, you’ll configure the aircraft with full flaps, reduce power, and maintain altitude with increased back pressure.
This teaches energy management and how the controls behave differently at low speeds (e.g., sluggish ailerons, more rudder needed).
For example, you may be asked to maintain 55 knots with full flaps in level flight, making gentle turns.
You will also demonstrate flying at cruise speeds, transitioning between airspeeds, and understanding the relationship between pitch, power, and airspeed.
10a. Stall Entry & Recovery Procedures
You must show that you can safely and deliberately enter stalls.
A stall occurs when the wing exceeds its critical angle of attack.
You will demonstrate power-off stalls (simulating an approach) by gradually reducing power and increasing pitch until the aircraft stalls.
You will also be asked to enter a stall from a banked turn, which simulates a stall base-to-final.
In both cases, the goal is to recognize the signs—buffeting, mushy controls, stall warning horn—and enter the stall cleanly.
This teaches you how to identify and avoid unintentional stalls, especially during high-workload phases of flight like landing.
10b. Recovery From Stalls
Just as important as entering a stall is recovering from it safely and promptly.
You will need to demonstrate that you can recover with minimal altitude loss.
The general stall recovery steps are: lower the nose to break the stall, apply full power, and level the wings as needed.
Then adjust pitch to climb and retract flaps in stages.
For instance, in a power-off stall with full flaps, you’d add full throttle, reduce pitch to lower the angle of attack, and raise flaps incrementally while maintaining a positive climb.
You will also need to verbalize what you’re doing and why.
11. Emergency Procedures
You must know how to respond to a variety of in-flight emergencies.
This includes simulated engine failures, electrical malfunctions, and unusual indications.
For example, if your engine quits at altitude, you should immediately pitch for best glide speed, select a suitable landing spot, and go through the engine restart checklist.
If unsuccessful, you’ll prepare for an emergency landing.
You will also need to know how to respond to a radio failure (e.g., light gun signals), oil pressure loss, or electrical smoke in the cockpit.
Knowing your aircraft’s emergency procedures and practicing them builds confidence and improves decision-making in real emergencies.
12. Ground Reference Maneuvers
These maneuvers test your ability to fly precisely in relation to landmarks on the ground, compensating for wind.
Common examples include turns around a point, rectangular course, and S-turns across a road.
The goal is to maintain constant altitude and distance from the ground feature while adjusting bank angle to account for wind drift.
For instance, in a turn around a point, you’ll steepen the bank on the downwind side and shallow it on the upwind side to maintain a perfect circle.
These maneuvers sharpen your coordination and wind correction skills, which are essential for pattern work and navigation.
13. Simulated Engine Failures
This exercise prepares you for engine failure near the airport.
Your instructor may pull the throttle to idle abeam the touchdown point, simulating a loss of power.
You will be expected to glide to the runway using proper judgment of altitude and distance.
You must select the right approach path, manage airspeed (best glide), and possibly use flaps or slips to adjust your descent.
For example, if you’re too high on final, you might perform a forward slip to lose altitude.
Practicing this helps you develop energy management skills critical in real emergencies.
14. Slips to a Landing
A slip is used when you’re too high on final and need to lose altitude quickly without increasing airspeed.
You will demonstrate a forward slip, which involves cross-controlling the aircraft—banking in one direction and applying opposite rudder—to present the fuselage to the airflow and increase drag.
This is especially useful when landing without flaps or in an emergency.
For example, in a Piper Warrior, you might apply left aileron and right rudder to perform a left slip, keeping the nose aligned with the runway while descending rapidly.
You’ll need to recover the slip just before touchdown to land straight.
15. Go-Arounds
You must demonstrate how to safely abort a landing when things aren’t going right—such as being too high, too fast, or unstable.
A go-around involves applying full power, establishing a positive climb, and gradually retracting flaps while maintaining airspeed and runway alignment.
For instance, if you balloon during flare, or if another aircraft or vehicle enters the runway, you should promptly, but smoothly add full throttle, pitch up to climb, retract flaps in stages, and then reorient yourself to re-enter the traffic pattern again.
Practicing go-arounds builds good judgment and reinforces that safety always comes first—you’re never committed to land until the wheels touch down.
Mastering each of the 15 areas above, as outlined in FAR § 61.87(d), is a crucial milestone on your journey to becoming a confident and capable pilot.
These skills not only prepare you for your first solo flight—they build the foundation for safe flying throughout your aviation career.
Treat each maneuver as a stepping stone, and don’t rush the learning process.
Ask questions, practice deliberately, and seek feedback from your instructor.
When you have proven your proficiency in all areas, your instructor’s endorsement won’t just be a signature—it will be a sign that you’re truly ready.
If you are looking for more detailed information, check out this valuable resource on how to prepare for your first solo.
Stay focused, and keep flying forward!
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