Ftm Supplement - 2010 Combined

FLIGHT TRAINING MANUAL SUPPLEMENT

44th Walsh Memorial Scout Flying School 8-22 January 2010

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Contents

Page

Introduction

IX

Ch 1 Definitions; Symbols; Abbreviations Terminology and Conversion Factors Definitions................................................................................................1-1 Symbols; Abbreviations; and Terminology..........................................1-2 General Airspeed Terminology and Symbols......................................1-2 Meteorological Terminology..................................................................1-3 Engine Power Terminology....................................................................1-3 Aircraft Performance and Flight Planning Terminology......................1-3 Weight and Balance Terminology.........................................................1-3 General Abbreviations............................................................................1-4 Radio Abbreviations...............................................................................1-4

Conversion Factors.................................................................................1-6 Standard Atmosphere.............................................................................1-6

Ch 2 Ab-initio Student Flying Training Syllabus Syllabus....................................................................................................2-1 Air Exercise Details and Training Record.............................................2-3 First Solo...................................................................................................2-22 Completing Your Pilot Logbook............................................................2-24 Practice Logbook Pages.........................................................................2-25

Ch 3 Ab-initio Student Ground Training Syllabus Aircraft Tech Syllabus.............................................................................3-1 Meteorology Syllabus..............................................................................3-2 Principles of Flight and Performance Syllabus....................................3-3 Rescue / Fire Syllabus.............................................................................3-4 Aviation Law and ATC Procedures........................................................3-5

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Ch 4 Returned Student Flying Training Syllabus Syllabus....................................................................................................4-1 Air Exercise Details and Training Record.............................................4-3 Practice Logbook Pages.........................................................................4-9

Ch 5 Local Area Procedures Airfield Chart – AIP Supplement 164/09................................................5-1 Operational Data......................................................................................5-3 Winch Launching.....................................................................................5-4 Training Area Chart.................................................................................5-5 Runway Procedures................................................................................5-7

Ch 6 Radio Procedures Radio Frequencies...................................................................................6-1 Takeoff Clearances..................................................................................6-1 Examples of Radio Procedures..............................................................6-2 Phonetic Alphabet...................................................................................6-4 Commonly Used Phraseology................................................................6-5

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Ch 7 Flight Training Procedures Preparation Before Flight........................................................................7-1 Introduction.............................................................................................7-1 Flight Authorisation and Documentation............................................7-1 Pre-Flight Inspection..........................................................................7-1 Pre-Flight Inspection

Cessna 152/172.............................................7-3

Pre-Flight Inspection

PA38 Tomahawk...........................................7-5

Pre-Flight Inspection

JF Tecnam....................................................7-7

Student Comfort.................................................................................7-9 Aircraft Checks..................................................................................7-9 Aircraft Cockpit Photo

Cessna 152.................................................7-11

Aircraft Cockpit Photo

PA38 Tomahawk.........................................7-13

Aircraft Cockpit Photo

JF Tecnam..................................................7-15

Inflight Handling Procedures..................................................................7-17 General..............................................................................................7-17 Airspeeds for Safe Operations (IAS)...................................................7-17 Normal Takeoff...................................................................................7-18 Climb..................................................................................................7-18 Cruise (Straight and Level).................................................................7-19 Descent..............................................................................................7-19 Circuits...............................................................................................7-20 Base Turn Procedure.........................................................................7-20 Normal Approach...............................................................................7-21 Flapless Approach.............................................................................7-22 Glide Approach..................................................................................7-22 Circuit Diagram..................................................................................7-23 Approaching to a Minimum Length Field............................................7-24 The Landing.......................................................................................7-24 Go-round............................................................................................7-24

Action After Flight....................................................................................7-25 Shut Down Procedures.......................................................................7-25 Aircraft Parking/Picketing..................................................................7-25 Authorisation Card And Defect Book..................................................7-26

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Ch 8 Basic Aircraft Technical Information Basic Aircraft Technical Information.....................................................8-1

Ch 9 Normal Checklists Normal Checklists (x3)............................................................................9-1

Ch 10 Expanded Normal Checklists (x3) Before Engine Start..................................................................................10-1 Engine Start..............................................................................................10-3 Flooded Start Procedure.........................................................................10-6 Engine Run-Up.........................................................................................10-7 Pre-Takeoff Checks (DVA’s)....................................................................10-10 Line up Checks.........................................................................................10-12 Climb Checks............................................................................................10-12 Pre-Landing Checks.................................................................................10-13 Finals Checks...........................................................................................10-13 After Landing Checks..............................................................................10-14 Shutdown Checks....................................................................................10-15 HASELL Checks.......................................................................................10-16 SADIE Checks...........................................................................................10-16

Note: There are three separate and unique sets of Chapter 9 and Chapter 10, i.e. Normal and Expanded Normal Checklists. One set each for the Cessna 152; the PA38 Tomahawk; and the JF Tecnam. Students should only reference the chapters which pertain to the aircraft type that they are training on.

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Ch 11 Emergency Checklists Cessna 152 and PA38 Tomahawk..........................................................11-1 JF Tecnam................................................................................................11-3

Ch 12 Safety and Emergency Expanded Procedures Introduction..............................................................................................12-1 Airspeeds For Safe Operations (IAS)....................................................12-1 Fire During Start.......................................................................................12-1 Engine Fire in Flight................................................................................12-2 Electrical Faults.......................................................................................12-2 Electrical Overload..................................................................................12-3 Loss of Oil Pressure................................................................................12-3 High Oil Temperature..............................................................................12-3 Loss of Fuel Pressure.............................................................................12-3 Carburettor Icing......................................................................................12-4 Engine Rough Running...........................................................................12-4 Engine Failure..........................................................................................12-5 Flap Failure...............................................................................................12-6 Open Door.................................................................................................12-6 Insecure Seatbelt.....................................................................................12-6 Brake Failure............................................................................................12-7 Circuit Breakers and Fuses....................................................................12-7 Radio Failure............................................................................................12-8 Bird Strike.................................................................................................12-8 Users of this Flight Training Manual Supplement Please Note: This Flight Training Manual Supplement is designed for the use of the students, Flying Instructors and pilots of the Walsh Memorial Scout Flying School, but if you want to pinch any ideas for use elsewhere, then go ahead. The Flight Training Manual Supplement is designed to be read in conjunction with the Aviation Theory Centre (NZ) Ltd ‘New Zealand Flight Training Manual’ and the Walsh Memorial Scout Flying School Operations Manual and its appendices. The information in this document in no way supersedes any Civil Aviation Rule, Regulation or Order, nor the aircraft operating limitations specified in the applicable Aircraft Flight Manual.

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Introduction Welcome to Ab-initio (from the beginning) students, and welcome back to Returned students. This manual is designed to guide and assist you through your training at the Walsh Memorial Scout Flying School. It is yours to keep, but it must last until the end of the school, through rain, hail and snow, so please look after it.

Put your name on it now, and try not to lose it! Is this writing big enough?? Now go ahead and do it!! Now a bit about the school, it was started in 1967 by Mr George Arkley, a senior Scout Commissioner, to provide a facility whereby members of the Scouting Movement could receive an introduction to aviation. Mr Arkley played a founding role in the school’s development and remained directly involved with the school until his death in 1973. The school has run continuously each year since 1967. The aims of Scouting New Zealand are to encourage the physical, mental, and spiritual development of young people. The Walsh Flying School is one of the national activities run by Scouting NZ to achieve their overall objectives. The aims of the school are to:  commemorate the contribution that Leo and Vivian Walsh made to the development of aviation in New Zealand;  develop in members of the scouting movement, and others, an interest in aviation as a sport or career;  assist Venturer Scouts and Rangers to qualify for their Scout Wings and Flying School Certificate; and,  provide further flying instruction to students who have attended previous schools. The school is an official Scouting NZ activity controlled by the School Director, who has overall responsibility for the running of the school. A Deputy Director is appointed, who has responsibility for the domestic and associated aspects of the school, and a Chief Flying Instructor is appointed, who has responsibility for the operational and regulatory aspects of the school. All of the staff at the school are here to help you and we are sure that you will enjoy your time at the school. Aviation is not of itself inherently dangerous, and students normally find their experiences at the school tremendously challenging and rewarding, however aviation is devastatingly unforgiving when people are negligent or act foolishly. There are seldom second chances, so take very good care around aircraft, listen to and heed the guidance of the Flying Instructors and keep your eyes and ears open for danger at all times.

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Chapter One Definitions; Symbols; Abbreviations; Terminology and Conversion Factors

Definitions The following definitions shall apply throughout this Manual:

WARNING An operating procedure, practice or condition etc., which may result in injury or death if not carefully observed or followed. CAUTION An operating procedure, practice or condition etc., which may result in damage to equipment if not carefully observed or followed. NOTE An operating procedure, practice or condition etc., which is essential to emphasise. Shall:

Shall has been used only when application of a procedure is mandatory.

Should:

Should has been used only when application of a procedure is recommended.

May:

May and "need not" have been used only when application of a procedure is optional.

Will:

Will has been used only to indicate futurity, never to indicate any degree of requirement for application of a procedure.

Land immediately: Land Immediately means land as fast as possible with the sole purpose of saving life. Land as soon as possible: Land as soon as possible means land at the first site at which a safe landing can be made. Land as soon as practicable: Land as soon as practicable means extended flight is not recommended. The landing site and duration of flight is at the discretion of the pilot in command. Airfield Pressure Height: The Airfield Pressure Height is that height registered at the surface of an aerodrome by an altimeter with the pressure sub-scale set to 1013.2 hPa. Indicated Airspeed: The airspeed, which is the reading obtained from an airspeed indicator having no calibrated error.

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Takeoff Safety Speed: The takeoff Safety Speed is a speed chosen to ensure that adequate control will exist under all conditions including turbulence and sudden and complete engine failure, during the initial climb after takeoff. Final Approach Speed: The Final Approach Speed is a speed chosen to ensure that adequate control will exist under all conditions, including turbulence, to carry out a normal flare and touchdown. Normal Operating Limit Speed (Maximum Structural Cruising Speed): This speed should not normally be exceeded. Operations above the Normal Operating Limit Speed should be conducted with caution and only in smooth air. Manoeuvring Speed: Maximum for manoeuvres involving an approach to stall conditions or full deflection of the primary flight controls. Turbulence Penetration Speed: A speed range which allows maximum safety and control in turbulent conditions. The lower speed in the range allows a safe margin above the 1 g stall speed and the higher speed in the range allows a safe margin below the normal operating limit speed. While the range is similar to the range of VA speeds it is not synonymous with VA.

Symbols, Abbreviations and Terminology General Airspeed Terminology and Symbols KCAS:

Knots Calibrated Air Speed is indicated airspeed corrected for position and instrument error and expressed in knots. Knots calibrated airspeed is equal to KTAS in standard atmosphere at sea level.

KIAS:

Knots Indicated Air Speed is the speed shown on the airspeed indicator and expressed in knots.

KTAS:

Knots True Air Speed is the airspeed expressed in knots relative to undisturbed air which is KCAS corrected for altitude and temperature.

VA:

Manoeuvring Speed is the maximum speed at which full or abrupt control movements may be used.

VFE:

Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position.

VNE:

Never Exceed Speed is the speed limit that may not be exceeded at any time.

VNO:

Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air, and then only with caution.

Vs1:

Stalling Speed or the minimum steady flight speed obtained in a specific configuration.

Vso:

Stalling Speed or the minimum steady flight speed controllable in the landing configuration.

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at which the aeroplane is

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Meteorological Terminology ISA:

International Standard Atmosphere

OAT:

Outside Air Temperature is the free air static temperature and is expressed as degrees Celsius or degrees Fahrenheit.

Pressure Altitude: Is the altitude read from an altimeter when the altimeter's barometric scale has been set to 1013.2 hPa. QNH:Setting of the altimeter's barometric scale which will have the altimeter reading height of the aircraft above sea level. Standard temperature: Is 15°C at sea level pressure altitude and decreases by 2°C for each 1000ft of altitude.

Engine Power Terminology BHP:

Brake Horsepower is the power developed by the engine.

MP:

Manifold Pressure is a pressure measured in the engines induction system and is expressed in inches of mercury (in.Hg).

rpm:

Revolutions Per Minute is engine speed.

Aeroplane Performance and Flight Planning Terminology Climb Gradient: Is the demonstrated ratio of the change in height during a portion of climb, to the horizontal distance traversed in the same time interval. Demonstrated crosswind velocity: Is the velocity of the crosswind component for which adequate control of the aeroplane during takeoff and landing was actually demonstrated during certification tests. The value shown is not considered to be limiting. g:

Is acceleration due to gravity.

Usable Fuel: Fuel available for flight planning. Unusable Fuel: Fuel remaining after a runout test has been completed in accordance with governmental regulations.

Weight And Balance Terminology Reference Datum: Is an imaginary vertical plane from which all horizontal distances are measured for balance purpose. ARM:

Is the horizontal distance from the reference datum to the centre of gravity (CofG) of an item.

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Moment: Is the product of the weight of an item multiplied by its arm. Moment divided by the constant 1000 is used to simplify balance calculations by reducing the number of digits. Centre of gravity (CofG): Is the point at which an aeroplane, or equipment, would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the aeroplane. CofG Limits: Centre of Gravity Limits are the extreme centre of gravity locations within which the aeroplane must be operated at a given weight. Standard Empty Weight: Weight of a standard aeroplane including unusable fuel, full operating fluids and full oil. Basic Empty Weight: Standard empty weight plus optional equipment. Useful Load: Is the difference between takeoff weight and the basic empty weight. Maximum Ramp Weight: Is the maximum weight approved for start and taxi to takeoff. Maximum Takeoff Weight: Is the maximum weight approved for the start and the takeoff run. Maximum Landing Weight: Is the maximum weight approved for landing touch-down. Maximum All Up Weight: Is the maximum gross weight approved at any time.

General Abbreviations A

: Ampere

ALT

: Alternator

A/P

: Autopilot

ATC

: Air Traffic Control

C

: Consumption

CHT

: Cylinder Head Temperature

EGT

: Exhaust Gas Temperature

°C

: Degree Celsius (Centigrade)

°F

: Degree Fahrenheit

ft

: Feet (foot)

fpm

: Feet per minute

hPa

: hectoPascal

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hr

: Hour

kgs

: Kilograms

kPa

: kiloPascal

kts

: Knots (1 nautical mile/hr - 1852 m/hr)

l

: Litre

lb

: Pound

LDG

: Landing gear

m

: Metre

m2

: Square Metre

min

: Minute

mm

: Millimetre

P/N

: Part Number

psi

: Pound per square inch

QRH

: Quick Reference Handbook

qt

: Quart

s

: Second

SM

: Statute Mile

S/N

: Serial Number

Std

: Standard

U.S. Gal

: U.S. Gallon

V

: Volt

in

: Inch

in.Hg

: Inch of mercury

Radio Abbreviations ADF

: Automatic Direction Finder

ATC

: Transponder

CDI

: Course Deviation Indicator

COM

: Communications Transceivers

DME

: Distance Measuring Equipment

ELT

: Emergency Locator Transmitter

HF

: High Frequency

HSI

: Horizontal Situation Indicator

IFR

: Instrument Flight Rules

ILS

: Instrument Landing System

MKR

: Marker Radio Beacon

NAV

: Navigation Indicators and / or Receivers

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NDB

: Non Directional Beacon

RBI

: Relative Bearing Indicator

RMI

: Radio Magnetic Indicator

VFR

: Visual Flight Rules

VHF

: Very High Frequency

VOR

: VHF Omnidirectional Range

VOR/LOC : VHF Omnidirectional Range/Localiser VORTAC : VHF Omnidirectional Range Tacan OBI

: Omni Bearing Indicator

OBS

: Omni Bearing Selector

Conversion Factors IMPERIAL AND US UNITS TO METRIC UNITS Multiply Feet Inch Imp.Gal U.S. Gal lb

By 0.3048 25.4 4.55 3.78 0.454

To Obtain Metre mm Litre Litre kg

METRIC UNITS TO IMPERIAL AND US UNITS Multiply Metre mm Litre Litre kg

By 3.2808 0.0394 0.220 0.264 2.2

To Obtain Feet Inch Imp.Gal U.S. Gal lb

Standard Atmosphere Pressure altitude (ft) 0 2000 4000 6000 8000 10000 12000 14000 16000 18000 20000

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Pressure (hPa)

°C

°F

1013.2 942.1 875.0 811.9 752.6 696.8 644.3 595.2 549.1 505.9 465.6

+ 15.0 + 11.0 + 7.0 + 3.1 - 0.8 - 4.8 - 8.7 - 12.7 - 16.6 - 20.6 - 24.6

+ 59.0 + 51.8 + 44.6 + 37.6 + 30.5 + 23.4 + 16.2 + 9.2 + 2.2 - 5.0 - 12.4

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Chapter Two Ab-initio Student Flying Training Syllabus All flight training is to generally conform to the following syllabus. Ab-initio Students Approximate Flight Times Lesson Dual Solo (All times in hour and decimals) Prep’n for Flt; A/c Famil; Action After Flt Taxiing

0.3

Tng Area & Air Famil

0.4

Effects of Controls

0.7

Straight and Level;

0.7

Climbing and Descending

0.7

Medium Turns

0.7

Stalling

0.7

Revision

0.7

Circuits

0.7

Circuits

0.7

Circuit Emergencies

0.7

Revision

0.7

Circuits

0.65

0.15

Totals

8.35

0.15

NOTES The number of circuit lessons prior to First Solo is variable. A Class 2 Medical Certificate is a legal requirement prior to first solo.

Total number of hours previously flown: .....................................................

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Air Exercise Details and Training Record Introduction This section specifies the main points that your Flying Instructor will cover with you during each particular exercise. They may be covered in a slightly different order, depending on your Flying Instructor’s assessment of the conditions on the day, or depending on your progress, however they should all be covered in some way or other. The cockpit is a difficult place to learn. Consequently each of the basic air exercises is preceded by an exercise lesson/massed briefing in the classroom with all of the other ab-initio students. Your instructor will also give you a personal pre-flight briefing shortly before each exercise. However, for you to be as well prepared as you can be for each exercise, you should do your own preparation as well. This will include:  readings from the school text, The New Zealand Flight Training Manual;  reading the appropriate section of the school’s Flight Training Manual Supplement;  reflecting on your instructors feedback to you from previous exercises;  thoroughly learning your checks and drills; and,  any other preparation specified by your instructor. A number of readings have been specified for each of the ground/air exercises in this section. These are readings from the school text, The New Zealand Flight Training Manual, and are the minimum we expect you to do prior to each ground/air exercise. If you can make the time, you may find it helpful to study the specified reading prior to the respective exercise lesson/massed briefing. The specified readings are by no means exclusive, you may read other parts of the text if you wish and over the process of your training towards your private and commercial pilot’s licences you will benefit from studying the whole manual.

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PREPARATION FOR FLIGHT Ground Exercise:

A/R

 Learning preparation  Clothing/equipment  Personal docs  Flight preparation and planning:  WX/NOTAMS  Route planning  Fuel planning

 Weight and balance  Performance  Maps  Aviation docs  Pre-flight brief/authorisation  Paperwork before  Aircraft serviceability

The New Zealand Flight Training Manual readings:  Introduction “Be Prepared for your Flying Lessons”, page x.  Exercise 2b Preparation for Flight, up to “Prepared for Aircraft Flight”.

Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

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AIRCRAFT FAMILIARISATION Ground Exercise:

A/R

 Aircraft position  Flight manual/docs  Safety equipment  Preflight  Controls  Seat adjustment  Strapping in

 Cockpit layout  Security of objects  Checks/checklists  Internal checks  Systems:- comms; fuel; oil; et al  Engine start

The New Zealand Flight Training Manual readings:  Exercise 2b Preparation for Flight, from “Prepared for Aircraft Flight”.  Exercise 2c Starting, Checking and Stopping the Engine, up to “After Starting”.

Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

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ACTION AFTER FLIGHT Ground Exercise:

A/R

 Engine shutdown  Leaving and securing the aircraft

 Paperwork after flight  De-brief

The New Zealand Flight Training Manual readings:  Exercise 2c Starting, Checking and Stopping the Engine, from “Shutting Down the Engine”.  Exercise 2d Post Flight Actions.

Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

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TAXIING Ground Exercise:

0.3 hrs (Do NOT add 0.1 to the tacho time)

 Leaving dispersal:  R/T  Brake check  Taxi checks  Speed control  Controlling direction  Turning

 Minimum radius turns  Stopping  Starting  Effect of the wind  Ground condition considerations  Power against brakes  Engine Run-up and pre-takeoff checks

The New Zealand Flight Training Manual readings:  Exercise 5 Taxiing an Aeroplane.  Exercise 2c Starting, Checking and Stopping the Engine, “Pre-takeoff Checks of the Engine”.  Exercise 4i Using the Radio.

Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

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TRAINING AREA and AIR FAMILIARISATION Air Exercise:

0.4 hrs

 View  Comfort  Local training area

 Lookout  Handing over of control  Rejoin and circuit demonstration

The New Zealand Flight Training Manual readings:  Exercise 3 Your First Flight.

Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

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EFFECTS OF CONTROLS Air Exercise:

0.7 hrs

 Flying controls:  Primary effects  Secondary effects  Rate vs amount  Relative effect  Turning - coordinated controls  Engine controls:  Throttle/friction nut/fuel pumps  Making power changes

 Airspeed effects:  Control response  rpm changes  Slipstream effects:  Effect on the rudder and elevator  The effects of power changes  The effects of flap  The effects of trimming

The New Zealand Flight Training Manual readings:  Exercise  Exercise  Exercise  Exercise  Exercise  Exercise  Exercise  Exercise

4a 4b 4c 4d 4e 4f 4g 4h

The Primary Effect of Each Main Flight Control. The Further Effect of Aileron and Rudder. The Art of Trimming. The Effect of Airspeed and Slipstream. The Effect of Power Changes. The Effect of Using Flap. The Throttle and the Carburettor Heat Control. The Mixture Control.

Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

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STRAIGHT and LEVEL Air Exercise:

0.7 hrs

 Demo S & L  Straight flight  Level flight  Balance

 The S & L activity cycle  Gaining S & L  Demo stability  Demo S & L at various speeds

The New Zealand Flight Training Manual readings:  Exercise 6a Flying Straight and Level at Constant Power.  Exercise 6b Flying Straight and Level at a Selected Airspeed.

Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

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CLIMBING and DESCENDING Air Exercise:

0.7 hrs

 Demo climbing  Normal climbs:  Entry  Maintaining  Exit  Lookout techniques  Cruise climbs  Effect of flap on the climb  Demo the overshoot

 Demo descending  Glide descents:  Entry  Maintaining  Exit  Effect of flap on the descent  Effect of power on the descent  Partial power descents  Demo approach path control

The New Zealand Flight Training Manual readings:  Exercise  Exercise  Exercise  Exercise

7 Climbing. 8a The Glide. 8b The Powered Descent. 8c Use of Flaps in Descent.

Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

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MEDIUM TURNS Air Exercise:

0.7 hrs

 Demo turning  Medium:  Entry  Maintaining  Exit

 Opposite direction/offset seating  Climbing turns  Descending turns

The New Zealand Flight Training Manual readings:  Exercise 9a The Medium Level Turn.  Exercise 9b The Climbing Turn.  Exercise 9c Descending Turns.

Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

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Signature:................................................................

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STALLING Air Exercise:

0.7 hrs

 HASELL/HELL  Demo stall  Stall onset (appr to the stall/incipient stall):  recognition/symptoms  recovery  Full stall (basic):  recognition/symptoms  recovery without power  standard stall recovery

 Effect of flap on the stall  Stalling in the approach configuration:  recognition/symptoms  incipient recovery  Introduction to slow flight

The New Zealand Flight Training Manual readings:  Exercise 10 Stalling.

Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

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GENERAL HANDLING REVISION Air Exercise:

0.7 hrs

 Air exercises as required The New Zealand Flight Training Manual readings:  As directed by your instructor.

Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

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CIRCUITS Air Exercise:

0.7 hrs

 Demo the circuit  Takeoff  Straight climbout  Crosswind tracking  Downwind spacing and tracking  Circuit checks  Radio procedures

 Wind assessment  Base turn procedure  Final approach control  Level off/flare/roundout  Power off  Hold off/float  Touchdown

The New Zealand Flight Training Manual readings:  Exercise 12 Take-off and Climb to Downwind, up to “Emergencies During Take-off”.  Exercise 13 The Circuit, Powered Approach and Normal Landing.

Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

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Signature:................................................................

Page 2-15

CIRCUITS Air Exercise:

0.7 hrs

 Demo the circuit  Takeoff  Straight climbout  Crosswind tracking  Downwind spacing and tracking  Circuit checks  Radio procedures

 Wind assessment  Base turn procedure  Final approach control  Level off/flare/roundout  Power off  Hold off/float  Touchdown

The New Zealand Flight Training Manual readings:  Exercise 12 Take-off and Climb to Downwind, up to “Emergencies During Take-off”.  Exercise 13 The Circuit, Powered Approach and Normal Landing.

Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

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Signature:................................................................

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CIRCUIT EMERGENCIES Air Exercise:

0.7 hrs

 Go-round  Engine failure after takeoff  Aborted takeoff  Glide approach and landing

 Flapless approach and landing  Radio failure  Total electrics failure

The New Zealand Flight Training Manual readings:  Exercise  Exercise  Exercise  Exercise

13b The Go-around. 12 Take-off and Climb to Downwind, “Emergencies During Take-off”. 13d The Flapless Approach and Landing. 13e The Glide Approach and Landing.

Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

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CIRCUITS REVISION Air Exercise:

0.7 hrs

 Demo the circuit  Takeoff  Straight climbout  Crosswind tracking  Downwind spacing and tracking  Circuit checks  Radio procedures

 Wind assessment  Base turn procedure  Final approach control  Level off/flare/roundout  Power off  Hold off/float  Touchdown

The New Zealand Flight Training Manual readings:  As directed by your instructor.

Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

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CIRCUITS Air Exercise:

A/R

Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

Signature:................................................................

CIRCUITS Air Exercise:

A/R

Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

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CIRCUITS Air Exercise:

A/R

Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

Signature:................................................................

CIRCUITS Air Exercise:

A/R

Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

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PRE-SOLO CIRCUIT CHECK Air Exercise:

0.65 hrs

 Student demonstration of three safe circuits The New Zealand Flight Training Manual readings:  Exercise 14 First Solo.

Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

Signature:................................................................

FIRST SOLO CIRCUIT Air Exercise:

0.15 hrs

 Solo circuit

Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

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First Solo To be considered for ‘First Solo’ you must be at least 16 years of age, hold at least a current Class 2 medical certificate, have provided evidence of sufficient ability in reading, speaking, understanding and communicating in the English language, and have completed at least 7.0 hours of dual flight instruction including all exercises in the school ab-initio training syllabus. (i)

Age checked (at least 16 years of age):..................._______________________________

(ii)

Medical certificate checked:......................................_______________________________

(iii)

Evidence of proficiency in the English language:....._______________________________

(iv)

Minimum of seven hours flown:................................_______________________________

Additionally, Civil Aviation Rule (CAR) Part 61.105 (a)(5) requires that before you can go first solo, a category B or A flight instructor must certify in your Pilot’s Logbook that you have received instruction and demonstrated competence in the following exercises. CAR Part 61.105 (c) allows that, in the case of a first solo flight by day, the certification in the person’s logbook required under paragraph (a)(5) may be made after the completion of the first solo flight if the flight instructor is satisfied that the requirements in paragraphs (a)(5)(i) to (xiii) have been met. Nevertheless, the following certification is to be completed prior to your first solo. The certifying category B or A flying instructor is to put their initials, surname, CAA number and initials against each. (i)

preparation for flight:................................................._______________________________

(ii)

starting and run-up procedures:................................_______________________________

(iii)

taxiing:......................................................................_______________________________

(iv)

straight and level flight:............................................._______________________________

(v)

climbing and descending:........................................._______________________________

(vi)

level, climbing and descending turns:......................._______________________________

(vii) takeoff, circuit and landing in that type of aircraft:...._______________________________ (viii) practical flight radiotelephony:.................................._______________________________ (ix)

stall recognition and recovery, in that aircraft type:..._______________________________

(x)

missed approach:....................................................._______________________________

(xi)

emergency procedures, in the event of an engine...._______________________________ failure, during and after take-off:

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Your Flying Instructor will send you ‘First Solo’ when he/she is sure that you are at a standard that you can complete the flight safely. When you are ready, your instructor will get you to park the aircraft in a suitable place, clear of other activities. This will probably either be at the holding position or in front of the hangars clear of the taxiway to the flight line. Your instructor will then brief you on the flight you are about to make. The ‘First Solo’ briefing will vary slightly between Flying Instructors and will depend on a number of factors at the time, but it will include such things as:  “I’m going to get out of the aircraft and you are going to fly one circuit on your own.”  “The aircraft will handle exactly as it has before, except that without my weight you may notice it get airborne a little earlier and climb a little better.”  “I will advise ATC that you are on a ‘First Solo’ and they will keep an eye on you.”  “I will be beside the tower keeping an eye on you too.”  “After I leave the aircraft, just call “Alfa Bravo Charlie - Taxi” (obviously you will use your actual callsign). ATC will give you taxi instructions as appropriate to the holding point. Read them back in the normal manner.”  “You do not need to do an engine run-up, just do your Pre-Takeoff Checks and then call ready.”  “The rest is just as you have done on the last few circuits. If you are uncomfortable on final, carry out a go-round. If you have any problems you can’t sort out, or if you need advice, just call ATC, we will be there to help.”  “I will be waiting for you when you taxi in and will get back into the aircraft with you, then we can park the aircraft together.”  “Do you have any questions?”  “Enjoy!”

Simulated Solo If you do not meet the age or medical requirements to be considered for solo flight, but in the opinion of your Flying Instructor you have otherwise met the training and standards required to go ‘First Solo’, they will arrange for what we at the school call a ‘Simulated Solo’ flight. In this case your Flying Instructor will arrange for the CFI (or another senior instructor) to ride along in the aircraft with you on the ‘Simulated Solo’ flight. Your Instructor will brief you as above and vacate the aircraft as if you were to be alone, however the CFI will quietly slip in beside you. The CFI will not say anything, nor will he/she make any input to the flight, the CFI is there simply to meet the legal requirements. In all other respects you will be considered to have gone ‘First Solo’.

Everyone! After your ‘First Solo’ flight you must compete all of the after flight duties in Flight Operations before celebrating with the other students.

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Completing Your Pilot Logbook You are to keep a flight by flight record of the flying that you do at the school in the logbook pages in the next section of this Supplement. Your Flying Instructors will monitor your completion of these logbook pages. At about the middle and at the end of the school (i.e. at least twice), you must carry out a comparison and reconciliation of your flying, as recorded in these logbook pages, against your flying record in the school’s computer in Flight Operations. At the end of the school, once you and your Flying Instructor are satisfied that the flight details in these logbook pages and school computer in Flight Operations are the same and are accurate, your Flying Instructor will collect a Pilot Logbook from the Flight Operations Officer and you are then ready to transfer these records carefully into your new Pilot Logbook. Before you begin, pay particular attention to a few important points. The Pilot’s Logbook is a legal document recording your flying experience and training, you should take very good care when entering your flight details into it. It is also one of the first impressions a prospective employer will get of you, so you want to be sure it is a good impression. Use the same pen for all of the entries, preferably black or blue, however you may record your ‘First Solo’ in red. You may record the duration of a flight as either hours and minutes (i.e. 1:12) or as a decimal (i.e. 1.2) but once you have started one way, it is probably best if you do not change. Take care with abbreviations, and that you make the entries in the correct column and on the same line across the page. If you make an error do not use ‘Twink’ or ‘Whiteout’ to make the correction, rather carefully rule a single line through the erroneous entry and write the correct entry either beside the entry or on the next line. Once your Flying Instructor is satisfied that the flight records in your Pilot Logbook are accurate, they will complete and sign a Logbook Certificate to the effect that your logbook entries for the school are correct. Your Flying Instructor will then initial the appropriate sections of the ‘Student Pilot Training Record’ at the beginning of your Pilot Logbook. Where another Flying Instructor undertook some of your training, or sent you first solo, that particular Flying Instructor, or in their absence the Flight Commander, is to initial the appropriate section(s).

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Year

Month

Pilot In Command

Aircraft

Date

Type

Co-pilot or Student

Single-engined Aircraft Day Details of Flight

Reg’n Totals brought forward

Night

Dual

P in C

Dual

P in C

(1)

(2)

(3)

(4)

Year

Month

Pilot In Command

Aircraft

Date

Type

Co-pilot or Student

Single-engined Aircraft Day Details of Flight

Reg’n Totals brought forward

Night

Dual

P in C

Dual

P in C

(1)

(2)

(3)

(4)

Chapter Three Ab-initio Student Ground Training Syllabus The ground lecture component of your training is covered in basic terms only. The instructor may deal with the items in any order, but all topics should be discussed to ensure the exam questions are covered. AIRCRAFT TECH Approximate time of lecture: 45 minutes to 1 hour. Engines • the 4 stroke cycle • cylinders, pistons, crankshaft • carburettor • fuel/air ratio • carb ice/carb heat Electrical systems • magnetos, reason for dual ignition • spark plugs • master switch • battery • alternator/generator • ignition checks (live mag and dead cut) • ammeter types (centre zero, left zero) and readings • basic faults e.g. alternator failure; what happens if master switch turned off etc Fuel systems • fuel pumps vs gravity feed • unusable fuel • typical fuel quantities available in C152 / PA 38 / Tecnam • fuel quality and checks • dipsticks vs electrical gauges • fuel consumption and requirements • fuel types (mainly 100 octane Avgas) • danger and safety Oil systems • purpose / lubrication / cooling • pressure, and pressure rise on start Instruments • pitot static system • pitot head-which instruments • static hole-which instruments • flight instruments and markings • turn co-ordinator/balance ball • magnetic compass and what affects it Radios • • • •

operation and procedures precautions during starting VHF = line-of-sight squelch control

Airworthiness • Airworthiness Certificate and Maintenance Release • What to do if not sure about the aircraft’s airworthiness e.g. incorrect paperwork, or fault found on pre-flight

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METEOROLOGY Approximate time of lecture: 45 minutes to 1 hour. Atmosphere • define the ‘atmosphere’ • state the four constituents of the atmosphere that are of importance to weather and climate (water vapour, ozone, carbon dioxide and aerosols) • state the layers of the atmosphere of most concern to aviators • define ISA and state its use within aviation Weather Maps • define atmospheric pressure • define isobars • identify lows, highs, and tropical cyclones on a weather map • identify cold, warm, stationary and occluded fronts on a weather map • state the basic weather likely to be experienced with lows, highs and fronts • identify areas of strong winds on a weather map Wind and Turbulence • wind speed and direction • quote Buys Ballot’s law • state the 3 causes of low level turbulence (i.e. mechanical, convective, and wake) Cloud types • list the ten basic cloud types and classify each type by height • define the terms cumulo, strato, alto, cirro and nimbo • identify Cb clouds • list the eight hazards associated with Cb clouds Reports • define the terms METAR, SPECI, TAF and SIGMET • state what ARFORs are used for.

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PRINCIPLES OF FLIGHT and PERFORMANCE Approximate time of lecture: 45 minutes to 1 hour. The Four Forces • production of lift • L, W, T, and D • equilibrium, or balance of forces • angle of attack Basic straight and level • stability, power settings and airspeeds Climbing • requirement for more thrust • best ROC and best angle of climb • effect of flap in the climb Descending • gliding • gliding for max distance • effect of drag (flap), wind Turning • acceleration and forces Stalling • angle of attack and stalling speed • symptoms of the stall and stall recovery • manoeuvring / load factor Take-off into wind • factors affecting required take-off distance e.g. surface, slope, wind • wind and climb angle • using flap on take-off / take-off distance vs climb performance Landing • factors affecting required landing length e.g. surface, slope, wind • wind and descent angle Groundspeed vs IAS • calculation of groundspeed at liftoff with a head or tail wind

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RESCUE / FIRE Approximate time of lecture: 45 minutes to 1 hour. Classes of fires • Class A/B/C/D/E Fire extinguishers (have one on hand to illustrate) • BCF / Halon (dry chemical - normally on our aircraft) • water • powder • how to tell if the extinguisher has already been discharged • discharge time • ask them to practise removing the extinguisher from its mount in the aircraft • how to use the extinguisher / stand upwind and where to aim Other emergency equipment in the aircraft • axe (not compulsory but common) - what its there for • first aid kit • life jackets, if over water Basic first aid • ensure you are safe before administering first aid to anyone else (e.g. no live electrical power lines or leaking fuel around you as far as possible) • remove injured people if danger of fire • state the immediate actions on encountering an unconscious person on the ground. • resuscitation • a airway • b breathing • c circulation • u unconscious • recovery position

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AVIATION LAW and ATC PROCEDURES Approximate time of lecture: 45 minutes to 1 hour. General Operating Rules (Part 91) • operating near other aircraft (91.227) • compliance with ATC Instructions (91.241) • operations on and around Aerodromes (91.223 (a)) • ATC Light Signals (91.243) • minimum heights for VFR (91.311) • right of way rules (91.229) • position reports (91.309) • emergency locator transmitters (91.529) Airspace • controlled and uncontrolled Airspace (71.11 (d) (e) (f) (g)) • control zones (71.53) • use of aerodromes (91.127 (a) (b) (c), 91.225 (a)) • circuit pattern (AIP NZ AD 1.5) • purpose; • runway orientation; • direction; • downwind call; • good operating practices; • runway separations; (AIP NZ AD 1.5) • general; • qualified clearances; • conditional clearances; • reduced separations; • parallel operations Radio Procedures • basic radio • phonetic alphabet • transmission of numbers • phraseologies • radio procedures • readback requirements • transponder settings • RTF examples • transponder emergency codes • communications failure Emergency Locator Transmitters (ELT) • state that an ELT is a mandatory item on an aircraft • international emergency frequency 121.5 and who listens on that frequency • follow up action when an ELT transmission is reported • reasons why we test our radios for ELT transmissions before and after flight

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Chapter Four Returned Student Flying Training Syllabus Flight training is to generally follow the following syllabus, however your training will be varied by your Flying Instructor as required to meet your needs. Returned Students Approximate Flight Times Lesson Dual Solo (All times in hour and decimals) Second Solo Check

0.3

0.5

Solo Consolidation

0.3

1.0

Solo Consolidation

0.3

1.0

Solo Consolidation Stall Rev'n & Area Famil

1.0 0.55

Solo Consolidation Intro to Forced Landings

1.0 0.5

Solo Consolidation Circuit Joining

1.0 0.55

Circuit Joining Compass Heading

0.55 0.4

Compass Heading

0.55

Inst Flying (Full Panel)

0.55

Crosswind Circuits

0.45

Crosswind Circuits

0.55

Instrument Flying

0.55

Forced Landings

0.5

Forced Landings

0.55

Forces Landings

0.55

Steep Turns & Stall Rev'n

0.45

Steep Turns & Stall Rev'n

0.55

Steep Turns & Stall Rev'n

0.55

Instrument Flying

0.55

Max Perf takeoffs & Ldgs

0.45

Max Perf takeoffs & Ldgs Revision

0.55 0.55

Revision

0.55

Instrument Flying

0.55

Dual Cross-Country

1.0

Solo Cross-Country

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Solo consolidation of five hours is highly recommended

1.0

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Returned Student Flying Training Syllabus - Continued Flight training is to generally follow the following syllabus. Returned Students Approximate Flight Times Lesson Dual Solo (All times in hour and decimals) Bad WX/Low Flying

0.45

Dual Cross-Country

2.0

Solo Cross-Country

2.0

Instrument Flying

0.55

Dual Cross-Country

2.0

Solo Cross-Country

2.0

Instrument Flying

0.55

Revision

0.55

Revision

0.55

Revision

0.55

Licence Pre-check Revision

1.5 0.5

NOTE The sequence of crosswind circuits and bad weather flying is not critical and is dependant on the prevailing weather conditions.

Total number of hours previously flown: .....................................................

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Air Exercise Details and Training Record Returned Student Air Exercise Detail: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

Signature:................................................................

Returned Student Air Exercise Detail: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

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Returned Student Air Exercise Detail: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

Signature:................................................................

Returned Student Air Exercise Detail: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

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Returned Student Air Exercise Detail: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

Signature:................................................................

Returned Student Air Exercise Detail: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

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Returned Student Air Exercise Detail: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

Signature:................................................................

Returned Student Air Exercise Detail: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

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Returned Student Air Exercise Detail: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

Signature:................................................................

Returned Student Air Exercise Detail: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

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Returned Student Air Exercise Detail: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

Signature:................................................................

Returned Student Air Exercise Detail: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Aircraft Reg’n:..............................

Duration:......................

Date:...............................

Record: _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ _______________________________________________________________________ Instructor:...........................................................

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Year

Month

Pilot In Command

Aircraft

Date

Type

Co-pilot or Student

Single-engined Aircraft Day Details of Flight

Reg’n Totals brought forward

Night

Dual

P in C

Dual

P in C

(1)

(2)

(3)

(4)

Year

Month

Pilot In Command

Aircraft

Date

Type

Co-pilot or Student

Single-engined Aircraft Day Details of Flight

Reg’n Totals brought forward

Night

Dual

P in C

Dual

P in C

(1)

(2)

(3)

(4)

Chapter Five Local Area Procedures Airfield Chart – AIP Supplement 164/09

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AIP Supplement 164/09

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Operational Data

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Winch Launching

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Training Area Chart The training areas are contained within a radius of ten nautical miles based on Matamata aerodrome. Each aircraft is allocated a specific training area and when not flying in the circuit the aircraft should normally remain in the allocated training area. If it is necessary for the aircraft to operate in another training area (e.g. due stress of weather), Air Traffic Control must be advised.

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Runway Procedures The following are the normal taxying and runway procedures in use at Matamata during the school. With reference to the training areas please refer to the chart on the page 5-5. Always remember to get an Air Traffic Control clearance before crossing the runway. Despite the circuit directions specified on the Matamata aerodrome chart in the AIPNZ Volume 4, for the duration of the school, unless directed otherwise by Air traffic Control, runway 10 and 22 are Left Hand. RUNWAY 28 IN USE: Taxiing out:

When cleared by ATC, cross runway 10/28 and taxi down the northern side of the runway to holding position Bravo.

Circuit Direction:

Left Hand.

Takeoff:

Use the right (northern) side and if vacating to a training area: Training Area 1 - request a right turn after takeoff. Training Area 2 - turn left downwind and vacate, or request a right turn after takeoff. Training Area 3 - turn left downwind and vacate. Training Area 4 - climb straight ahead and vacate.

Rejoining:

As instructed by ATC but expect: Area 1 - downwind right hand. Area 2 - right base or final. Area 3 - left base or final. Area 4 - downwind left hand.

Landing:

As instructed by ATC but if possible request: Touch and go’s on either side. Full stop landings on the left side. Full stop landings but not complete - preferably right side and backtrack on the right.

Taxiing in:

As instructed by ATC but expect to vacate the runway at Foxtrot.

2 8 T a x i t o H P “ B ”

H

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”

H

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RUNWAY 10 IN USE: Taxiing out:

As instructed by ATC but expect to be cleared to taxi down the southern side of runway 10/28 to holding position Alpha.

Circuit Direction:

Left Hand.

Takeoff:

Use right hand side and if vacating to: Area 1 - turn left downwind and vacate Area 2 - climb straight ahead. Area 3 - request a right turn after takeoff and vacate. Area 4 - request a right turn after takeoff and vacate.

Rejoining:

As instructed by ATC but expect: Area 1 - left base. Area 2 - left hand downwind. Area 3 - right hand downwind or right base. Area 4 - right base or straight in.

Landing:

As instructed by ATC but if possible request: Touch and go’s on either side. Full stop landings on the right side. Full stop landings but not complete - preferably right side and backtrack on right.

Taxiing in:

As instructed by ATC but expect to vacate the runway at Foxtrot.

1 0

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P

“ A ”

H

P

“ W

”

H

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“ F ”

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RUNWAY 04 IN USE: Taxiing out:

As instructed by ATC but expect to be cleared to taxi down the southern side of runway 10/28 to holding position Alpha, then when cleared by ATC to “Cross, line up runway 04”.

Circuit Direction:

Left Hand.

Takeoff:

Use right hand side and if vacating to: Area 1 - climb straight ahead. Area 2 - request a right turn after takeoff. Area 3 - request a right turn after takeoff. Area 4 - turn left downwind and vacate.

Rejoining:

As instructed by ATC but expect: Area 1 - left hand downwind. Area 2 - overhead, left hand downwind. Area 3 - overhead, left hand downwind or right base. Area 4 - left base.

Landing:

As instructed by ATC but if possible request: Touch and go’s on either side. Full stop landings on the right side. Full stop landings but not complete - preferably right side and backtrack on right.

Taxiing in:

As instructed by ATC but expect to be cleared to taxi down the eastern side of runway 04/22 then turn left and taxi down the northern side of runway 10/28 to holding position November. Then, when cleared by ATC, to cross runway 10/28 to Foxtrot.

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RUNWAY 22 IN USE:

HP “O”

Taxiing out:

As instructed by ATC but expect to be cleared to taxi down the southern side of runway 10/28 to holding position Alpha, then when cleared by ATC, either to cross all to taxi up the north-western side of the runway to holding position Tango, or only to cross to Oscar, and expect ATC clearance to Tango when available.

Circuit Direction:

Left Hand.

Takeoff:

Use right hand side and if vacating to: Area 1 - request a right turn after takeoff. Area 2 - turn left downwind and vacate. Area 3 - turn left crosswind and vacate. Area 4 - request a right turn after takeoff.

Rejoining:

As instructed by ATC but expect: Area 1 - right base. Area 2 - left base. Area 3 - left hand downwind. Area 4 - overhead, left hand downwind or right base.

Landing:

As instructed by ATC but if possible request: Touch and go’s on either side. Full stop landings on the left side. Full stop landings but not complete - preferably right side and backtrack on right.

Taxiing in:

T a

As instructed by ATC but expect to be cleared to taxi down the eastern side of runway 04/22 then turn left and taxi down the northern side of runway 10/28 to holding position November. Then, when cleared by ATC, to cross runway 10/28 to Foxtrot.

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Chapter Six Radio Procedures Radio Frequencies The following radio frequencies will be in use at the Flying School at Matamata: Control Tower: Callsign:

118.9 120.0

“Matamata Tower”

ATIS:

127.6

When unattended:

120.0

Callsign:

(Primary frequency) (Secondary frequency)

“Matamata Traffic"

AWIB:

118.8

Notes: 1.

Use the primary frequency for all communication with the tower, and remain on the primary when operating in the Training Areas.

2.

Monitor ATIS transmissions prior to starting and prior to rejoining the circuit. ATIS stands for Automatic Terminal Information Service, and it gives details of runway in use; wind; cloud; temperature and barometric pressure. When the barometric pressure, or QNH, is set on the altimeter, the altimeter will read the aircraft's height above sea level, plus or minus a little instrument error. Therefore when the aircraft is on the ground at Matamata, it will read the elevation of the airfield, which is 182 ft AMSL (Above Mean Sea Level). The QNH must be read back to the tower. The first ATIS report of the day is designated Alpha, and as conditions change it will be amended to Bravo, Charlie, Delta etc.

Takeoff Clearances ATC is required by Civil Aviation Rule Part 172, to issue a specific clearance for each aircraft wishing to operate in a controlled aerodrome circuit or to operate in a control zone, unless that information is promulgated elsewhere. To reduce RTF (radio) congestion, aircraft operated at the Walsh Flying School who request circuits or entrance to a training area, shall be deemed to have received the following ATC departure clearance:  Circuits

Remain in the established Matamata aerodrome traffic circuit at 1200 feet AMSL.

 Training Areas

Leave controlled airspace direct 3500 feet AMSL or below.

Note:Any other clearances will be issued as per the AIPNZ Volume 1, e.g. taxi, takeoff, nonstandard circuits etc. Pilots are still required to obtain and readback clearance and instructions. Authorising instructors are to ensure solo students as aware of these clearances and requirements.

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Examples of Radio Procedures Here are some examples of the radio procedures you can expect at the Walsh. SITUATION 1:

You are in the aircraft with the engine running and you are ready to taxi:

Aircraft::

“Matamata Tower, Echo Kilo Mike”

Tower:

“Echo Kilo Mike, Matamata.”

Aircraft::

“Echo Kilo Mike, Taxi, Area 4, 30 minutes, (or circuits, 30 minutes) 2 POB, (persons on board), Delta, 1015.” (See Note 2 above)

Tower:

“Echo Kilo Mike, cross runway, taxi holding position Bravo, Delta confirmed, time 25.”

Aircraft::

“Cross runway, taxi holding position Bravo, Echo Kilo Mike.”

OR Tower:

“Echo Kilo Mike, hold position.”

Aircraft:

“Holding, Echo Kilo Mike.”

SITUATION 2:

You are at the holding point and ready for takeoff:

Aircraft:

“Lima Juliet Alpha, ready.”

Tower:

“Lima Juliet Alpha, cleared for takeoff.”

Aircraft:

“Cleared for takeoff, Lima Juliet Alpha.”

OR Tower:

“Sierra Quebec Uniform, behind the landing Cessna on short final, line up behind.”

Aircraft:

“Behind the landing Cessna, line up behind, Sierra Quebec Uniform.”

SITUATION 3:

Still ready at the holding position, but requesting a right turn after takeoff:

A left turn is standard and does not need to be requested when the circuit is left handed, as it normally is on all runways at Matamata during the Walsh. However a right turn may be requested if it is more convenient for departing the circuit. Aircraft:

“Whisky Zulu X-ray, ready, request right turn.”

Tower:

“Whisky Zulu X-Ray, right turn approved, cleared for takeoff.”

Aircraft:

“Cleared for takeoff, right turn, Whisky Zulu X-Ray.”

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SITUATION 4:

Downwind in the circuit:

Aircraft:

“Romeo Golf Yankee, downwind, touch and go.”

Tower:

“Romeo Golf Yankee, continue approach, number four.”

Aircraft:

“Number four, Romeo Golf Yankee.”

SITUATION 5:

You are on final approach, awaiting a landing/touch and go clearance:

The tower will normally clear you to land/touch and go before you are 300 feet above the ground. If you have not received a clearance then call “final”, as below. Aircraft:

“Kilo Hotel November, final.”

Tower:

“Kilo Hotel November, cleared to land.”

Aircraft:

“Cleared to land, Kilo Hotel November.”

OR Tower:

“Bravo Papa Oscar, cleared touch and go.”

Aircraft:

“Cleared touch and go, Bravo Papa Oscar.”

Points to remember: 1.

Always listen out before transmitting, to ensure that you are not transmitting over someone else. Two transmissions together results in a screeching whistle on the radio.

2.

If you are “cleared, number four,” good airmanship requires you to know, if possible, where the three aircraft in front of you are.

3.

Acknowledge instructions which require a readback, such as the active runway and the QNH, by reading back the instructions and then giving your callsign. Your instructor and the ATC ground lecturer will tell you which instructions require a full readback, others only require an acknowledgement such as "Roger" or "Wilco".

4.

Radio procedures should, as much as possible, be in accordance with the standard procedures laid down in the AIPNZ Volume 1.

5.

Full aircraft callsigns must be used. I.e. ‘Delta Alpha Delta’ for DAD, and ‘Papa Alpha Delta’ for PAD, and ‘Whisky Alpha Delta’ for WAD, not ‘Alpha Delta’, which has occasionally been heard and which is obviously potentially confusing and dangerous.

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Phonetic Alphabet The following is the Phonetic Alphabet. When you use the aircraft radio, you must use this format in all your communications (e.g. “Echo Lima Victor is ready for takeoff.”) A B C D E F G H I J K L M N O P Q R S T U V W X Y Z

ALPHA PRONOUNCED BRAVO CHARLIE DELTA ECHO FOXTROT GOLF HOTEL INDIA JULIET KILO LIMA MIKE NOVEMBER OSCAR PAPA QUEBEC ROMEO SIERRA TANGO UNIFORM VICTOR WHISKY X-RAY YANKEE ZULU

Al-fah Brah-voh Char-lee Dell-tah Eck-oh Foks-trot Golf Hoh-tell In-dee-ah Jew-lee-ett Key-loh Lee-mah Mike No-vem-ber Oss-cah Pah-pah Key-beck Row-me-oh See-air-rah Tan-go You-nee-form Vic-tah Wiss-key Ecks-ray Yang-key Zoo-loo

0 1 2 3 4 5 6 7 8 9

ZERO ONE TWO THREE FOUR FIVE SIX SEVEN EIGHT NINE

Ze-ro Wun Too Tree Fow-er Fife Six Sev-en Ait Niner

DECIMAL THOUSAND

Day-see-mal Tou-sand

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Commonly Used Phraseology The following are some words and phrases, and their meanings used by pilots during radio communications. Understanding these will help you to correctly use the aircraft radio. PHRASE

MEANING

ACKNOWLEDGE

“Let me know that you have received and understood this message.”

AFFIRM

“Yes” or “Permission granted.”

CONFIRM

“Have I correctly received your message” or “Did you correctly receive my message.”

CORRECTION

“An error has been made in this transmission and the correct version is…”

DISREGARD

“Ignore that transmission.”

EXPEDITE

“Proceed as quickly as possible.”

GO AHEAD

“Proceed with your message.”

HOW DO YOU READ?

“What is the readability of my transmission?” The readability scale is: 1

Unreadable

2

Readable now and then

3

Readable but with difficulty

4

Readable

5

Perfectly readable

SAY AGAIN

Self explanatory

NEGATIVE

“No” or “Permission not granted” or “That is not correct.”

OVER

“My transmission has ended and I expect a response from you.”

OUT

“My transmission has ended and I expect no response from you.”

READBACK

“Repeat all or the specified part of this message back to me.”

REPORT

“Pass me the following information….”

REQUEST

“I would like to know… or obtain…

ROGER

“I have received all of your last transmission.”

SAY AGAIN

“Repeat all, or the following part, of your last transmission.”

SPEAK SLOWER

Self explanatory

STANDBY

“Wait and I will call you.”

WILCO

“Your last message received, understood, and will be complied with.”

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Chapter Seven Flight Training Procedures Preparation Before Flight Introduction Safe flying really begins on the ground. The attitudes and habits developed by a pilot in the initial stages of training will tend to fix the standards you will achieve throughout your flying career. Therefore learning the correct procedures and techniques which are implemented prior to flight is a very important part of a pilot’s training.

Flight Authorisation And Documentation For all aircraft operations an authorisation card must be completed. Your Flying Instructor or the Flight Operations staff will show you how this card is to be filled out. Also, before accepting responsibility for the aircraft, the pilot-in-command must check to see if any defects were reported by the previous pilot. Sometimes minor defects of a nature that does not seem to affect the safety of the aircraft will be reported, and in these cases the student must consult a Flying Instructor for advice and confirmation that the aircraft is still serviceable to fly. Other documents that must to be checked during the aircraft pre-flight inspection are the: 1.

Aircraft Flight Manual: This is supplied by the Civil Aviation Authority and specifies what equipment has been fitted to the aircraft, and may include performance graphs for takeoff and landing.

2.

Pilot’s Operating Manual/Handbook: This is supplied by the aircraft manufacturer and specifies normal and emergency procedures for the pilot, and details the aircraft systems. It is normally combined with the Aircraft Flight Manual.

3.

Airworthiness Certificate: This is specific to each aircraft and must be available for the pilot to inspect. The period of validity (normally “Non-terminating”) and the conditions associated with the issue should be checked to ensure that you comply with any requirements or limitations in flight.

4.

Aircraft Technical Log: This document records and provides information to the pilot-incommand on the maintenance status and the progressive usage of the aircraft. It also allows for the recording of non-routine maintenance should it arise. Before operating an aircraft the pilot-in-command must ensure that its maintenance schedule is up to date and that there are no outstanding defects that could affect its airworthiness.

Pre-Flight Inspection Whilst aircraft are regularly maintained to the very highest standards, ensuring that an aircraft is carrying sufficient fuel and oil, and that it is airworthy prior to each flight is ultimately the responsibility of the pilot-in-command. A thorough pre-flight inspection of the aircraft must always be carried out. During the pre-flight, a good safety habit is to always treat the propeller as if it were live and to never place any part of your body within the arc of the blades, that way you can never be hit by them. The following pages detail the pre-flight inspection for the aircraft we normally use at the School, that is, the Cessna 152, the Piper PA38 Tomahawk and the JF Tecnam. Please turn to the appropriate page for your aircraft type. If you are using another aircraft type the information in this section may have to be modified slightly in accordance with the requirements and recommendations of the applicable Aircraft Flight Manual.

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PRE-FLIGHT INSPECTION CESSNA 152/172

(i)

Master Switch OFF.

(j)

Take the fuel dipstick and test cup.

2.

Empennage

(a)

Check the side of fuselage for dents, wrinkles or cracked paint around rivets which could indicate overstressing.

(b)

Check that the disconnected.

(c)

Check control surfaces for:

5

6

4

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tail

tie

down

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7 3

Freedom of movement; Security; and Integrity of hinges, fasteners and split pins.

2

Apart from the specific checks which must be accomplished below, the pilot must check that all flight controls are unobstructed and all surfaces are clear of ice, snow or frost. Check doors and access panels (not in use) are properly secured, ports and vents unobstructed and aircraft free from damage and fluid leakage. Visual inspection is defined as follows: check for defects, cracks, detachments, excessive play, unsafe or improper installation as well as for general condition. For control surfaces, visual inspection also involves additional check for freedom of movement and security. 1.

Cabin

(a)

Check the following: Aircraft Flight Manual. Pilots Operating Manual/Handbook. Airworthiness Certificate. Aircraft Technical Log. First Aid Kit (if fitted). Axe (if fitted). Fire Extinguisher (if fitted). Life Jackets (if required for flights over water).

(b)

Check that the windscreen is clean.

(c)

Remove the control column lock.

(d)

Ignition switch OFF.

(e)

Throttle CLOSED.

(f)

Mixture IDLE CUT-OFF.

(g)

Master switch ON.

(h)

Fully lower the flaps.

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(d)

Check the cleanliness.

lights

for

security

and

(e)

Check the antennae for integrity and security.

3.

Right Wing (Trailing edge)

(a)

Check the flap rollers, bearing and actuator arm.

(b)

Check the aileron hinge points for freedom of movement and security.

CAUTION In windy conditions avoid putting fingers between aileron and wing structure as serious injury could result.

4.

Right Wing

(a)

Inspect the wing tip (including navigation light) for security and condition.

(b)

Check the condition.

(c)

Check that the wing tie down is disconnected.

(d)

Check the main wheel strut and tyre for condition and correct inflation and oleo for condition.

(e)

Visually check the fuel quantity using the dipstick.

(f)

Check that the fuel filler cap is secure.

wing

leading

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for

(g)

Sample fuel from the fuel tank sump drain valve and check for:

(i)

Check the nose wheel strut and tire for condition and correct inflation and oleo for condition.

(j)

Check the static source opening (left side of fuselage) for blockage.

6.

Left Wing

(a)

Visually check the fuel quantity using the fuel dipstick.

(b)

Check that the fuel filler cap is secure.

(c)

Check the pitot tube for condition and blockage.

(d)

Check that the disconnected.

(e)

Check the stall warning opening for blockage.

(f)

Check the fuel tank vent for blockage.

(g)

Check the condition.

(h)

Inspect the wing tip (including navigation light) for condition.

7.

Left Wing (Trailing edge)

(a)

Check the aileron hinge points for freedom of movement and security.

Absence of water; Correct fuel grade; and Absence of sediment. (h)

Positively ensure the drain is CLOSED.

5.

Nose

WARNING Never allow yourself or anyone else to stand or put any part of the body within the arc of the propeller, since a loose or broken wire, or a component malfunction, could cause the propeller to be live and to suddenly rotate. (a)

Check the engine oil level. Caution, do not overtighten the dipstick.

NOTE Do not operate with level less than 4.5 litres. Fill to 5 litres for extended flight. (b)

Using the sample cup obtain a sample of fuel from the fuel strainer drain. Then continue to hold pull knob for at least 4 seconds. Check the sample cup for: Absence of water; Correct fuel grade; and Absence of sediment.

(c)

Positively ensure the drain is CLOSED.

(d)

Check the spinner and propeller for nicks and security.

(e)

Check the alternator belt for tension and condition.

(f)

Check the engine cooling air intakes and ensure the oil cooler is clear of obstructions and check its condition.

(g)

Check that the carburettor air filter is clear of obstructions and check its condition.

(h)

Check the landing lights for condition and cleanliness.

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CAUTION In windy conditions avoid putting fingers between aileron and wing structure as serious injury could result (b)

Check the flap roller bearings and actuator arm.

(c)

Check the main wheel strut and tyre for condition and correct inflation and oleo for condition.

(d)

Sample fuel from the fuel tank sump drain valve and check for: Absence of water; Correct fuel grade; and Absence of sediment.

(e)

Positively ensure the drain is CLOSED.

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PRE-FLIGHT INSPECTION PIPER PA38 Tomahawk

(f)

Mixture IDLE CUT OFF.

(g)

Fully lower the flaps.

(h)

Take the fuel dipstick and test cup.

2.

Left Wing (Trailing edge)

a)

Check the flap roller bearings and actuator arm.

(b)

Check the aileron hinge points for freedom of movement and security.

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5

3

1

6

2

7

Apart from the specific checks which must be accomplished below, the pilot must check that all flight controls are unobstructed and all surfaces are clear of ice, snow and frost. Check doors and access panels (not in use) are properly secured, ports and vents unobstructed and aircraft free from damage and fluid leakage. Visual inspection is defined as follows: check for defects, cracks, detachments, excessive play, unsafe or improper installation as well as for general condition. For control surfaces, visual inspection also involves additional check for freedom of movement and security. 1.

Cabin

(a)

Check the following: Aircraft Flight Manual. Pilots Operating Manual/Handbook. Airworthiness Certificate. Aircraft Technical Log. First Aid Kit (if fitted). Axe (if fitted). Fire Extinguisher (if fitted). Life Jackets (if required for flights over water).

CAUTION In windy conditions avoid putting fingers between aileron and wing structure as serious injury could result.

3.

Left Wing

(a)

Inspect the wing tip (including navigation light) for condition.

(b)

Check the condition.

(c)

Check the fuel tank vent for blockage.

(d)

Check the movement.

(e)

Check the pitot tube for condition and blockage.

(f)

Check that the disconnected.

(g)

Check the main wheel strut and tyre for condition and correct inflation and oleo for condition.

(h)

Visually the check fuel quantity using the fuel dipstick.

(i)

Check that the fuel filler cap is secure.

(j)

wing

stall

leading

warning

wing

edge

vane

for

for

tie down

is

(b)

Check that the windscreen is clean.

Sample fuel from the fuel tank sump drain valve and check for:

(c)

Remove control column lock.

Absence of water;

(d)

Ignition switch OFF.

(e)

Throttle CLOSED.

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Correct fuel grade; and Absence of sediment. (k)

Positively ensure the drain is CLOSED.

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4.

Nose

WARNING Never allow yourself or anyone else to stand or put any part of the body within the arc of the propeller, since a loose or broken wire, or a component malfunction, could cause the propeller to be live and to suddenly rotate.

(b)

Visually check the fuel quantity using the fuel dipstick.

(c)

Check that the fuel filler cap is secure.

(d)

Sample fuel from fuel tank sump drain valve and check for: Absence of water; Correct fuel grade; and

(a).

Check the engine oil level. Do not over tighten the dipstick.

(b)

Check the spinner and propeller for nicks and security.

NOTE Do not operate with level less than 4.5 litres. Fill to 5 litres for extended flight.

Absence of sediment. (e)

Positively ensure the drain is CLOSED.

(f)

Check that the disconnected.

(g)

Check the condition.

(h)

Inspect the wing tip (including navigation light) for security and condition.

6.

Right Wing (Trailing Edge)

(a)

Check aileron and hinge points for freedom of movement and security.

wing

wing

tie down

leading

edge

is for

(c)

Check the alternator belt for tension and condition.

(d)

Check the engine cooling air intakes and ensure the oil cooler is clear of obstructions and check its condition.

(e)

Check that the carburettor air filter is clear of obstructions and check its condition.

(f)

Check the landing lights for condition and cleanliness.

(g)

Check the nose wheel strut and tire for condition and correct inflation and oleo for condition.

(b)

Check the flap roller bearings and actuator arm.

(h)

Check the brake hydraulic fluid reservoir level.

7.

Empennage

(i)

Sample fuel from the strainer drain. Using the sample cup, pull the knob for at least 4 seconds.

(a)

Check the side of fuselage for dents, wrinkles or cracked paint around rivets which could indicate overstressing.

(j)

Check the sample cup for:

(b)

Check that the disconnected.

Absence of water;

(c)

Check control surfaces for:

CAUTION In windy conditions avoid putting fingers between aileron and wing structure as serious injury could result.

Correct fuel grade; and

tail

tie

down

is

Freedom of movement;

Absence of sediment.

Security; and

(k)

Positively ensure the drain is CLOSED.

5.

Right Wing

(d)

(a)

Check the main wheel strut and tyre for condition and correct inflation and oleo for condition.

Check the cleanliness.

(e)

Check the antennae for integrity and security.

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PRE-FLIGHT INSPECTION JF TECNAM

(h)

Master Switch OFF.

(i)

Baggage: check for proper stowage.

(j)

Take the fuel dipstick and test cup.

2.

Walk-around

A Left fuel filler cap: open only using the wedge-end of the fuel dipstick. Dip the tank for desired fuel level. Drain the left fuel tank by drainage valve (if fitted) using a cup to collect fuel. Check for water or other contaminants.

Apart from the specific checks which must be accomplished below, the pilot must check that all flight controls are unobstructed and all surfaces are clear of ice, snow or frost. Check doors and access panels (not in use) are properly secured, ports and vents unobstructed and aircraft free from damage and fluid leakage. Visual inspection is defined as follows: check for defects, cracks, detachments, excessive play, unsafe or improper installation as well as for general condition. For control surfaces, visual inspection also involves additional check for freedom of movement and security. 1.

Cabin

(a)

Check the following: Aircraft Flight Manual. Pilots Operating Manual/Handbook. Airworthiness Certificate(certified) or Permit to Fly (microlight). Aircraft Technical Log. First Aid Kit (if fitted). Fire Extinguisher (if fitted). Life Jackets (if required for flights over water).

Fuel level indicated by the fuel quantity indicators (on the instrument panel) is only indicative. For flight safety, pilot should verify actual fuel quantity on board before takeoff. B Remove protection cap (if fitted) and check that the pitot tube and the static ports mounted on left wing are unobstructed, do not blow inside vents, place protection cap inside the aircraft. C Left side leading edge and wing skin: visual inspection. D Left aileron: visual inspection; Left tank vent: check for obstructions. CAUTION In windy conditions avoid putting fingers between aileron and wing structure as serious injury could result. E Left flap and hinges: visual inspection. F

Left main landing gear; visually check inflation (14 psi / 1.0 bar), tyre condition, alignment, fuselage skin condition.

(b)

Check that the windscreen is clean.

(c)

Flight controls free from safety belts

(d)

Ignition switch OFF.

(e)

Throttle CLOSED.

(f)

Weight and balance: check if within limits.

I

(g)

Master switch ON. Check the operation of the acoustic stall warning and operation of beacon/strobe, landing and navigation lights (as applicable).

Right main landing gear; check inflation (14 psi / 1.0 bar), tyre condition, alignment, fuselage skin condition.

J

Right flap and hinges: visual inspection.

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G Horizontal tail and tab: visual inspection. H Vertical tail and rudder: visual inspection.

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VI. Check connection and integrity of air

K Right aileron: visual inspection; Right side tank vent: check for obstructions.

intake system, visually inspect that ram air intake is unobstructed (JF only).

CAUTION In windy conditions avoid putting fingers between aileron and wing structure as serious injury could result.

L

Right leading edge and wing skin: visual inspection.

VII. Check that all parts are secured or

safe-tied. VIII. Check the springs retaining the exhaust manifold. R Close engine cowling. S Visual inspection of the landing light.

M Left fuel filler cap: open only using the wedge-end of the fuel dipstick. Dip the tank for desired fuel level. Drain the left fuel tank by drainage valve (if fitted) using a cup to collect fuel. Check for water or other contaminants. N Drain the right fuel tank by drainage valve (if fitted) using a cup to collect fuel. Check for water or other contaminants. O Nose wheel strut and tire: check inflation (11 psi / 0.8 bar), tyre condition and condition of rubber shock absorber discs. P Propeller and spinner condition: check for nicks and security. WARNING Never allow yourself or anyone else to stand or put any part of the body within the arc of the propeller, since a loose or broken wire, or a component malfunction, could cause the propeller to be live and to suddenly rotate.

Q Open engine cowling and perform the following checklist (see notes below on correct opening and closing of engine cowling):

T

Remove tow bar, chocks and tie-downs.

OPENING AND CLOSING UPPER ENGINE COWLING I. Parking brake: ON II. Magnetos: OFF III. Generator & Master switches: OFF IV. Unlatch all four butterfly cam-locks

mounted on the cowling by rotating them 90° counter clockwise while slightly pushing inwards. V. Remove engine cowling paying attention to propeller shaft passing through nose. VI. To assemble: rest cowling horizontal insuring proper fitting of nose base reference pins. VII. Secure latches by applying light pressure, check for proper assembly and fasten Cam-locks. Butterfly Cam-locks are locked when tabs are horizontal and open when tabs are vertical. Verify that the tab is below the latch upon closing.

I. Check no foreign objects are present. II. Check the cooling circuit for losses, check coolant level into the expansion tank, insure radiator honeycomb is unobstructed. III. Check lubrication circuit for losses, check oil reservoir level, and insure radiator honeycomb is unobstructed. IV. Inspect fuel circuit for losses. V. Check integrity suspensions.

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Student Comfort A student who is seated comfortably in the aircraft will learn more quickly. Clothing should be compatible with the type of cabin you are sitting in. With the modern enclosed cabin, fitted with heating and ventilation, there is no need for heavy or bulky clothing. Seating comfort is equally important and you should not hesitate to take a little time to ensure that the seat is adjusted to your requirements. A major consideration is visibility, shorter students may require additional cushions underneath to be able to see adequately over the coaming above the instrument panel. Also, the ability to reach and use all controls, including full movement of the rudder pedals is important. Again, for smaller students, full use of the rudder pedals may require the use of cushions behind the student’s back. In those aircraft where full rudder pedal movement is not possible when the aircraft is stationary, this check should be made shortly after taxying has been commenced. After seat adjustment has been made, the harness can be secured about the body, and adjusted. Some aircraft are fitted with inertia reel shoulder harnesses, in which case they can be tightened without restricting the body movements required for in-flight operations. If a fixed shoulder harness is fitted, it should be secured, but the shoulder straps kept loose while on the ground to avoid restriction of body movement. Such restriction could mean that the internal checks and lookout (while taxying) can not be carried out correctly. In these circumstances, the harness should be tightened prior to takeoff at the appropriate item in the Pre-Takeoff Checklist. When using a full harness type of restraint, ensure the lap strap portion is tightly drawn across the waist before tightening the upper straps. If this is not done the upper straps, when tightened, will raise the lap straps and if this occurs, the harness will be of little value when needed most, because a sudden deceleration will cause the body to slide down through the lower portion of the harness. One final point about harnesses, do make sure that the straps are not partially jammed down near the side of the seat or caught in the cabin door. If either of these conditions exists, an apparently tight strap will most likely become loose if subjected to force, either in turbulence or in an accident. Also, if part of a strap is jammed in a door, the portion outside the aircraft can beat against the side of the aircraft with surprising force and noise.

Aircraft Checks The aircraft checks are to be done according to the Walsh Memorial Scout Flying School Checklists and a meticulous and methodical procedure must be developed. You may choose to memorise all of the checks and many students find this helpful. However in any event, all checks carried out while the aircraft is in motion are to be completed from memory, i.e. the After Takeoff (Climb) Checks, the Pre-Landing Checks, Final Checks, HASELL Checks, SADIE Checks, and the After Landing Checks, if you choose to carry them out while taxying the aircraft. This is because it is not good airmanship to have your head down looking inside the cockpit for any longer than is absolutely necessary. A good lookout outside the aircraft is very important. Some checks can be actioned when you think you need to action them and subsequently 'checked' as having been completed when you carry out the full checklist. For example, you may select a control such as the flaps, fuel pump or mixture to the position that you desire when you want to. During the checklist you are simply 'checking' that the aircraft is set-up as you require for the phase of flight that you are in or about to enter. You may find later on in your flying training, in aircraft operated by other organisations, that there are no specified formal checklists. If this is the case a systematic review of all instruments and controls should be made, adjusting, setting or checking the appropriate item as you come to it. When this method is used, it is helpful to divide the sections of the control panel and instruments into groups, and to complete each section in turn before moving on to the next. The internal checks should include all items associated with the pre-starting of the engine.

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Inflight Handling Procedures General This section provides procedures for the conduct of normal operations of the Cessna 152, the Piper PA38 Tomahawk and JF Tecnam aircraft when they are operated at the Walsh Memorial Scout Flying School. If you are using another aircraft type the information in this section may have to be modified slightly in accordance with the requirements and recommendations of the applicable Aircraft Flight Manual. During your flying training control of the aircraft will often be passed back and forth between you and your Flying Instructor, at all times it must be clear who, either you or your Flying Instructor, is actually flying the aircraft. To ensure that this is achieved a simple procedure is laid down. When your Flying Instructor wants you to take control they will say ‘You have control’, you should place you hands and feet on the controls and reply ‘I have control’, they will then take their hands and feet off the controls and the aircraft is then yours. When your Flying Instructor wants to take control back off you they will say ‘I have control’, and place their hands and feet on the controls, you should reply ‘You have control’, and then take your hands and feet off the controls, the aircraft is then theirs.

Airspeeds For Safe Operations (IAS) The following airspeeds are those which are significant to the operation of the aircraft. These figures are for aircraft flown up to maximum gross weight, under standard conditions at sea level. Performance for a specific aircraft may vary from published figures depending upon the equipment installed, the condition of the engine, airframe and equipment, atmospheric conditions and piloting technique. These data are valid for standard operations at maximum weight in normal conditions. Cessna 152 and Piper PA38 Tomahawk: Normal Climb...............................................................................70kts IAS Normal Base and initial Final Approach Speed...........................70kts IAS Maximum demonstrated crosswind.............................................17kts IAS JF Tecnam: Normal Climb...............................................................................70 kts IAS Normal Base and initial Final Approach Speed...........................70kts IAS Final Approach Speed – full flaps extended...............................55kts IAS Maximum demonstrated crosswind.............................................15 kts IAS

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Normal Takeoff Prior to takeoff give consideration to applying the Carb Heat for up to 15 seconds. This will ensure the carburettor is completely clear of icing, especially on a maximum performance takeoff. The risk of carb icing must be balanced against the risk of ingesting grass seed into the carburettor from the unfiltered carb heat air. Carb icing is most likely on a moist morning, when the grass is probably wet from the dew. Grass seed is most likely on dry long grass, when the heads are present. Normally takeoffs are made with the flaps up. If the runway surface is wet and/or long grass, or the runway length is short, takeoff distance is reduced by approximately 10% with the flaps set at 15°. However, climbing performance is reduced with flaps down; that is, to climb above an obstacle the aircraft does better with flaps up. Flap settings greater than 15° are not recommended for takeoff. At the Walsh flying school, to practise reconfiguring after takeoff, takeoffs are normally made with one stage of flap selected, i.e. 10° in the C152, the first notch in the PA38 Tomahawk and 15° in the JF Tecnam. The normal takeoff technique is conventional. The elevator trim tab should be set for takeoff, either to the indicated position or to neutral. When cleared for takeoff, open the throttle smoothly and fully. Hold it open by pushing it forward with your thumb, as vibrations from the engine or the rough ground may cause it to partially reduce, just when we need full power. Keep straight by using your rudder pedals to track directly at a feature that you have identified in front of you in the distance. Allow the aircraft to accelerate and apply light back pressure on the elevator control. It is important to check that the engine is developing full power early in the takeoff run by checking for a minimum of 2300 rpm in the C152 and PA38, and 2000 rpm in the JF Tecnam. Any sign of rough engine operation, bad engine vibration or insufficient power is good cause for aborting the takeoff. Raise the nosewheel at the appropriate speed, 50-55kts IAS in the C152 and PA38, and 40-45kts IAS in the JF Tecnam, by applying a little more elevator back pressure. The aircraft will lift off at approximately 60kts IAS in the C152 and PA38, and 55kts IAS in the JF Tecnam. Raising the nose too high will result in a delayed takeoff. When safely airborne, keep the wings level (with aileron) and relax the elevator back pressure a little to set and maintain the climb-out attitude, so that the aircraft accelerates to the applicable climb speed. Do not lower the nose too much however, or the aircraft may sink back onto the ground. Trim out the control forces. When at a safe height and speed retract the flaps. A safe height is 200 feet above the ground or obstacles, and a safe speed is 65kts IAS in the C152 and PA38, and 60kts IAS in the JF Tecnam. Once this speed has been achieved retract the flaps, then climb away at the normal climb speed for your aircraft type.

Climb The normal climb at maximum all up weight (MAUW) is made at 70kts IAS. The best rate of climb at maximum all up weight (MAUW) will be obtained at approximately 60kts IAS at sea level. As the best rate of climb speed is a constant TAS, the IAS should be reduced with height to maintain this best rate of climb TAS. In the circuit this is not a significant consideration, but at altitude it is. Above 4000ft AMSL the best rate of climb speed should be reduced to 55kts IAS, reducing a further 1kt per 1000ft of altitude. In the C152 and PA38 maintain the mixture control in the Full Rich position for takeoff and climb (to moderate altitudes).

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Cruise (Straight and Level) The cruising efficiency and speed is determined by many factors, including power setting, altitude, temperature, loading and equipment installed in and on the aircraft. The power setting for the cruise, normally around 2300 rpm in the C152 and PA38 and around 1900 rpm in the JF Tecnam, is set after the aircraft has accelerated to its normal cruising speed. If you are leaving the circuit and training area on a cross-country flight, the mixture in the C152 and PA38 should be leaned during sustained cruise operation above 3000ft to compensate for the reduced amount of air going into the engine at those altitudes, and at the pilot’s discretion at lower altitudes when 75% power or less is being used. The procedure in the appropriate engine operating manual should be used, but this is generally approximated by gently reducing the mixture until the engine begins to run just a little roughly, and then increasing the mixture about 1cm. The JF Tecnam does not have a mixture control. During the early stages of flight training, we are not sustaining cruise conditions so we leave the mixture rich. CAUTION C152 and PA38 Prolonged operation at power above 75% with a leaned mixture will result in engine damage.

Descent Descent can be either a power off glide (with the throttle closed), or a power assisted descent, e.g. at about 90-100kts, with 1500-2000 rpm set in the C152 and PA38, and 1200-1400 rpm set in the JF Tecnam. The disadvantages of a gliding descent are that the descent angle is not variable with changes to the power setting and that the engine cools rapidly and this can crack the cylinder heads. The C152 and PA38 can be glided satisfactorily at 70kts IAS with power off, and the JF Tecnam can be glided satisfactorily at 65kts with power off. If a prolonged power off descent is to be made, apply full carburettor heat prior to power reduction and check power response approximately every 1000ft of descent by smoothly applying power and then reclosing the throttle. At about 100 feet before your level off altitude select the carburettor heat OFF (unless carburettor icing conditions are suspected), then simultaneously set power and attitude as required and trim out the new control forces. A power assisted descent profile is used in the circuit and on most cross-country descent situations and will minimise the effects of the temperature cycle. This will help to prolong the engine cylinder life. In the circuit the throttle is initially set to 1500 rpm C152 and PA38, and to 1200 rpm in the JF Tecnam, then varied as required to control the descent angle.

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On cross-countries or when returning from a training area, the throttle should be adjusted to give 500 fpm rate of descent, (mixture full rich C152 and PA38) and maintain an attitude for an airspeed of 90-100kts IAS. Remember carburettor heat may be required. NOTE Always apply carburettor heat before starting a descent with low rpm set.

Circuits The purpose of flying circuits is to practise most of the previously taught exercises, e.g. takeoffs, climbing, turning, straight and level and descending, and to learn and practise landings. You will spend a significant amount of your early flying training time in the circuit, and so do all of the other students. As a result the circuit is often pretty full of other aircraft and a continuous lookout and listenout is vital to ensure you remain safely separated from the other aircraft. Unless specifically instructed otherwise by Air Traffic Control (ATC), aircraft must maintain their position in the circuit, i.e. don’t cut off other aircraft. The only exception to this is when practising engine failures after takeoff (EFATO), in which case the aircraft practising the EFATO is deemed to have left the circuit and must be cleared by ATC to rejoin the circuit. This may well involve a change of aircraft sequence, where the following aircraft will overtake (by cutting inside) the aircraft carrying out the EFATO. However follow ATC instructions.

Base Turn Procedure Mid to late downwind identify a feature on the ground over which you wish to have your aircraft established straight-in on final approach at 500 feet AGL. As you approach abeam this ‘straightin feature’ initiate the following procedure: 

carry out a thorough lookout;



select the Carb Heat ON;



reduce the throttle to an appropriate power setting for the type of approach you are intending to carry out;



immediately begin a medium level turn to track toward your straight-in feature;



in the C152 and PA38, when the IAS is in the ‘white arc’ select 10 degrees/ the first stage of flap (do not select any flap at this stage in the JF Tecnam);



allow the aircraft to descend and trim for the desired airspeed.

Naturally this ‘standard’ base turn procedure should be varied to take into account operational considerations such as wind, other air traffic and/or terrain/obstacles on final approach. However, do not continue extending the downwind beyond your selected base turn point waiting for the aircraft to slow down before turning.

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Normal Approach Approaching the base turn point carry out a thorough lookout, then apply the carb heat and reduce the throttle to about 1500 rpm in normal 10-15 knot wind conditions. In the JF Tecnam reduce the throttle to about 1200 rpm. Remember that one of the affects of power reduction is that the nose of the aircraft will drop below the normal straight and level attitude. Do not let this happen, but rather maintain the nose attitude with elevator as you enter the level base turn. The nose will also yaw with power reduction, so maintain balance with rudder. In the C152 and PA38 as the speed reduces into the ‘white arc’ select 10 degrees/the first stage of flap and apply some coarse forward elevator trim as the flaps are lowered and allow the aircraft to begin descending. In the JF Tecnam, as no flap is selected at this stage, hold the nose attitude in pitch while the aircraft decelerates to the desired speed, then lower the nose a little to hold the speed and allow the aircraft to begin descending. Now finely trim the aircraft for 70kts IAS, or it will be very difficult to hold the required airspeed on base and finals and you will require large elevator control forces during the landing flare, and this would make the landing more difficult. The purpose of the base leg is to fly the aircraft to a position over the ‘straight-in feature at 500 feet AGL, lined up towards the landing runway, at 70 kts IAS. On base leg and final, the primary means of adjusting the descent path is by varying power (rpm) with the throttle, and the required airspeed is maintained by small adjustments to the nose attitude. If you are low, increase the power setting by an appropriate amount, e.g. 100-200 rpm for a small correction, or possibly 300-500 rpm if a large correction is required. Conversely, if you are high, decrease the power by a proportional amount. If you are fast, select a slightly higher nose attitude and conversely if you are slow, select a slightly lower nose attitude. Also, you can use the flaps to adjust the approach path. Using more flap will steepen your descent path if you keep the airspeed constant, so if you are lower than you think you should be on the final approach angle, delay flap application. If you recognise that you are high, putting flap down earlier, or putting more flap down than usual, will help to rectify the approach path. Remember though, that the approach path is adjusted primarily by means of the power. When on final, use power and attitude changes together as required to maintain a constant approach path angle and the desired airspeed. In the C152 and PA38, progressively increase the flap to the nominated amount, normally full flap for a normal landing. In the Cessna 152, which has three flap selections, the flaps are usually set at 10° at the beginning of the base leg, increased to 20° nearing the turn onto final approach and finally increased to 30° at about 300 feet above the ground. In the PA38 Tomahawk, which only has two flap selections, the first stage of flap is usually taken at the beginning of the base leg, and the second (final/full) stage is taken at about 300 feet above the ground. In the JF Tecnam, which also only has two flap selections, the first stage of flap is usually taken at about 400 feet above the ground, and the second (final/full) stage is taken at about 200 feet above the ground. When landing flap is selected, allow the airspeed to reduce, due to the increased drag, to the appropriate final approach speed for the conditions and the aircraft type you are flying. In the C152 and JF Tecnam the airspeed may be reduced to not below 55kts IAS beginning the landing flare In the PA38 Tomahawk the airspeed may be reduced to not below 65kts IAS beginning the landing flare.

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In gusty crosswind conditions increase the nominated final approach speed by half the gust factor (normally at least 5kts). In significant conditions a prudent pilot would also consider a reduced flap setting, normally 20° of flap in the C152, or only one stage in the PA38 and JF Tecnam. However at the Walsh Flying School you are unlikely to be flying in conditions that would require you to approach with reduced flap. Late on final approach, at around 150 feet above the ground, make a mental note of ‘speed; slope; and configuration’, and complete the Finals Checks. At this stage I also make a mental note to look to the far end to help judge the round out and landing. Trust me, it helps! If you are not confident that you are ready to execute a safe landing then you must discontinue the approach. This is sometimes referred to as doing a ‘go-round’, going ‘missed approach’, or doing a ‘baulked landing’. See below for details.

Flapless Approach If there is a problem with the flaps and you have to make a flapless approach and landing, there will be less drag, so at the base turn point reduce the power to somewhat less than for a normal approach, but maintain a slightly higher speed than you would with flap extended, because the stall speed is a little higher. In the C152 and PA38 set about 1300-1400 rpm. Maintain 80kts IAS on base. After turning onto final progressively reduce the airspeed to a final approach speed of 75kts IAS. In the JF Tecnam, because you don’t select flap until established on final anyway, the first part of this approach is normal, so still set about 1200 rpm. Maintain 70kts IAS on base. After turning onto final progressively reduce the airspeed to a final approach speed of 65kts IAS. Flap lowers the nose and consequently improves the forward vision, so if you are approaching flapless you will notice the nose is slightly higher and vision slightly less. Avoid the tendency to fly a shallow approach because the picture out the front window is different. Maintain an approach angle of at least 3°. Make sure you keep a little power on as you enter the flare. If you end up with the throttle closed before you enter the flare, and hold off too long, there is a possibility of a tail strike, i.e. scraping the tail on the ground as you land. Since the nose is already higher than normal there is less flare required.

Glide Approach At the base turn point (the exact position depends on the wind), select the carburettor heat ON and close the throttle smoothly and fully. In the C152 and PA38, maintain 75kts IAS round base and onto initial finals. Select flap as required to control glide range. Reduce the airspeed to a final approach speed of 70kts IAS, maintaining at least 65kts IAS into the round out. In the JF Tecnam maintain 65kts IAS round base and onto initial finals. Select flap as required to control glide range (but remember the flap limiting speed). Reduce the airspeed to a final approach speed of 60kts IAS, maintaining at least 55kts IAS into the round out. Never try to stretch the glide by raising the nose and reducing the airspeed. Give a normal radio call in the down wind, there is no need to ‘request’ a glide approach, however you must ‘advise’ ATC (and other traffic will hear you) that you are carrying out a glide approach by calling “XYZ downwind, touch and go, glide”. You MUST maintain your position in the circuit traffic, i.e. do not cut in front of other aircraft. To achieve this, consideration of the position of the other traffic and early planning is necessary.

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Normal Circuit Downwind (100ºM) 1200ft indicated (1000ft agl)

Base Turn Point Base Turn Procedure

LOOKOUT



Base 70KIAS

When Downwind set: - 2300 rpm in the C152/PA38 - 1900 rpm in the JF Tecnam - check tracking - R/T - complete Pre-Landing Checks

LOOKOUT

Spacing ≅ 1nm



Crosswind 70kts IAS Wind Direction

LOOKOUT

 Runway 28 (280ºM)

Straight-in Feature

Final Complete Finals Checks C152 & JF Tecnam ≥ 55kts IAS PA38 ≥ 65kts IAS

Climbout 70kts IAS After Takeoff (Climb) Checks

LOOKOUT and turn at 700ft indicated (500ft agl)



Approaching to a Minimum Length Field Configure the aircraft as per the normal approach however nominate a final approach speed of 1.3 VSO for the actual weight, plus any gust factor. An early touchdown is desirable and appropriate braking should be applied in order to bring the aircraft to a prompt stop in the distance nominated.

The Landing Maintain the descending attitude until at the round-out (or flare) height. The height for this will be demonstrated by your Flying Instructor and is approximately 2-3 metres above the ground. At that point, slowly begin to raise the nose to reduce the rate of descent, take all of the power off by smoothly closing the throttle, keep the wings level (with aileron) and fly parallel to and just above the ground (about ½ to 1 metre), slowly and continuously raising the nose to the landing attitude. Coincidentally, the landing attitude looks the same as the takeoff attitude. This requires steadily more back pressure because the elevator is becoming less effective as the airspeed reduces, and because of the tendency of the nose to drop when power is reduced. If you apply the back pressure too quickly however, the wings will generate too much lift and the aircraft will balloon upwards. A slow application of back pressure is required, just sufficient to keep the aircraft flying parallel to and just above the ground. At the moment of touchdown the nose attitude should be similar to the takeoff attitude. Some students find it helpful to remember “Level off; Power off; Hold off”. Touch down on the main wheels first. Gently lower the nose. Use brakes as required to bring the aircraft to a stop or slow taxi speed and keep straight with rudder. When you are at a safe taxying speed clear the runway. Then carry out the After Landing Checks. If you are completing a 'touch and go landing', i.e. immediately taking off again, allow the aircraft to slow, as if you were completing a normal 'full stop landing', keeping straight with rudder, set the flap as required, 10° in the C152, one stage in the PA38 and 15° in the JF Tecnam, and smoothly reapply full power. Continue the takeoff and climb out as if it were a normal takeoff. In the earlier stages of your training your Flying Instructor may select the flap for you, check the elevator trim and tell you when to reapply full power.

Go-Round If a go-round is required from an approach or following some other exercise, with the aircraft in any given configuration, apply full power and establish a climb attitude, normally the maximum rate of climb attitude, then ensure that the carb heat is OFF. Wait for a positive rate of climb and reduce any flap to the setting normally used for takeoff. I.e. in the C152 reduce to 10°, in the PA38 reduce to the first stage and in the JF Tecnam reduce to 15°. When at a safe speed and height, (65kts IAS in the C152 and PA38, 60kts IAS in the JF Tecnam, 200 ft agl), reduce any remaining flap to zero and then complete the After Takeoff (Climb) checks. A good mnemonic for the go-round is: "Power up; Nose up; Clean up".

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Action After Flight Shutdown Procedures Upon returning to the aircraft parking area after flight, the correct run down and switching off procedure should be followed. If an engine is shut down when it is very hot, uneven cooling between the fixed and moving parts takes place, leading to deformation and engine damage. However, the taxying time after landing will normally have allowed the engine to cool evenly so that it can be shut down without delay after the aircraft is parked and the brakes applied. The correct method of shutting down is detailed in the Shutdown Checks and should be adhered to. It must be understood that the hazard of an ignition system being live will always exist even with the ignition switch in the OFF position. This is due to the fact that the ignition switch is different in at least one respect from all other types of switches, in that when the ignition switch is in the OFF position, a circuit is completed through the switch to ground. In other electrical switches, the off position normally breaks or opens the circuit. A defect such as a broken ground wire in the ignition system could lead to a situation where the ignition system could be live even though the switch is in the OFF position. Handling the propeller on these occasions could cause the engine to fire and seriously injure the handler. For this reason propellers must be handled with extreme caution and propellers must always be treated as live. This is why, in the checks, we switch each magneto off individually and switch them both off momentarily, to establish the serviceability of the ignition system prior to shutdown, and this is incorporated in our Shutdown Checks. If the engine continues to run with both magnetos OFF, the ignition system is live and this must be reported immediately. In the C152 and PA38, the engine is stopped by putting the mixture control into the ‘Idle Cut Off’ position. Close the throttle completely as the engine dies, and turn the ignition switch off only when the engine has stopped. These two actions will ensure that the cylinders are starved of fuel and thereby reduce the risk of the engine firing should the propeller subsequently be turned by hand. The mixture control should be left in the Idle Cut Off position after stopping the engine. A handy mnemonic for remembering this is “The three ‘M’s: - Mixture; Mags; and Master”. In the JF Tecnam, the engine is stopped by closing the throttle and turning the ignition off. Prior to vacating the aircraft do a final safety check – ignitions and master switch off; fuel selector off; seats fully back and the document bag on the seat (ready for the next flight).

Aircraft Parking/Picketing/Vacating The brakes should be parked and if the aircraft you fly has control column locks they should be installed. In the C152 and PA38, the aircraft keys should be placed on the aircraft’s instrument console (dashboard), in clear view, so that others can easily see that they are not in the ignition. In the JF Tecnam the aircraft keys should be placed on the hook on the top of the aircraft’s windscreen. Headsets should not be left in the aircraft. If you have borrowed one of the School’s headsets it should be returned to its appropriate location in Flight Operations. Do not leave the aircraft in a messy state. All of your personal effects, documents and any rubbish must be taken out. A good way to think about it is to undertake to leave the aircraft as you would like to find it.

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Your final responsibility before leaving the aircraft is to have a good look around the aircraft and carry out a brief external examination to see if anything requires the attention of your Flying Instructor or of the Flight Operations Officer. After the final flight of the day, and at any other time that severe wind gusts are expected, the aircraft should be firmly 'tied down' by securing the pickets. Additionally in the PA38 and JF Tecnam, the control yoke/stick on one side of the cabin should be secured with a seatbelt to prevent movement. If you are unsure, ask a Flying Instructor or the Flight Operations Officer. After the final flight of the day the keys must be returned to Flight Operations and the fuel tanks should be topped up to the specified level to reduce the chance of condensation forming in the tanks overnight.

Authorisation Card And Defect Book Your flight times should be entered on the authorisation card which, when complete, is handed to the Ops Controller. Any defects should be discussed with a Flying Instructor or the Flight Operations Officer and then, if required, clearly written in the defect book for rectification. If the defect is a serious one affecting the airworthiness of the aircraft, the defect must be written in the aircraft’s Technical Log, and the ignition keys should be removed from the aircraft and given to the Flight Operations Officer, to ensure that it does not fly again until the appropriate rectification has been carried out, and the aircraft’s airworthiness reconfirmed by an authorised engineer.

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Chapter Eight Basic Aircraft Technical Information The aim of these notes is to provide you with some basic knowledge of the aircraft you are flying when you are at the school. This will obviously be expanded upon by your instructor and during the ground lectures, but in this chapter all we are concerned with is giving you some idea of the parts of an aeroplane and how it flies. The Cessna firm was founded Clyde Cessna in the U.S.A. in 1927. The usual models we use are the Cessna 150 and 152, both of which are two-seaters.

William Piper founded his firm in 1937. The Piper model you will see at the school is the PA 38 (Piper Aircraft model number 38) commonly called the Tomahawk, which is a two-seater.

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Most light aircraft have the same basic parts. They are: 1. the WING (or main plane) 2. the FUSELAGE (body) 3. the TAILPLANE (empennage) 4. the LANDING GEAR (undercarriage) 5. the ENGINE 6. the PROPELLER 7. the CONTROLS 8. the INSTRUMENT PANEL

The Wing The wing extends outwards from each side of the fuselage. The wing has a nearly flat bottom surface and a curved top surface. This curvature is called camber and the shape creates the lift that keeps the aircraft in the air. (See later paragraph) The low wings on the Piper and Tecnam models are cantilevered (completely supported by the fuselage only), while the high wings on the Cessnas are partially supported by struts as well. Each wing has a wing root near the fuselage, a wing tip, a leading edge and a trailing edge, and houses a fuel tank near the wing root. The wings have control surfaces attached to their trailing edges. The Fuselage The fuselage extends from the nose to the tail and is usually a tube like shape. The engine is installed at the front of the fuselage, and further aft are the instrument panel, the controls, the pilots seats and the baggage area.

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The Tailplane The tailplane consists of the horizontal portion (the stabiliser) and the vertical part (the fin). These structures, like the wings, have control surfaces attached to their trailing edges. The primary purpose of the tailplane, is one of controlling and stabilising the aeroplane in flight. The Landing Gear The landing gear (or undercarriage) on most light aircraft is of the tricycle type. This consists of a nosewheel, which is steerable on the ground, and two main wheels. As the wheels are attached to the aircraft either by an arrangement similar to a car's shock absorber, or spring steel legs, both of which are designed to cushion the forces of taxying on the ground, taking off and landing. The landings should be accomplished on the main gear only (not on the nosewheel) as these legs are fixed more strongly to the aircraft structure. The gear on these training aircraft is fixed; that is, not retractable, as is the case on more advanced aircraft.

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The Engine The engine is a piston engine with similarities to a car engine but also with differences. Both burn a mixture of petrol and air, in the form of a fine spray, inside the cylinders. This combustion forces each piston down in turn, and this linear motion is converted into rotary motion by the crankshaft, to which all the pistons are connected. The propeller is fixed onto the crankshaft and is thus made to turn around. Two differences of aircraft engines are that: 1.

ignition of the combustible mixture is achieved more safely and efficiently by two independent magnetos, rather than by the battery and coil as in a car engine, and

2.

the aircraft engine is air cooled rather than having a water radiator system.

The Propeller The propellers on our light aircraft are usually fixed pitch, that is, the angle of the blades cannot be changed. The propeller blade resembles the wing on a smaller scale. The front of the propeller blade is curved, like the top of the wing, and it has a root, tip, leading edge and trailing edge.

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The Controls The controls are in front of the pilot in the cockpit. The main control is the control column or control wheel. Turning the control wheel sideways moves the ailerons on the trailing edge of the wings, which make the aircraft roll to the left or right. Note that one of the ailerons will be deflected up and the other down. This is the main control used to turn the aircraft. The control wheel can also be moved forwards or backwards. This action moves the elevators on the stabiliser, which makes the nose of the aircraft pitch up and down. The other primary control is the rudder which is actuated by means of the foot-operated rudder pedals. Using these (one at a time) deflects the rudder on the fin which yaws the nose of the aircraft to the left or the right. A secondary control is the flap control. The flaps come down together on the inboard trailing edge of the wings. They are used mainly for landing. The main engine control is the throttle which is hand operated. increase power and pull it OUT to reduce power.

FTM Supplement

We push the throttle IN to

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The Instrument Panel The main flight instruments are illustrated below. Obviously you cannot see how the indications change, but from left to right on the top row are the airspeed indicator (showing 60 knots), the artificial horizon (showing wings level), and the altimeter (showing 1100 feet). The bottom row of instruments, again from left to right, is made up of firstly, the turn coordinator (showing zero rate of turn with the aeroplane symbol, and the black ball inside the two lines shows that the aircraft is flying efficiently straight through the air, without any sideways movement). Next is the heading reference (showing a heading of north, or 360 degrees) and finally the vertical speed indicator (showing no climb or descent).

The Four Forces Four basic forces govern the flight of any aircraft. They are:

Weight acts straight downwards towards the centre of the earth and is the result of gravitational attraction from the earth. This is countered in flight by the lift produced by the wings. If the lift and weight are equal and opposite the aircraft will maintain its height. Drag is the natural resistance of the air which opposes the aircraft's forward movement ('friction'). Thrust is the force, generated by the engine and propeller, that opposes drag. If drag and thrust are equal and opposite the aircraft will maintain a constant speed.

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To finish these notes we will look at lift in a little more detail. The cambered upper surface of the wings means that air flowing over the wing has a greater distance to travel than air going underneath. Laws governing the flow of fluids say that the air going over the wing must flow faster and therefore that its pressure will decrease. Underneath the wing the air slows down a little and its pressure is increased by a relatively small amount.

Because higher pressure air will try to move into an area of lesser pressure, the wing tends to be lifted into the air. Although all parts of the wing are producing lift it is convenient to represent it all with one arrow or vector. It is important to realise that most (approximately 70%) of the lift is generated by the reduction of pressure on the top surface. The propeller blades produce 'lift' in a similar manner to the wings, (as the front surface is cambered like the top surface of the wing), but in this case we call it thrust. As the propeller spins, a low pressure area is created in front of the propeller and the aircraft is drawn forward. The flaps increase the amount of lift generated by the wings by effectively increasing the camber. They are used mainly on landing because if we have more lift we can land more slowly and so use less runway.

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The control surfaces do their job by effectively varying the amount of camber as well. For example, when applying aileron to turn the aeroplane, the down-going aileron increases the camber and therefore lift on that wing, which rises, while the up-going aileron decreases the amount of camber and lift on that wing, which goes down. The end result is a roll in the direction that the control wheel was applied.

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WALSH MEMORIAL SCOUT FLYING SCHOOL

CESSNA 152

NORMAL CHECKLISTS

BEFORE ENGINE START Tech Log/Docs....................Check when maintenance due Tacho...................................Note the tacho reading before start up Seats....................................Adjusted; Locked; Belts On Master Switch......................On Park Brake...........................On Instruments..........................Checked Avionics...............................On; ATIS checked; ATC frequencies set; Avionics Off Altimeter..............................Set (aerodrome QNH) Circuit Breakers..................Checked Flaps.....................................Up Fuel Selector.......................On Mixture.................................Rich Throttle.................................Set ½ cm open Carb Heat.............................Off Beacon.................................On Primer...................................As required; Locked

ENGINE START Propeller Area.....................Clear Ignition Switch.....................Start Throttle.................................Set 1000 rpm Alternator / Ammeter..........Positive charge Oil Pressure.........................Checked Ignition.................................Checked (L – R – Off – Both) Throttle.................................Set 1200 rpm Avionics...............................Radios On Transponder........................Set SBY and the aircraft’s code ATC.......................................Request taxi Brakes..................................Release; Test

ENGINE RUN UP Park......................................45º to final approach (if possible) Park Brake...........................On Throttle.................................1200 rpm Area......................................Checked Temps and Pressures.........Checked Throttle.................................1700 rpm Carb Heat.............................Checked Ignition.................................Checked (L – Both – R – Both) Suction.................................Checked Alternator / Ammeter..........Checked Temps and Pressures.........Checked Throttle.................................Check idle Reset 1200 rpm

PRE-TAKE OFF CHECKS (D.V.A.'s) T T M F

-

F I I H C

-

Trim............................Set for Take-off Throttle Friction.........Set Mixture.......................Rich; Carb Heat Off Fuel.............................Selector On; Contents sufficient; Primer Locked Flaps...........................Set Ignition.......................On Both; Master On Instruments................Checked Hatches; Harness.....Secure Controls.....................Full, free and correct movement

Radio Frequencies Tower:

Primary: ATIS:

118.9 127.6

Transponder:

Aircraft code set

Secondary: AWIB:

120.0 118.8

SHUTDOWN CHECKS

LINE UP CHECKS Landing Light......................On Transponder........................On ALT D.I.........................................Aligned with the runway

AFTER TAKEOFF (CLIMB) CHECKS Flaps.....................................Up (min 65 kts and 200 feet AGL) Temps and Pressures.........Checked

PRE-LANDING CHECKS B U M F

-

Brakes.........................Checked; Park brake Off Undercarriage.............Down Mixture........................Rich Fuel.............................Selector On; Contents sufficient; Primer Locked H - Harness.......................Checked

FINALS CHECKS Landing Clearance..............Received Runway................................Clear Carb Heat.............................Off

Park Brake...........................On Throttle.................................1000 rpm Radios..................................Off Ignition.................................Checked (L – R – Off – Both) Mixture.................................Idle Cut Off Throttle.................................Closed (as the engine stops) Beacon.................................Off Ignition.................................Off (put the key on the console) Master Switch......................Off Control Locks......................Installed (if required) Tacho...................................Note the tacho reading at shutdown

HASELL CHECKS H - Height..........................Sufficient for recovery at a safe height A - Airframe......................Flaps up S - Security.......................Harness tight; No loose objects E - Engine.........................Carb Heat as required; Temps and pressures checked L - Location......................Not over built up areas L - Lookout.......................Around, above and below

SADIE CHECKS

AFTER LANDING CHECKS Flaps.....................................Up Landing Light......................Off Transponder........................Off Carb Heat.............................Off

S A D I E

-

Suction........................Checked Amps...........................Checked; Alternator charging D.I................................Checked with compass Icing.............................Check Carb Heat Engine.........................Instruments and fuel checked

Chapter Ten (a) Cessna Expanded Normal Checklists The following is an expansion of the Normal Operations Checklists. These notes should help you to understand what to do and why you are doing it.

BEFORE ENGINE START Ideally, for start and run-ups or any other time when the aircraft is stationary, the wind should be on the nose. In any case, to reduce high abnormal loads on the propeller shaft and the engine mounts, the crosswind component should be less than 10 knots. The propeller area should be visually checked clear of personnel and obstructions and vehicles. The area ahead should be clear in case of brake failure. The intended taxi path should also be clear. The area behind the aircraft should be clear to avoid damage to equipment or other aircraft and inconvenience to other personnel. Tech Log/Docs........................................................Check when maintenance due Before every flight you must ensure the aircraft is airworthy by checking the Tech Log, normally kept in the folder with the Aircraft Flight Manual, to ensure there is adequate flight time remaining for your flight, before maintenance action is due. At the Walsh you are assisted in this by an entry in the checklist folder. However, this does NOT absolve the pilot-in-command from the responsibility of ensuring the aircraft is airworthy. Tacho.......................................................................Note the tacho reading before start up Note the tacho reading before the engine is started. Use the space on the bottom of the ATIS pad, or use another suitable piece of paper. Keep this ATIS pad/piece of paper in a handy and secure place, so that you can use it again at the end of you flight. Seats........................................................................Adjusted; Locked; Belts On The seats on most light aircraft can be adjusted fore and aft. Adjust the seat so that you can reach the rudder pedals with your knees still comfortably bent. This will ensure that you can exert full rudder pedal movement if required. Seatbelts or harness are fastened when seated. Normally, the cabin doors and windows are closed, but this can be checked again later on, prior to takeoff. This covers the situation when, on a hot day, the windows are left open while taxying. Master Switch..........................................................On The master switch controls most of the aircraft’s electrical equipment, including the starter. Note that it does not control the engine ignition itself, which is supplied by the two independent magnetos. Park Brake...............................................................On Use your feet to pressure the toe brakes sufficiently to feel the hydraulics resisting. There is no need to use all your strength. The same applies to the park brake, do not use your full strength. Now set the park brakes on. Instruments.............................................................Checked These should be checked to see that they appear serviceable prior to starting the engine. This is simply a visual scan from left to right of the instruments, checking for faults such as cracked glass and bent needles. Having completed the flight instruments continue the scan on to the engine instruments. Scan from left to right as for the flight instruments.

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Avionics...................................................................On; ATIS checked; ATC frequencies set; Avionics Off ATIS stands for Automatic Terminal Information Service. It broadcasts data about the runway in use and the weather conditions, including the aerodrome’s QNH. The ATIS frequency used at the Flying School at Matamata is 127.6. You may write down the ATIS from the ATIS board by the fence before your flight if you wish, or you can write down the ATIS at this stage of the checks if required. In either case there is an ATIS pad supplied for the purpose. Check that the ATIS has not changed if you wrote it down before you got to the aircraft. ATC frequencies are detailed on the aircraft checklist, in your Flight Training Manual Supplement and in the AIPNZ VOLUME 4/AIP Supplements. The Control Tower is 118.9 (Primary) and 120.0 (Secondary), the callsign is “Matamata Tower”. When ATC is off watch, i.e. the aerodrome is ‘unattended’, and the control zone will revert to Class ’G’ (uncontrolled airspace), and unattended procedures apply within the MBZ using 120.0. The callsign will then be “Matamata Traffic”. Radios should be turned off during engine start (and shutdown) to avoid damage due to power surges which occur at these times. Altimeter..................................................................Set (aerodrome QNH) Set the aerodrome QNH from the ATIS. QNH is the atmospheric pressure which, when set, will have the altimeter reading height above sea level. In the case of Matamata aerodrome, it should read approximately 182 feet, which is the elevation here. Circuit Breakers......................................................Checked Check visually for circuit breakers that have popped. If popped, see a Flying Instructor. Flaps........................................................................Up Flaps should be up for taxying, if they are down they may be damaged by stones or other objects which may be flicked up by the propeller or tyres. Fuel Selector...........................................................On In some aircraft, such as the Cessna 152, the fuel selector is either On or Off. In others such as the PA38 Tomahawk, the selector has 3 positions; Left, Right, or Off. Mixture.....................................................................Rich Move the lever to the full rich position. Do not recycle the lever. For the duration of most of your initial flying training the mixture will be needed in the Rich, or fully forward position. Throttle.....................................................................Set 1/2 cm open Open the throttle only slightly. About 1/2 cm, measured at the top of the throttle lever, should be sufficient. This is the approximate position of the throttle which will give a good start and 1000 rpm after start. Most difficult starts are caused by the throttle being set too wide. Do not cycle the throttle. Although this can be used to prime the carburettor, it adds to the danger of an engine fire. The primer is provided for this purpose.

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Carb Heat.................................................................Off Do not cycle the lever if it is in the Off position. Beacon.....................................................................On The ‘beacon’ is the red rotating anti-collision beacon on the tail fin which should be turned on prior to start so that personnel can become aware that the aircraft engine is about to start. You do not normally need the Nav Lights during the day. On some aircraft the wing tip strobes are on a combined switch with the beacon and consequently their use should be restricted at night as they may cause a distraction to other pilots and to ground personnel in the vicinity, in which case switch on the Nav Lights and cycle the Landing Lights On/Off/On to warn of a pending engine start. Primer......................................................................As required; Locked If the engine is warm, no priming is normally required. If the engine fails to start, use one full stroke of the primer. On the first start of the day use two full strokes, or three if it is very cold. When using the primer, draw the pump out to its full extent, wait a few seconds for the fuel to be sucked into the pump and then push it back in fully. This process ensures that the pump works efficiently, it is sometimes possible to hear the fuel being sucked into the pump. Ensure that the primer is securely locked, otherwise serious inflight fuel problems may develop.

ENGINE START Propeller Area.........................................................Clear After the Before Engine Start checks have been completed, a final look outside the aircraft should be made to ensure that it is all clear around the aircraft just prior to starting the engine. Even the area behind should be considered, because a person there may be walking towards the front of the aircraft to check something, or to make his/her way to the tower. The propeller is potentially very dangerous and we must ensure that an unaware or inattentive person is not injured by it. For night operations the landing light should be cycled on/off/on, for lookout and to warn of the intention to start the engine. Many pilots back up this visual check by calling “Clear the Prop” out the window. Ignition Switch........................................................Start One hand should be placed on the throttle, and the feet should be near the brakes. Parking brake systems are not infallible, and these should not be relied upon to stop the aircraft moving forward after the engine has started. When ready, engage the starter mechanism. Starting is achieved by turning the ignition key to the start position. The throttle is not to be cycled/pumped during the start as this may induce a carburettor fire if the engine backfires. The key should be released to BOTH as soon as the engine has started. The engine is to be turned over for a maximum of four 10 second periods during a start attempt, following which a period of five minutes is to be allowed for the starter motor to cool. Following the second unsuccessful 10 second attempt, complete the Flooded Start procedure below. Seek maintenance assistance following an unsuccessful set of four start attempts. If away from Matamata, attempt one more set of four 10 second attempts and if a start is not achieved seek maintenance assistance before subsequent start attempts.

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Throttle.....................................................................Set 1000 rpm A low power setting of approximately 1000 rpm is best until the engine settles down, begins to warm and the oil pressure rises. Hold the throttle gently in your fingers. There is no ‘one best way’ to hold the throttle, it varies from person to person, and your instructor will show you some alternatives. However, whichever method you choose, it is important that it allows you to exercise precise throttle control and allows you to apply small, accurate adjustments when either increasing or reducing power. Alternator / Ammeter..............................................Positive charge The battery supplies electrical current to the electrical system when the engine is not operating (e.g. for starting). When the engine is operating, the alternator supplies electrical current to the electrical system and replenishes the battery. Remember, neither the battery nor the alternator supply the ignition system. That is the function of the magnetos. The ammeter in most modern light aircraft indicates the charging rate applied to the battery by the alternator, i.e. it is a “centre-zero” ammeter. Immediately after engine start the charge rate will be reasonably high as the alternator replenishes the battery. There should be a high positive needle deflection, to the right of the scale. A “zero-left” ammeter will show the alternator output, and after start it should be well off the left, to somewhere near the middle of the scale. Oil Pressure.............................................................Checked As soon as the engine is running smoothly, the oil pressure should be checked; if it does not rise to the specified value in about 30 seconds the engine should be shut down to prevent damage.

CAUTION Check the oil pressure immediately after starting the engine. If no pressure rise is evident after 30 seconds, shut the engine down immediately and inform a flying instructor, flight ops or an engineer. Without oil pressure the engine’s moving parts will not be lubricated and the engine will seize up, very expensive! Next, a reading of the oil temperature should be noted. The oil temperature is often slow to rise in cold weather, but normally if a steady reading is observed after engine start it is acceptable. Ignition.....................................................................Checked (L – R – Off – Both) Check LEFT; RIGHT; OFF; BOTH. This is a double check. We are completing a 'dead cut' check, i.e. checking to see if the ignition goes dead when it is selected to LEFT or RIGHT, and a 'live mag' check, i.e. checking to see if the mag is live when it is selected to OFF. Therefore the ignition is being checked for correct operation of the LEFT/RIGHT and OFF positions. To check the ignition system select the LEFT magneto for about one second, repeat for the RIGHT magneto, then briefly select to the OFF position without allowing the engine to stop, then back to BOTH.

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When you move the ignition switch from BOTH to LEFT, then RIGHT, the engine should continue running, at reduced rpm. This confirms that both magnetos are operating. Then move the switch briefly to OFF, then back to BOTH. The engine should cut out while the switch is in the OFF position. This confirms that there is no short circuit and that the ignition wiring is correct. If the engine dies when the LEFT or RIGHT magneto is selected then that magneto (and the aircraft) is unserviceable. If the engine runs when the ignition is selected to OFF, then there is a fault in the ignition system and the aircraft is unserviceable.

CAUTION If the engine cuts out when the switch is on LEFT or RIGHT, or continues to run when the switch is OFF, shut the engine down and inform a flying instructor, flight ops or an engineer.

Throttle.....................................................................Set 1200 rpm By now the engine should have settled and warmed enough to allow you to set 1200 rpm. This slightly higher rpm will reduce the chance of plug fouling, which tends to occur if the engine is idled for prolonged periods at low power. In general avoid idling the engine on the ground at low power for any longer than you have to. Avionics...................................................................Radios On Transponder............................................................Set SBY and the aircraft’s code Set Standby and check that the correct transponder code, allocated to the aircraft you are about to fly, is set. This will be in the range 2400-2477,and is written on the back of the checklist in the aircraft. This code should be squawked at all times when airborne, i.e. in the circuit, in the training areas and when on cross country flights. Radar controllers, if they wish, can use a filter to suppress codes on their screens so that any clutter from the circuit is alleviated. The transponder is a radio device that sends a signal to ground based radar so that the area radar controller can identify the aircraft and its altitude on their screen. Standby allows the unit to warm up without sending a signal. Normally light aircraft are not allocated a specific transponder code, however ATC have arranged codes for Walsh aircraft for the duration of the school. For your information, unless otherwise directed by ATC, light aircraft flying under Visual Flight Rules normally set: 

2200 in a controlled aerodrome circuit;



1400 in General Aviation Training Areas; and,



1200 on cross-country flights.

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ATC...........................................................................Request taxi See the Radio Procedures section of this manual on Page 6-1. It is normal, if your aircraft is fitted with two radios, to check them both when you first establish communications with ATC, to ensure that they both function properly. Therefore you should establish communications with ATC and receive their reply on the radio you will be using as your secondary/backup radio, then pass the taxi request and receive the clearance from ATC on the radio you will be using as your primary/main radio. To make sure that you are receiving on the appropriate radio, ensure both receive buttons are Off. Brakes......................................................................Release; Test Close the throttle, release the park brake, apply just sufficient power to start moving. When releasing the park brakes ensure that they are completely off, it is possible for them to appear to be off but to be partially on. When in a clear area, apply the toe brakes sufficiently to feel their operation then continue. The brake test should be done gently, with even pressure on both brakes. If one brake is not working the aircraft will swing in the direction of the good brake. Pass control to the left seat pilot/instructor if present, to allow them to check their brakes. NOTE The brake test does not have to bring the aircraft to a complete stop.

FLOODED START PROCEDURE Should the engine become flooded due to over priming follow this Flooded Start procedure. Mixture.....................................................................Idle Cut Off Throttle.....................................................................Full The throttle should be fully open to allow the maximum amount of air to be pumped through the carburettor and engine to clear the excess fuel. Fuel Pump................................................................Off Ignition.....................................................................Start Keep one hand on the throttle and the other on the ignition while the engine is turning on the starter. Once the engine fires the left hand should move to the control column while you reduce the throttle with the right hand. If the engine is flooded it may initially cough a few times prior to running but once it starts it can pick up rpm very quickly, so be ready to reduce throttle rapidly. Throttle.....................................................................Retard Mixture.....................................................................Advance Once the engine has started with the mixture lean it will run for some time before dying. So there is no need to rush to get the mixture rich. Make sure the engine is throttled back to a safe idle speed (about 1000 rpm) before enriching the mixture. Now go back to the Engine Start checks and continue from: Throttle.....................................................................Set 1000 rpm Continue with the ENGINE START checklist.

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ENGINE RUN - UP Park..........................................................................45º to final approach (if possible) Park the aircraft at about 45º to the runway and facing toward the final approach, but within 30º of the wind if it is 15 knots or more. Parking this way will ensure that you keep your prop wash clear of following aircraft and it allows you to see aircraft behind you and on final approach. You must give due consideration to other aircraft that also need to use the run-up area. Try to park so that they can manoeuvre around behind you, so that they can utilise spare space further along. If the opportunity arises, you may be able to move further along yourself. Always exercise courtesy and patience, and never pass another aircraft on the runway side, always pass behind and then only if it is not at high run-up power. In the C152, the aircraft’s windows should be closed for the run-up, they may be temporarily reopened again following the completion of the run-up. Park Brake...............................................................On The brakes are normally parked for the run-up. However do not rely solely on the park brake, keep your feet on the toe brake as well during the high power run-up. Throttle.....................................................................1200 rpm Set 1200 rpm whenever you are stationary. Area..........................................................................Checked There should be no aircraft or personnel close behind, and the run-up should not be carried out in front of a tent or open hanger as the slipstream may cause damage and may blow grass and other small objects around. Temps and Pressures............................................Checked These should be in the green range. Before increasing the rpm the oil temperature should be increasing and the oil pressure should be over 25 psi. Throttle.....................................................................1700 rpm Always use smooth throttle movements and avoid sudden and coarse movements which can put stresses on the internal parts of the engine, such as pistons and crankshaft. Select the rpm initially by ear, then check the tachometer (engine rpm gauge). Glance outside as you increase power to make sure the brakes are holding and the aircraft is not moving forward. Carb Heat.................................................................Checked Move the carburettor heat control to ON for the absolute minimum time that it take to notice an rpm drop. A small drop of between 20 and 100 rpm is a normal indication. The readings should return to normal when the carb heat is selected off. NOTE If no rpm drop is noted when the carb heat is applied during run-up, the carb heat control may not be working. An excessive rpm drop (>200 rpm) may indicate an exhaust system fault. In either case, do not takeoff. Return to dispersal and inform a flying instructor, flight ops or an engineer.

CAUTION Do not use carb heat excessively on the ground as this allows unfiltered air (i.e. air with dust, pieces of grass seed, etc) to pass into the engine.

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Ignition.....................................................................Checked (L – Both – R – Both) Check LEFT; BOTH; RIGHT; BOTH. Move the ignition switch first to the LEFT magneto position and note the rpm drop (from 1700) Next move the switch back to BOTH to clear the other set of spark plugs. The rpm should go back up to 1700. Then move the switch to the RIGHT magneto, note the rpm drop and return to BOTH. Read out a quick estimate of the values of the rpm drop on each magneto. E.g. "LEFT 130 drop; BOTH returns; RIGHT 100 drop; BOTH". Do not linger on only one magneto. The maximum drop is 175 rpm, with a maximum of 50 rpm difference between each magneto. If there is doubt concerning operation of the ignition system, an rpm check at a higher engine speed, say 2000 rpm, will usually confirm whether a deficiency exists. On occasions it is possible to experience rough running when magneto checks are carried out. This plug fouling may be due to accumulations of oil or lead on the plug electrodes. If this problem is encountered the following procedure should be applied: 

Check that the area behind and adjacent to the aircraft is clear and the brakes are firmly applied.



Run the engine at 2000 rpm for up to 30 seconds then try a further magneto check.



If rough running persists run the engine at full power for 5 to 10 seconds then throttle back to 2000 rpm and carry out a further magneto check.



If the problem persists the aircraft is unserviceable and must be returned to engineering for rectification.



Under no circumstances is the mixture to be leaned to clear the plugs.

If the selection of a single magneto, either LEFT or RIGHT, causes the engine to stop, or if any other malfunctions are noted, the engine should be shutdown and the matter reported to an instructor or flight ops. CAUTION If the engine dies when either of the magnetos is selected DO NOT reselect the ignition back to BOTH to try to keep the engine running, as this may lead to a serious backfire and engine damage. Rather, leave the ignition in the position it is in when the engine died, close the throttle and allow the engine to stop rotating. When the engine has stopped completely, restart it and return to dispersal and report the problem to a flying instructor, flight ops or an engineer.

Suction.....................................................................Checked The suction reading in the green range is an indication that the vacuum pump, which is used to drive the gyros for the Attitude Indicator and the Direction Indicator, is operating.

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Alternator / Ammeter..............................................Checked By the run-up stage, the charge rate should be very small or zero. A zero-left ammeter shows the alternator output, and should be just off the left of the scale. A centre-zero ammeter shows the flow of current into and out of the battery and should be very near the centre of the scale. NOTE If the ammeter shows a discharge during run-up, cycle the master switch once. This condition may have been caused by a sticking voltage regulator. Never cycle the flaps down and up, or switch the landing lights on and off, to check the alternator/ammeter. This is very damaging on the flap motor and running gear, and to the landing light filament. Temps and Pressures............................................Checked Whilst at high power, the engine oil pressure and temperature gauges should be read again to ensure that both are giving steady indications within the green arcs. This is a more appropriate stage for this check as any malfunction of the oil system will be more likely to manifest itself after a period of engine operation at high power. Throttle.....................................................................Check idle Reset 1200 rpm The throttle should be closed smoothly and completely to check that the engine still runs with the throttle in this position. Minimum idle, with the throttle completely closed, should be smooth and about 500-700 rpm. If the engine idles between 700 and 800 rpm, note the figure and report it to a Flying Instructor or the Flight Operations Officer on your return. If the engines idle at >800 rpm the flight should be terminated and maintenance assistance sought. The oil pressure MUST be above 25 psi. NOTE If during these power checks, the prescribed limits of rpm, pressure, temperature etc. are exceeded, the aircraft should not be flown. In these circumstances return to dispersal and report the problem to a flying instructor, flight ops or an engineer.

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PRE-TAKE OFF CHECKS (D.V.A.’s) (Drills of Vital Action) A complete set of Pre-Takeoff Checks are to be carried out prior to the first takeoff of an air exercise and if After Landing Checks are begun or the aircraft systems are significantly reorganised. However, following a "Stop and Go" or "Stop and Backtrack" an abbreviated PreTakeoff Check of ‘Trims; Flaps; and Engine Temps and Pressures’ is all that needs to be carried out. T - Trim.................................................................Set for Take-off Check the trims for free movement both sides of the neutral position, then set them for takeoff. There is no need to exercise them through their full range of movement. T - Throttle Friction.............................................Set The throttle friction nut gives us control over how easily the throttle can be moved. It should be firm, but not tight. M - Mixture............................................................Rich; Carb Heat Off F - Fuel.................................................................Selector On; Contents sufficient; Primer Locked The primer should be checked by gently pulling it with your hand to confirm that it is locked, as it cannot be checked visually. F - Flaps...............................................................Set Normally takeoffs are made with little or no flap. If the runway surface is wet and/or long grass, or the runway length is short, takeoff distance is reduced by approximately 10% with the flaps set at 15º. However, climbing performance is reduced with flaps down; that is, to climb above an obstacle the aircraft does better with flaps up. Flap settings greater than 15º are not recommended for takeoff. At the Walsh, regardless of the fact that the runway is very long, to practise reconfiguring after takeoff, we usually use 15º in the Tecnam, 10º in the C152 and the first notch in the PA38 Tomahawk. I

- Ignition............................................................On Both; Master On

I

- Instruments....................................................Checked

A visual scan of the instruments left to right across the panel. Important items are: 

ASI zero;



AI erect;



Altimeters - QNH set. Airfield deviation ± 50 feet;



Suction - Positive suction (Possibly lower than 5 inches due to low RPM);



Turn coordinator - power warning flag away, wings level, ball in the centre;



D.I. and compass aligned. BUG set to runway heading, or otherwise as required; and



VSI ± 200 feet;



Engine Temps and Pressures in the Green Range.

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H - Hatches; Harness.........................................Secure Confirm all latches on the aircraft's hatch/doors are secured both visually and by pushing on the hatches/doors. Check the passengers visually and aurally for harnesses secure. Close the windows in the C152. Confirm that there are no loose articles in the cockpit which may obstruct the controls on takeoff or inflight and remove all maps, documents and folders from your knees as these may restrict control column movement. C - Controls..........................................................Full, free and correct movement Do not slam the controls hard against the stops, or damage may result. Move them gently but firmly through their full range of movement. This may seem an easy check but is often skimped on. The correct technique is: 

FULL forward control column. If the elevator is visible in your aircraft, visually check that it is positioned up at its leading edge and down at the trailing edge.



FULL left control column. Visually check that the left aileron is positioned up and that the right aileron is positioned down.



Maintain the aileron position and move the control column FULL aft. If the elevator is visible in your aircraft, visually check that it is positioned down at its leading edge and up at the trailing edge.



FULL right control column. Visually check that the right aileron is positioned up and that the left aileron is positioned down.



Maintain the aileron and move the control column FULL forward.



Centralise the ailerons then the elevator.

There should be no restrictions during this procedure. If any deviation or problem is observed or suspected the flight is to be terminated and maintenance assistance sought. There are many cases in the past of incorrectly rigged or jammed/restricted controls which have led to major problems on takeoff and in flight. Check the rudder for free movement. Full rudder deflection may not be able to be applied on some aircraft types, such as the PA38 Tomahawk, as the rudder pedals are also fixed to the nose wheel, which may resist rudder pedal movement when stationary on the ground. CAUTION Forcing the rudder pedals may damage linkages and cables.

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LINE UP CHECKS These checks should be begun following your "ready" call and after the ATC clearance to line up has been received. Ensure the approach path is clear and while the aircraft is being taxied into position on the active runway complete the Line Up Checks. Once cleared for takeoff the aircraft should normally be rolling immediately, but within 15 seconds, at the most. As you begin to taxi into position on the active runway give consideration to applying the Carb Heat for up to 15 seconds. This will ensure the carburettor is completely clear of icing, especially on a maximum performance takeoff. The risk of carb icing must be balanced against the risk of ingesting grass seed into the carburettor from the unfiltered carb heat air. Carb icing is most likely on a moist morning, when the grass is probably wet from the dew. Grass seed is most likely on dry long grass, when the heads are present. Landing Light..........................................................On Transponder............................................................On ALT Set the transponder to ALT (altitude). D.I.............................................................................Aligned with the runway Cross check the DI with the magnetic compass and confirm that they agree with the runway you are cleared to use e.g. 280º if using Runway 28. Do not attempt to read the magnetic compass while applying brakes or accelerating as this causes it to swing excessively if you are on East or West.

AFTER TAKEOFF (CLIMB) CHECKS Flaps........................................................................Up (min 65 kts and 200 feet AGL) Once at a safe airspeed, greater than 65kts IAS and clear of obstacles (200ft above obstacles), smoothly retract the flaps if they have been set for takeoff or if these checks are being carried out after a go-round. Raising the flaps at too low an airspeed or too early can lead to a loss of lift that could cause the aircraft to sink back towards the ground or obstacles. Temps and Pressures............................................Checked If climbing out to the training areas, or if sustaining the climb for any other reason, continually monitor the engine temperatures and pressures.

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PRE-LANDING CHECKS The Pre-Landing Checks are normally carried out when on the downwind part of the circuit. B - Brakes.............................................................Checked; Park brake Off Pressure is applied to the brakes to ensure that there is sufficient pressure for them to operate. Press the toe brakes just sufficiently to determine that there is resistance. It is better to find out now that the brakes will not work, rather than after landing with the fence at the end of the runway looming up. After the test, ensure the park brakes are off. It is possible for the park brake to appear to be off but in fact be partially on. Therefore physically ensure it is completely off. U - Undercarriage................................................Down All the aircraft we use at the Walsh Flying School have fixed undercarriage but this item is included to ensure it is not forgotten if you go on to more advanced aircraft later on. M - Mixture............................................................Rich F - Fuel.................................................................Selector On; Contents sufficient; Primer Locked H - Harness...........................................................Checked Check that the harnesses are secure and ensure that any charts you have been using are safely stowed clear of the controls.

FINALS CHECKS The Finals Checks are carried out when on final approach and a safe landing or touch and go is assured. Landing Clearance..................................................Received At a controlled aerodrome, which Matamata is for the duration of the School, you must receive a clearance from the tower before you can complete a landing or touch and go. Runway....................................................................Clear Despite any clearance for the tower always check the landing area for yourself before completing the final approach and landing. Carb Heat.................................................................Off In case a go-round becomes necessary, the carb heat should be returned to the OFF (COLD) position when you are sure that you would be able to glide the aircraft to a safe landing area if the engine stopped. If it was still ON (HOT), the engine would only develop about 90% of full power. NOTE Despite having completed the Finals Checks, you may still carry out a ‘go-round’ if you are not happy that you can complete the landing safely.

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AFTER LANDING CHECKS Unless specifically authorised by your instructor, before commencing these checks, wait until you have cleared the runway, then either stop or leave the power at idle and taxi at low speed until you have safely completed the checks. At no time are the completion of any checks to distract you from the primary task of controlling the aircraft. Flaps........................................................................Up Flaps should be up when taxying back to dispersal, remember if they are down they may be damaged by stones or other objects which may be flicked up by the propeller or tyres. Landing Light..........................................................Off At night the landing lights should remain on until the aircraft has come to a final stop. However, consideration must be shown to other users of the aerodrome to ensure they are not dazzled by your landing light. Transponder............................................................Off Carb Heat.................................................................Off Even though you should have selected the carb heat to Off (Cold) in the finals checks, this is another back-up check, as dust and grass seed can be ingested into the carburettor through the unfiltered carb heat air intake if it is On (Hot) on the ground.

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SHUTDOWN CHECKS Before you reach the aircraft parking area check the brakes and the wind direction, then decide on your route to park the aircraft into wind in the required position. Be wary of simply parking facing the same way as everybody else, as the wind may have shifted and/or the other student pilots may have made an error. Park Brake...............................................................On Throttle.....................................................................1000 rpm Radios......................................................................Off Ignition.....................................................................Checked (L – R – Off – Both) This check is the same as after engine start. We check LEFT; RIGHT; OFF; BOTH. The engine should continue to run in the LEFT and RIGHT positions, and should cut out when it is in the OFF position, if it does not then the ignition has a serious fault and this should be reported immediately. Mixture.....................................................................Idle Cut Off The engine is shut down by starving the engine of fuel with the mixture control, not by turning the ignition off. Throttle.....................................................................Closed (as the engine stops) Leave the throttle at the 1000 rpm setting until the engine has stopped firing, then close it completely. This prevents the engine from running on. Beacon.....................................................................Off Ignition.....................................................................Off (put the key on the console) Immediately remove the key from the ignition and put it on the console dashboard. The key is to be returned to Operations after the last flight of the day or at any time the aircraft is unserviceable. Master Switch..........................................................Off Control Locks..........................................................Installed (if required) If the weather is good and the wind light, your instructor may not require the control lock of the C152 to be installed. However they must be installed for overnight parking, or when the wind is strong or gusty. Remember, the “three Ms’ (Mixture, Mags and Master) and the last visual check as you walk away from the aircraft. Tacho.......................................................................Note the tacho reading at shutdown Note the tacho reading after the engine has been shutdown. Use the space on the bottom of the ATIS pad, or use another suitable piece of paper. Start up and shutdown tacho times must be transferred to the Authorisation Card at flight ops.

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HASELL CHECKS These checks are completed prior to any manoeuvre which takes the aircraft close to it's limits, for example, stalling and aerobatics. You will be taught how to complete these checks in the Stalling Brief and your instructor will demonstrate them to you in the aircraft. H - Height..............................................................Sufficient for recovery at a safe height A - Airframe..........................................................Flaps up S - Security...........................................................Harness tight; No loose objects E - Engine.............................................................Carb Heat as required; Temps and pressures checked L - Location..........................................................Not over built up areas L - Lookout...........................................................Around, above and below

SADIE CHECKS These checks are completed at regular intervals, say every 10 or 15 minutes, when you are in the training area or on a cross-country flight. Your instructor will teach you how to complete them and demonstrate them to you in the aircraft. S - Suction............................................................Checked The suction reading should be in the green range. If it is too low the instruments may not function reliably, if it is too high the instruments may be damaged. A - Amps...............................................................Checked; Alternator charging Check to ensure that the alternator is charging. Also compare the actual load shown with the load you are drawing. For example the normal load with avionics all on and strobes on is around 25 - 30 amps. If you have the landing lights and nav lights on the load will be closer to 40 amps. D - D.I....................................................................Checked with compass Before checking the direction indicator (D.I.) against the magnetic compass ensure straight, level and unaccelerated steady flight. I

- Icing................................................................Check Carb Heat

Cycle the Carb Heat to check for carb icing, leave it On for 10-15 seconds. If the engine runs a little roughly it is an indication of normal operation. If the engine initially runs roughly then runs smoothly at an increased rpm, it is an indication that you had carb icing. You should increase the frequency of Carb Heat checks or leave it on until you have left the area of carb icing. Visually check for ice build-up. The OAT probe in the windscreen and the wing leading edges are the best places to check. A check of the OAT will tell you if icing is likely. E - Engine.............................................................Instruments and fuel checked Check temperatures and pressures. As well as confirming normal engine operation. If the temperatures are high it may be good practice to ease the power back to enable the engine to cool slowly. Check the fuel contents and consumption rate. Change tanks if required.

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ENGINE RUN UP WALSH MEMORIAL SCOUT FLYING SCHOOL

PA38 TOMAHAWK

NORMAL CHECKLISTS

BEFORE ENGINE START Tech Log/Docs....................Check when maintenance due Tacho...................................Note the tacho reading before start up Seats....................................Adjusted; Locked; Belts On Flaps.....................................Up Park Brake...........................On Master Switch......................On Instruments..........................Checked Avionics...............................On; ATIS checked; ATC frequencies set; Avionics Off Altimeter..............................Set (aerodrome QNH) Circuit Breakers..................Checked Fuel Selector.......................On – Fullest tank Mixture.................................Rich Throttle.................................Set ½ cm open Carb Heat.............................Off Beacon.................................On Fuel Pump............................On; Pressure checked Primer...................................As required; Locked ENGINE START Propeller Area.....................Clear Ignition Switch.....................Start Throttle.................................Set 1000 rpm Alternator / Ammeter..........Positive charge Oil Pressure.........................Checked Ignition.................................Checked (L – R – Off – Both) Fuel Pump............................Off Throttle.................................Set 1200 rpm Avionics...............................Radios On Transponder........................Set SBY and the aircraft’s code ATC.......................................Request taxi Brakes..................................Release; Test

Park......................................45º to final approach (if possible) Park Brake...........................On Throttle.................................1200 rpm Area......................................Checked Temps and Pressures.........Checked Throttle.................................1700 rpm Carb Heat.............................Checked Ignition.................................Checked (L – Both – R – Both) Suction.................................Checked Alternator / Ammeter..........Checked Temps and Pressures.........Checked Throttle.................................Check idle Reset 1200 rpm

PRE-TAKE OFF CHECKS (D.V.A.'s) T T M F

-

F I I H C

-

Trim............................Set for Take-off Throttle Friction.........Set Mixture.......................Rich; Carb Heat Off Fuel.............................Selector On - fullest tank; Contents sufficient; Primer Locked; Pump On; Pressure checked Flaps...........................Set Ignition.......................On Both; Master On Instruments................Checked Hatches; Harness.....Secure Controls.....................Full, free and correct movement

Radio Frequencies Tower:

Primary: ATIS:

118.9 127.6

Transponder:

Aircraft code set

Secondary: AWIB:

120.0 118.8

LINE UP CHECKS Landing Light......................On Transponder........................On ALT D.I.........................................Aligned with the runway

AFTER TAKEOFF (CLIMB) CHECKS Flaps.....................................Up (min 65 kts and 200 feet AGL) Temps and Pressures.........Checked Fuel Pump............................On in the circuit / Off above 1000 ft agl

SHUTDOWN CHECKS Park Brake...........................On Throttle.................................1000 rpm Radios..................................Off Ignition.................................Checked (L – R – Off – Both) Mixture.................................Idle Cut Off Throttle.................................Closed (as the engine stops) Beacon.................................Off Ignition.................................Off (put the key on the console) Master Switch......................Off Control Locks......................Installed (if required) Tacho...................................Note the tacho reading at shutdown

PRE-LANDING CHECKS B U M F

-

Brakes.........................Checked; Park brake Off Undercarriage.............Down Mixture........................Rich Fuel.............................Selector On; Contents sufficient; Primer Locked; Pump On; Pressure checked H - Harness.......................Checked

FINALS CHECKS

HASELL CHECKS H - Height..........................Sufficient for recovery at a safe height A - Airframe......................Flaps up S - Security.......................Harness tight; No loose objects E - Engine.........................Carb Heat as required; Temps and pressures checked L - Location......................Not over built up areas L - Lookout.......................Around, above and below

Landing Clearance..............Received Runway................................Clear Carb Heat.............................Off

AFTER LANDING CHECKS Flaps.....................................Up Fuel Pump............................Off Landing Light......................Off Transponder........................Off Carb Heat.............................Off

SADIE CHECKS S A D I E

-

Suction........................Checked Amps...........................Checked; Alternator charging D.I................................Checked with compass Icing.............................Check Carb Heat Engine.........................Instruments and fuel checked

Chapter Ten (b) PA38 Tomahawk Expanded Normal Checklists The following is an expansion of the Normal Operations Checklists. These notes should help you to understand what to do and why you are doing it.

BEFORE ENGINE START Ideally, for start and run-ups or any other time when the aircraft is stationary, the wind should be on the nose. In any case, to reduce high abnormal loads on the propeller shaft and the engine mounts, the crosswind component should be less than 10 knots. The propeller area should be visually checked clear of personnel and obstructions and vehicles. The area ahead should be clear in case of brake failure. The intended taxi path should also be clear. The area behind the aircraft should be clear to avoid damage to equipment or other aircraft and inconvenience to other personnel. Tech Log/Docs........................................................Check when maintenance due Before every flight you must ensure the aircraft is airworthy by checking the Tech Log, normally kept in the folder with the Aircraft Flight Manual, to ensure there is adequate flight time remaining for your flight, before maintenance action is due. At the Walsh you are assisted in this by an entry in the checklist folder. However, this does NOT absolve the pilot-in-command from the responsibility of ensuring the aircraft is airworthy. Tacho.......................................................................Note the tacho reading before start up Note the tacho reading before the engine is started. Use the space on the bottom of the ATIS pad, or use another suitable piece of paper. Keep this ATIS pad/piece of paper in a handy and secure place, so that you can use it again at the end of you flight. Seats........................................................................Adjusted; Locked; Belts On The seats on most light aircraft can be adjusted fore and aft. Adjust the seat so that you can reach the rudder pedals with your knees still comfortably bent. This will ensure that you can exert full rudder pedal movement if required. Seatbelts or harness are fastened when seated. Normally, the cabin doors and windows are closed, but this can be checked again later on, prior to takeoff. This covers the situation when, on a hot day, the doors/windows are left open while taxying. Flaps........................................................................Up Flaps should be up for taxying, if they are down they may be damaged by stones or other objects which may be flicked up by the propeller or tyres. Park Brake...............................................................On Use your feet to pressure the toe brakes sufficiently to feel the hydraulics resisting. There is no need to use all your strength. The same applies to the park brake, do not use your full strength. Now set the park brakes on. Master Switch..........................................................On The master switch controls most of the aircraft’s electrical equipment, including the starter. Note that it does not control the engine ignition itself, which is supplied by the two independent magnetos.

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Instruments.............................................................Checked These should be checked to see that they appear serviceable prior to starting the engine. This is simply a visual scan from left to right of the instruments, checking for faults such as cracked glass and bent needles. Having completed the flight instruments continue the scan on to the engine instruments. Scan from left to right as for the flight instruments. If the aircraft has been run recently the fuel pressure may be high. Avionics...................................................................On; ATIS checked; ATC frequencies set; Avionics Off ATIS stands for Automatic Terminal Information Service. It broadcasts data about the runway in use and the weather conditions, including the aerodrome’s QNH. The ATIS frequency used at the Flying School at Matamata is 127.6. You may write down the ATIS from the ATIS board by the fence before your flight if you wish, or you can write down the ATIS at this stage of the checks if required. In either case there is an ATIS pad supplied for the purpose. Check that the ATIS has not changed if you wrote it down before you got to the aircraft. ATC frequencies are detailed on the aircraft checklist, in your Flight Training Manual Supplement and in the AIPNZ VOLUME 4/AIP Supplements. The Control Tower is 118.9 (Primary) and 120.0 (Secondary), the callsign is “Matamata Tower”. When ATC is off watch, i.e. the aerodrome is ‘unattended’, and the control zone will revert to class ’G’ (uncontrolled airspace), and unattended procedures apply within the MBZ using 120.0. The callsign will then be “Matamata Traffic”. Radios should be turned off during engine start (and shutdown) to avoid damage due to power surges which occur at these times. Altimeter..................................................................Set (aerodrome QNH) Set the aerodrome QNH from the ATIS. QNH is the atmospheric pressure which, when set, will have the altimeter reading height above sea level. In the case of Matamata aerodrome, it should read approximately 182 feet, which is the elevation here. Circuit Breakers......................................................Checked Check visually for circuit breakers that have popped. If popped, see a Flying Instructor. Fuel Selector...........................................................On – Fullest tank In some aircraft, such as the Cessna 152, the fuel selector is either On or Off. In others such as the PA38 Tomahawk and the JF Tecnam, the selector has 3 positions; Left, Right, or Off. In this case it should be selected to the tank with the most fuel. Mixture.....................................................................Rich Move the lever to the full rich position. Do not recycle the lever. For the duration of most of your initial flying training the mixture will be needed in the Rich, or fully forward position. Throttle.....................................................................Set 1/2 cm open Open the throttle only slightly. About 1/2 cm, measured at the top of the throttle lever, should be sufficient. This is the approximate position of the throttle which will give a good start and 1000 rpm after start. Most difficult starts are caused by the throttle being set too wide. Do not cycle the throttle. Although this can be used to prime the carburettor, it adds to the danger of an engine fire. The primer is provided for this purpose.

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Carb Heat.................................................................Off Do not cycle the lever if it is in the Off position. Beacon.....................................................................On The ‘beacon’ is the red rotating anti-collision beacon on the tail fin which should be turned on prior to start so that personnel can become aware that the aircraft engine is about to start. You do not normally need the Nav Lights during the day. On some aircraft the wing tip strobes are on a combined switch with the beacon and consequently their use should be restricted at night as they may cause a distraction to other pilots and to ground personnel in the vicinity, in which case switch on the Nav Lights and cycle the Landing Lights On/Off/On to warn of a pending engine start. Fuel Pump................................................................On; Pressure checked Aircraft with low wings (PA38) require an electric fuel pump to supply fuel to the engine when the engine driven pump is not working (e.g. now, before start). The high wing Cessnas do not need the electrical pump because fuel will flow down to the engine by gravity. Primer......................................................................As required; Locked If the engine is warm, no priming is normally required. If the engine fails to start, use one full stroke of the primer. On the first start of the day use two full strokes, or three if it is very cold. When using the primer, draw the pump out to its full extent, wait a few seconds for the fuel to be sucked into the pump and then push it back in fully. This process ensures that the pump works efficiently, it is sometimes possible to hear the fuel being sucked into the pump. Ensure that the primer is securely locked, otherwise serious inflight fuel problems may develop.

ENGINE START Propeller Area.........................................................Clear After the Before Engine Start checks have been completed, a final look outside the aircraft should be made to ensure that it is all clear around the aircraft just prior to starting the engine. Even the area behind should be considered, because a person there may be walking towards the front of the aircraft to check something, or to make his/her way to the tower. The propeller is potentially very dangerous and we must ensure that an unaware or inattentive person is not injured by it. For night operations the landing light should be cycled on/off/on, for lookout and to warn of the intention to start the engine. Many pilots back up this visual check by calling “Clear the Prop” out the window. Ignition Switch........................................................Start One hand should be placed on the throttle, and the feet should be near the brakes. Parking brake systems are not infallible, and these should not be relied upon to stop the aircraft moving forward after the engine has started. When ready, engage the starter mechanism. Starting is achieved by turning the ignition key to the start position. The throttle is not to be cycled/pumped during the start as this may induce a carburettor fire if the engine backfires. The key should be released to BOTH as soon as the engine has started. The engine is to be turned over for a maximum of four 10 second periods during a start attempt, following which a period of five minutes is to be allowed for the starter motor to cool. Following the second unsuccessful 10 second attempt, complete the Flooded Start procedure below. Seek maintenance assistance following an unsuccessful set of four start attempts. If away from Matamata, attempt one more set of four 10 second attempts and if a start is not achieved seek maintenance assistance before subsequent start attempts.

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Throttle.....................................................................Set 1000 rpm A low power setting of approximately 1000 rpm is best until the engine settles down, begins to warm and the oil pressure rises. Hold the throttle gently in your fingers. There is no ‘one best way’ to hold the throttle, it varies from person to person, and your instructor will show you some alternatives. However, whichever method you choose, it is important that it allows you to exercise precise throttle control and allows you to apply small, accurate adjustments when either increasing or reducing power. Alternator / Ammeter..............................................Positive charge The battery supplies electrical current to the electrical system when the engine is not operating (e.g. for starting). When the engine is operating, the alternator supplies electrical current to the electrical system and replenishes the battery. Remember, neither the battery nor the alternator supply the ignition system. That is the function of the magnetos. The ammeter in most modern light aircraft indicates the charging rate applied to the battery by the alternator, i.e. it is a “centre-zero” ammeter. Immediately after engine start the charge rate will be reasonably high as the alternator replenishes the battery. There should be a high positive needle deflection, to the right of the scale. A “zero-left” ammeter will show the alternator output, and after start it should be well off the left, to somewhere near the middle of the scale. Oil Pressure.............................................................Checked As soon as the engine is running smoothly, the oil pressure should be checked; if it does not rise to the specified value in about 30 seconds the engine should be shut down to prevent damage.

CAUTION Check the oil pressure immediately after starting the engine. If no pressure rise is evident after 30 seconds, shut the engine down immediately and inform a flying instructor, flight ops or an engineer. Without oil pressure the engine’s moving parts will not be lubricated and the engine will seize up, very expensive! Next, a reading of the oil temperature should be noted. The oil temperature is often slow to rise in cold weather, but normally if a steady reading is observed after engine start it is acceptable. Ignition.....................................................................Checked (L – R – Off – Both) Check LEFT; RIGHT; OFF; BOTH. This is a double check. We are completing a 'dead cut' check, i.e. checking to see if the ignition goes dead when it is selected to LEFT or RIGHT, and a 'live mag' check, i.e. checking to see if the mag is live when it is selected to OFF. Therefore the ignition is being checked for correct operation of the LEFT/RIGHT and OFF positions. To check the ignition system select the LEFT magneto for about one second, repeat for the RIGHT magneto, then briefly select to the OFF position without allowing the engine to stop, then back to BOTH.

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When you move the ignition switch from BOTH to LEFT, then RIGHT, the engine should continue running, at reduced rpm. This confirms that both magnetos are operating. Then move the switch briefly to OFF, then back to BOTH. The engine should cut out while the switch is in the OFF position. This confirms that there is no short circuit and that the ignition wiring is correct. If the engine dies when the LEFT or RIGHT magneto is selected then that magneto (and the aircraft) is unserviceable. If the engine runs when the ignition is selected to OFF, then there is a fault in the ignition system and the aircraft is unserviceable.

CAUTION If the engine cuts out when the switch is on LEFT or RIGHT, or continues to run when the switch is OFF, shut the engine down and inform a flying instructor, flight ops or an engineer.

Fuel Pump................................................................Off Check the fuel pressure to ensure that it remains constant. Throttle.....................................................................Set 1200 rpm By now the engine should have settled and warmed enough to allow you to set 1200 rpm. This slightly higher rpm will reduce the chance of plug fouling, which tends to occur if the engine is idled for prolonged periods at low power. In general avoid idling the engine on the ground at low power for any longer than you have to. Avionics...................................................................Radios On Transponder............................................................Set SBY and the aircraft’s code Set Standby and check that the correct transponder code, allocated to the aircraft you are about to fly, is set. This will be in the range 2400-2477,and is written on the back of the checklist in the aircraft. This code should be squawked at all times when airborne, i.e. in the circuit, in the training areas and when on cross country flights. Radar controllers, if they wish, can use a filter to suppress codes on their screens so that any clutter from the circuit is alleviated. The transponder is a radio device that sends a signal to ground based radar so that the area radar controller can identify the aircraft and its altitude on their screen. Standby allows the unit to warm up without sending a signal. Normally light aircraft are not allocated a specific transponder code, however ATC have arranged codes for Walsh aircraft for the duration of the school. For your information, unless otherwise directed by ATC, light aircraft flying under Visual Flight Rules normally set: 

2200 in a controlled aerodrome circuit;



1400 in General Aviation Training Areas; and,



1200 on cross-country flights.

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ATC...........................................................................Request taxi See the Radio Procedures section of this manual on Page 6-1. It is normal, if your aircraft is fitted with two radios, to check them both when you first establish communications with ATC, to ensure that they both function properly. Therefore you should establish communications with ATC and receive their reply on the radio you will be using as your secondary/backup radio, then pass the taxi request and receive the clearance from ATC on the radio you will be using as your primary/main radio. To make sure that you are receiving on the appropriate radio, ensure both receive buttons are Off. Brakes......................................................................Release; Test Close the throttle, release the park brake, apply just sufficient power to start moving. When releasing the park brakes ensure that they are completely off, it is possible for them to appear to be off but to be partially on. When in a clear area, apply the toe brakes sufficiently to feel their operation then continue. The brake test should be done gently, with even pressure on both brakes. If one brake is not working the aircraft will swing in the direction of the good brake. Pass control to the left seat pilot/instructor if present, to allow them to check their brakes. NOTE The brake test does not have to bring the aircraft to a complete stop.

FLOODED START PROCEDURE Should the engine become flooded due to over priming follow this Flooded Start procedure. Mixture.....................................................................Idle Cut Off Throttle.....................................................................Full The throttle should be fully open to allow the maximum amount of air to be pumped through the carburettor and engine to clear the excess fuel. Fuel Pump................................................................Off Ignition.....................................................................Start Keep one hand on the throttle and the other on the ignition while the engine is turning on the starter. Once the engine fires the left hand should move to the control column while you reduce the throttle with the right hand. If the engine is flooded it may initially cough a few times prior to running but once it starts it can pick up rpm very quickly, so be ready to reduce throttle rapidly. Throttle.....................................................................Retard Mixture.....................................................................Advance Once the engine has started with the mixture lean it will run for some time before dying. So there is no need to rush to get the mixture rich. Make sure the engine is throttled back to a safe idle speed (about 1000 rpm) before enriching the mixture. Now go back to the Engine Start checks and continue from: Throttle.....................................................................Set 1000 rpm Continue with the ENGINE START checklist.

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ENGINE RUN - UP Park..........................................................................45º to final approach (if possible) Park the aircraft at about 45º to the runway and facing toward the final approach, but within 30º of the wind if it is 15 knots or more. Parking this way will ensure that you keep your prop wash clear of following aircraft and it allows you to see aircraft behind you and on final approach. You must give due consideration to other aircraft that also need to use the run-up area. Try to park so that they can manoeuvre around behind you, so that they can utilise spare space further along. If the opportunity arises, you may be able to move further along yourself. Always exercise courtesy and patience, and never pass another aircraft on the runway side, always pass behind and then only if it is not at high run-up power. Park Brake...............................................................On The brakes are normally parked for the run-up. However do not rely solely on the park brake, keep your feet on the toe brake as well during the high power run-up. Throttle.....................................................................1200 rpm Set 1200 rpm whenever you are stationary. Area..........................................................................Checked There should be no aircraft or personnel close behind, and the run-up should not be carried out in front of a tent or open hanger as the slipstream may cause damage and may blow grass and other small objects around. Temps and Pressures............................................Checked These should be in the green range. Before increasing the rpm the oil temperature should be increasing and the oil pressure should be over 25 psi. Throttle.....................................................................1700 rpm Always use smooth throttle movements and avoid sudden and coarse movements which can put stresses on the internal parts of the engine, such as pistons and crankshaft. Select the rpm initially by ear, then check the tachometer (engine rpm gauge). Glance outside as you increase power to make sure the brakes are holding and the aircraft is not moving forward. Carb Heat.................................................................Checked Move the carburettor heat control to ON for the absolute minimum time that it take to notice an rpm drop. A small drop of between 20 and 100 rpm is a normal indication. The readings should return to normal when the carb heat is selected off. NOTE If no rpm drop is noted when the carb heat is applied during run-up, the carb heat control may not be working. An excessive rpm drop (>200 rpm) may indicate an exhaust system fault. In either case, do not takeoff. Return to dispersal and inform a flying instructor, flight ops or an engineer.

CAUTION Do not use carb heat excessively on the ground as this allows unfiltered air (i.e. air with dust, pieces of grass seed, etc) to pass into the engine.

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Ignition.....................................................................Checked (L – Both – R – Both) Check LEFT; BOTH; RIGHT; BOTH. Move the ignition switch first to the LEFT magneto position and note the rpm drop (from 1700) Next move the switch back to BOTH to clear the other set of spark plugs. The rpm should go back up to 1700. Then move the switch to the RIGHT magneto, note the rpm drop and return to BOTH. Read out a quick estimate of the values of the rpm drop on each magneto. E.g. "LEFT 130 drop; BOTH returns; RIGHT 100 drop; BOTH". Do not linger on only one magneto. The maximum drop is 175 rpm, with a maximum of 50 rpm difference between each magneto. If there is doubt concerning operation of the ignition system, an rpm check at a higher engine speed, say 2000 rpm, will usually confirm whether a deficiency exists. On occasions it is possible to experience rough running when magneto checks are carried out. This plug fouling may be due to accumulations of oil or lead on the plug electrodes. If this problem is encountered the following procedure should be applied: 

Check that the area behind and adjacent to the aircraft is clear and the brakes are firmly applied.



Run the engine at 2000 rpm for up to 30 seconds then try a further magneto check.



If rough running persists run the engine at full power for 5 to 10 seconds then throttle back to 2000 rpm and carry out a further magneto check.



If the problem persists the aircraft is unserviceable and must be returned to engineering for rectification.



Under no circumstances is the mixture to be leaned to clear the plugs.

If the selection of a single magneto, either LEFT or RIGHT, causes the engine to stop, or if any other malfunctions are noted, the engine should be shutdown and the matter reported to an instructor or flight ops.

CAUTION If the engine dies when either of the magnetos is selected DO NOT reselect the ignition back to BOTH to try to keep the engine running, as this may lead to a serious backfire and engine damage. Rather, leave the ignition in the position it is in when the engine died, close the throttle and allow the engine to stop rotating. When the engine has stopped completely, restart it and return to dispersal and report the problem to a flying instructor, flight ops or an engineer. Suction.....................................................................Checked The suction reading in the green range is an indication that the vacuum pump, which is used to drive the gyros for the Attitude Indicator and the Direction Indicator, is operating.

FTM Supplement – PA38 Tomahawk

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Alternator / Ammeter..............................................Checked By the run-up stage, the charge rate should be very small or zero. A zero-left ammeter shows the alternator output, and should be just off the left of the scale. A centre-zero ammeter shows the flow of current into and out of the battery and should be very near the centre of the scale. NOTE If the ammeter shows a discharge during run-up, cycle the master switch once. This condition may have been caused by a sticking voltage regulator. Never switch the landing lights on and off, to check the alternator/ammeter. This is very damaging to the landing light filament. Temps and Pressures............................................Checked Whilst at high power, the engine oil pressure and temperature gauges should be read again to ensure that both are giving steady indications within the green arcs. This is a more appropriate stage for this check as any malfunction of the oil system will be more likely to manifest itself after a period of engine operation at high power. Throttle.....................................................................Check idle Reset 1200 rpm The throttle should be closed smoothly and completely to check that the engine still runs with the throttle in this position. Minimum idle, with the throttle completely closed, should be smooth and about 500-700 rpm. If the engine idles between 700 and 800 rpm, note the figure and report it to a Flying Instructor or the Flight Operations Officer on your return. If the engines idle at >800 rpm the flight should be terminated and maintenance assistance sought. The oil pressure MUST be above 25 psi. NOTE If during these power checks, the prescribed limits of rpm, pressure, temperature etc. are exceeded, the aircraft should not be flown. In these circumstances return to dispersal and report the problem to a flying instructor, flight ops or an engineer.

FTM Supplement – PA38 Tomahawk

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PRE-TAKE OFF CHECKS (D.V.A.’s) (Drills of Vital Action) A complete set of Pre-Takeoff Checks are to be carried out prior to the first takeoff of an air exercise and if After Landing Checks are begun or the aircraft systems are significantly reorganised. However, following a "Stop and Go" or "Stop and Backtrack" an abbreviated PreTakeoff Check of ‘Trims; Flaps; and Engine Temps and Pressures’ is all that needs to be carried out. T - Trim.................................................................Set for Take-off Check the trims for free movement both sides of the neutral position, then set them for takeoff. There is no need to exercise them through their full range of movement. T - Throttle Friction.............................................Set The throttle friction nut gives us control over how easily the throttle can be moved. It should be firm, but not tight. M - Mixture............................................................Rich; Carb Heat Off F - Fuel.................................................................Selector On - fullest tank; Contents sufficient; Primer Locked; Pump On; Pressure Checked The best way to remember these is Cock Contents Primer Pump and Pressure (2 C’s then 3 P’s) The primer should be checked by gently pulling it with your hand to confirm that it is locked, as it cannot be checked visually. F - Flaps...............................................................Set Normally takeoffs are made with little or no flap. If the runway surface is wet and/or long grass, or the runway length is short, takeoff distance is reduced by approximately 10% with the flaps set at 15º. However, climbing performance is reduced with flaps down; that is, to climb above an obstacle the aircraft does better with flaps up. Flap settings greater than 15º are not recommended for takeoff. At the Walsh, regardless of the fact that the runway is very long, to practise reconfiguring after takeoff, we usually use 15º in the Tecnam, 10º in the C152 and the first notch in the PA38 Tomahawk. I

- Ignition............................................................On Both; Master On

I

- Instruments....................................................Checked

A visual scan of the instruments left to right across the panel. Important items are: 

ASI zero;



AI erect;



Altimeters - QNH set. Airfield deviation ± 50 feet;



Suction - Positive suction (Possibly lower than 5 inches due to low RPM);



Turn coordinator - power warning flag away, wings level, ball in the centre;



D.I. and compass aligned. BUG set to runway heading, or otherwise as required; and



VSI ± 200 feet;



Engine Temps and Pressures in the Green Range.

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H - Hatches; Harness.........................................Secure Confirm all latches on the aircraft's hatch/doors are secured both visually and by pushing on the hatches/doors. Check the passengers visually and aurally for harnesses secure. Close the storm window in the PA38. Confirm that there are no loose articles in the cockpit which may obstruct the controls on takeoff or inflight and remove all maps, documents and folders from your knees as these may restrict control column movement. C - Controls..........................................................Full, free and correct movement Do not slam the controls hard against the stops, or damage may result. Move them gently but firmly through their full range of movement. This may seem an easy check but is often skimped on. The correct technique is: 

FULL forward control column. If the elevator is visible in your aircraft, visually check that it is positioned up at its leading edge and down at the trailing edge.



FULL left control column. Visually check that the left aileron is positioned up and that the right aileron is positioned down.



Maintain the aileron position and move the control column FULL aft. If the elevator is visible in your aircraft, visually check that it is positioned down at its leading edge and up at the trailing edge.



FULL right control column. Visually check that the right aileron is positioned up and that the left aileron is positioned down.



Maintain the aileron and move the control column FULL forward.



Centralise the ailerons then the elevator.

There should be no restrictions during this procedure. If any deviation or problem is observed or suspected the flight is to be terminated and maintenance assistance sought. There are many cases in the past of incorrectly rigged or jammed/restricted controls which have led to major problems on takeoff and in flight. Full rudder deflection may not be able to be applied on some aircraft types, such as the PA38 Tomahawk, as the rudder pedals are also fixed to the nose wheel, which may resist rudder pedal movement when stationary on the ground. CAUTION Forcing the rudder pedals may damage linkages and cables.

FTM Supplement – PA38 Tomahawk

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LINE UP CHECKS These checks should be begun following your "ready" call and after the ATC clearance to line up has been received. Ensure the approach path is clear and while the aircraft is being taxied into position on the active runway complete the Line Up Checks. Once cleared for takeoff the aircraft should normally be rolling immediately, but within 15 seconds, at the most. As you begin to taxi into position on the active runway give consideration to applying the Carb Heat for up to 15 seconds. This will ensure the carburettor is completely clear of icing, especially on a maximum performance takeoff. The risk of carb icing must be balanced against the risk of ingesting grass seed into the carburettor from the unfiltered carb heat air. Carb icing is most likely on a moist morning, when the grass is probably wet from the dew. Grass seed is most likely on dry long grass, when the heads are present. Landing Light..........................................................On Transponder............................................................On ALT Set the transponder to ALT (altitude). D.I.............................................................................Aligned with the runway Cross check the DI with the magnetic compass and confirm that they agree with the runway you are cleared to use e.g. 280º if using Runway 28. Do not attempt to read the magnetic compass while applying brakes or accelerating as this causes it to swing excessively if you are on East or West.

AFTER TAKEOFF (CLIMB) CHECKS Flaps........................................................................Up (min 65 kts and 200 feet AGL) Once at a safe airspeed, greater than 65kts IAS and clear of obstacles (200ft above obstacles), smoothly retract the flaps if they have been set for takeoff or if these checks are being carried out after a go-round. Raising the flaps at too low an airspeed or too early can lead to a loss of lift that could cause the aircraft to sink back towards the ground or obstacles. Temps and Pressures............................................Checked If climbing out to the training areas, or if sustaining the climb for any other reason, continually monitor the engine temperatures and pressures. Fuel Pump................................................................On in the circuit / Off above 1000 ft agl If you are remaining in the circuit, the electric fuel pump on the PA38 Tomahawk is to be left on. If you are departing the circuit, the electric fuel pump should be turned off passing 1000ft agl in the climb. Pressure should checked to ensure that the engine driven pump is working correctly. CAUTION If fuel pressure drops suddenly when you turn the electric fuel pump OFF, or the engine runs rough or dies, immediately reselect the pump back ON, as the engine driven fuel pump may have failed. Maintain the climb if possible and recircuit to land as soon as possible.

FTM Supplement – PA38 Tomahawk

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PRE-LANDING CHECKS The Pre-Landing Checks are normally carried out when on the downwind part of the circuit. B - Brakes.............................................................Checked; Park brake Off Pressure is applied to the brakes to ensure that there is sufficient pressure for them to operate. Press the toe brakes just sufficiently to determine that there is resistance. It is better to find out now that the brakes will not work, rather than after landing with the fence at the end of the runway looming up. After the test, ensure the park brakes are off. It is possible for the park brake to appear to be off but in fact be partially on. Therefore physically ensure it is completely off. U - Undercarriage................................................Down All the aircraft we use at the Walsh Flying School have fixed undercarriage but this item is included to ensure it is not forgotten if you go on to more advanced aircraft later on. M - Mixture............................................................Rich F - Fuel.................................................................Selector On; Contents sufficient; Primer Locked; Pump On; Pressure checked The cock should be selected to the fullest tank. Avoid changing tanks at this stage if possible, but do not hesitate to do so should the fuel state require it. H - Harness...........................................................Checked Check that the harnesses are secure and ensure that any charts you have been using are safely stowed clear of the controls.

FINALS CHECKS The Finals Checks are carried out when on final approach and a safe landing or touch and go is assured. Landing Clearance..................................................Received At a controlled aerodrome, which Matamata is for the duration of the School, you must receive a clearance from the tower before you can complete a landing or touch and go. Runway....................................................................Clear Despite any clearance for the tower always check the landing area for yourself before completing the final approach and landing. Carb Heat.................................................................Off In case a go-round becomes necessary, the carb heat should be returned to the OFF (COLD) position when you are sure that you would be able to glide the aircraft to a safe landing area if the engine stopped. If it was still ON (HOT), the engine would only develop about 90% of full power. NOTE Despite having completed the Finals Checks, you may still carry out a ‘go-round’ if you are not happy that you can complete the landing safely.

FTM Supplement – PA38 Tomahawk

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AFTER LANDING CHECKS Unless specifically authorised by your instructor, before commencing these checks, wait until you have cleared the runway, then either stop or leave the power at idle and taxi at low speed until you have safely completed the checks. At no time are the completion of any checks to distract you from the primary task of controlling the aircraft. Flaps........................................................................Up Flaps should be up when taxying back to dispersal, remember if they are down they may be damaged by stones or other objects which may be flicked up by the propeller or tyres. Fuel Pump................................................................Off Landing Light..........................................................Off At night the Landing lights should remain on until the aircraft has come to a final stop. However, consideration must be shown to other users of the aerodrome to ensure they are not dazzled by your landing light. Transponder............................................................Off Carb Heat.................................................................Off Even though you should have selected the carb heat to Off (Cold) in the finals checks, this is another back-up check, as dust and grass seed can be ingested into the carburettor through the unfiltered carb heat air intake if it is On (Hot) on the ground.

FTM Supplement – PA38 Tomahawk

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SHUTDOWN CHECKS Before you reach the aircraft parking area check the brakes and the wind direction, then decide on your route to park the aircraft into wind in the required position. Be wary of simply parking facing the same way as everybody else, as the wind may have shifted and/or the other student pilots may have made an error. Park Brake...............................................................On Throttle.....................................................................1000 rpm Radios......................................................................Off Ignition.....................................................................Checked (L – R – Off – Both) This check is the same as after engine start. We check LEFT; RIGHT; OFF; BOTH. The engine should continue to run in the LEFT and RIGHT positions, and should cut out when it is in the OFF position, if it does not then the ignition has a serious fault and this should be reported immediately. Mixture.....................................................................Idle Cut Off The engine is shut down by starving the engine of fuel with the mixture control, not by turning the ignition off. Throttle.....................................................................Closed (as the engine stops) Leave the throttle at the 1000 rpm setting until the engine has stopped firing, then close it completely. This prevents the engine from running on. Beacon.....................................................................Off Ignition.....................................................................Off (put the key on the console) Immediately remove the key from the ignition and put it on the console dashboard. The key is to be returned to Operations after the last flight of the day or at any time the aircraft is unserviceable. Master Switch..........................................................Off Control Locks..........................................................Installed (if required) If the weather is good and the wind light, your instructor may not require the control lock to be installed. However they must be installed for overnight parking, or when the wind is strong or gusty. In the PA38 Tomahawk, lock the controls by fastening the lap belt over the control column yoke. Do not fasten it over the side with the transmit switches on as they are easy to damage and are expensive. Remember, the “three Ms’ (Mixture, Mags and Master) and the last visual check as you walk away from the aircraft. Tacho.......................................................................Note the tacho reading at shutdown Note the tacho reading after the engine has been shutdown. Use the space on the bottom of the ATIS pad, or use another suitable piece of paper. Start up and shutdown tacho times must be transferred to the Authorisation Card at flight ops.

FTM Supplement – PA38 Tomahawk

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HASELL CHECKS These checks are completed prior to any manoeuvre which takes the aircraft close to it's limits, for example, stalling and aerobatics. You will be taught how to complete these checks in the Stalling Brief and your instructor will demonstrate them to you in the aircraft. H - Height..............................................................Sufficient for recovery at a safe height A - Airframe..........................................................Flaps up S - Security...........................................................Harness tight; No loose objects E - Engine.............................................................Carb Heat as required; Temps and pressures checked L - Location..........................................................Not over built up areas L - Lookout...........................................................Around, above and below

SADIE CHECKS These checks are completed at regular intervals, say every 10 or 15 minutes, when you are in the training area or on a cross-country flight. Your instructor will teach you how to complete them and demonstrate them to you in the aircraft. S - Suction............................................................Checked The suction reading should be in the green range. If it is too low the instruments may not function reliably, if it is too high the instruments may be damaged. A - Amps...............................................................Checked; Alternator charging Check to ensure that the alternator is charging. Also compare the actual load shown with the load you are drawing. For example the normal load with avionics all on and strobes on is around 25 - 30 amps. If you have the landing lights and nav lights on the load will be closer to 40 amps. D - D.I....................................................................Checked with compass Before checking the direction indicator (D.I.) against the magnetic compass ensure straight, level and unaccelerated steady flight. I

- Icing................................................................Check Carb Heat

Cycle the Carb Heat to check for carb icing, leave it On for 10-15 seconds. If the engine runs a little roughly it is an indication of normal operation. If the engine initially runs roughly then runs smoothly at an increased rpm, it is an indication that you had carb icing. You should increase the frequency of Carb Heat checks or leave it on until you have left the area of carb icing. Visually check for ice build-up. The OAT probe in the windscreen and the wing leading edges are the best places to check. A check of the OAT will tell you if icing is likely. E - Engine.............................................................Instruments and fuel checked Check temperatures and pressures. As well as confirming normal engine operation. If the temperatures are high it may be good practice to ease the power back to enable the engine to cool slowly. Check the fuel contents and consumption rate. Change tanks if required.

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WALSH MEMORIAL SCOUT FLYING SCHOOL

JF TECNAM NORMAL CHECKLISTS BEFORE ENGINE START Tech Log/Docs....................Check when maintenance due Tacho...................................Note the tacho reading before start up Seats....................................Adjusted; Locked; Belts On Park Brake...........................On Fuel Selector.......................On – Fullest tank Master Switch......................On Instruments..........................Checked Avionics...............................On; ATIS checked; ATC frequencies set; Avionics Off Altimeter..............................Set (aerodrome QNH) Circuit Breakers..................Checked Strobe...................................On Flaps.....................................Up Throttle.................................Closed Carb Heat.............................Off Choke...................................As required Fuel Pump............................On; Pressure checked; Off

ENGINE START Propeller Area.....................Clear Ignition Switch.....................Start Throttle.................................Set 1000 rpm Choke...................................Off Alternator / Ammeter..........Positive charge Oil Pressure.........................Checked Ignition.................................Checked (L – R – Both) Avionics...............................Radios On Transponder........................Set SBY and the aircraft’s code ATC.......................................Request taxi Brakes..................................Release; Test

ENGINE RUN UP Park......................................45º to final approach (if possible) Park Brake...........................On Throttle.................................1000 rpm Area......................................Checked Temps and Pressures.........Checked Throttle.................................1600 rpm Carb Heat.............................Checked Ignition.................................Checked (L – Both – R – Both) Suction.................................Checked Alternator / Ammeter..........Checked Temps and Pressures.........Checked Throttle.................................Check idle Reset 1000 rpm

PRE-TAKE OFF CHECKS (D.V.A.'s) T T C C F

-

F I I H C

-

Trim............................Set for Take-off Throttle Friction.........Set Choke.........................Off Carb Heat...................Off Fuel.............................Selector On – fullest tank; Contents sufficient; Pump On; Pressure checked Flaps...........................Set Ignition.......................On Both; Master On Instruments................Checked Hatches; Harness.....Secure Controls.....................Full, free and correct movement

Radio Frequencies Tower:

Primary: ATIS:

118.9 127.6

Transponder:

Aircraft code set

Secondary: AWIB:

120.0 118.8

SHUTDOWN CHECKS

LINE UP CHECKS Landing Light......................On Transponder........................On ALT D.I.........................................Aligned with the runway

AFTER TAKEOFF (CLIMB) CHECKS Flaps.....................................Up (min 60 kts and 200 feet AGL) Temps and Pressures.........Checked Fuel Pump............................On in the circuit / Off above 1000 ft agl

Park Brake...........................On Throttle.................................1000 rpm Radios..................................Off Ignition.................................Checked (L – R – Both) Throttle.................................Closed Ignition.................................Off (hang key on the hook) Strobe...................................Off Master Switch......................Off Control Locks......................Installed (if required) Tacho...................................Note the tacho reading at shutdown

PRE-LANDING CHECKS B U M F

-

Brakes.........................Checked; Park brake Off Undercarriage.............Down Mixture........................Choke Off Fuel.............................Selector On; Contents sufficient; Pump On; Pressure checked H - Harness.......................Checked

FINALS CHECKS

HASELL CHECKS H - Height..........................Sufficient for recovery at a safe height A - Airframe......................Flaps up S - Security.......................Harness tight; No loose objects E - Engine.........................Carb Heat as required; Temps and pressures checked L - Location......................Not over built up areas L - Lookout.......................Around, above and below

Landing Clearance..............Received Runway................................Clear Carb Heat.............................Off

AFTER LANDING CHECKS Flaps.....................................Up Fuel Pump............................Off Landing Light......................Off Transponder........................Off Carb Heat.............................Off

SADIE CHECKS S A D I E

-

Suction........................Checked Amps...........................Checked; Alternator charging D.I................................Checked with compass Icing.............................Check Carb Heat Engine.........................Instruments and fuel checked

Chapter Ten (c) JF Tecnam Expanded Normal Checklists The following is an expansion of the JF Tecnam Normal Operations Checklists. These notes should help you to understand what to do and why you are doing it.

BEFORE ENGINE START Ideally, for start and run-ups or any other time when the aircraft is stationary, the wind should be on the nose. In any case, to reduce high abnormal loads on the propeller shaft and the engine mounts, the crosswind component should be less than 10 knots. The propeller area should be visually checked clear of personnel and obstructions and vehicles. The area ahead should be clear in case of brake failure. The intended taxi path should also be clear. The area behind the aircraft should be clear to avoid damage to equipment or other aircraft and inconvenience to other personnel. Tech Log/Docs........................................................Check when maintenance due Before every flight you must ensure the aircraft is airworthy by checking the Tech Log, normally kept in the folder with the Aircraft Flight Manual, to ensure there is adequate flight time remaining for your flight, before maintenance action is due. At the Walsh you are assisted in this by an entry in the checklist folder. However, this does NOT absolve the pilot-in-command from the responsibility of ensuring the aircraft is airworthy. Tacho.......................................................................Note the tacho reading before start up Note the tacho reading before the engine is started. Use the space on the bottom of the ATIS pad, or use another suitable piece of paper. Keep this ATIS pad/piece of paper in a handy and secure place, so that you can use it again at the end of you flight. Seats........................................................................Adjusted; Locked; Belts On The seats on most light aircraft can be adjusted fore and aft. Adjust the seat so that you can reach the rudder pedals with your knees still comfortably bent. This will ensure that you can exert full rudder pedal movement if required. Seatbelts or harness are fastened when seated. Normally, the cabin doors and windows are closed, but this can be checked again later on, prior to takeoff. This covers the situation when, on a hot day, the windows are left open while taxiing. Park Brake...............................................................On Pull the brake lever rearwards sufficiently to feel the hydraulics resisting. There is no need to use all your strength. Now set the park brakes on by rotating the red lever anticlockwise through 90 degrees. Fuel Selector...........................................................On – Fullest tank In some aircraft, such as the Cessna 152, the fuel selector is either On or Off. In others such as the PA38 Tomahawk and the JF Tecnam, the selector has 3 positions; Left, Right, or Off. In this case it should be selected to the tank with the most fuel. You may choose to make this selection immediately after the pre-flight walkround, in case you forget which is the most fuel. Master Switch..........................................................On The master switch controls most of the aircraft’s electrical equipment, including the starter. Note that it does not control the engine ignition itself, which is supplied by the two independent magnetos.

FTM Supplement - JF Tecnam

Page 10(c)-1

Instruments.............................................................Checked These should be checked to see that they appear serviceable prior to starting the engine. This is simply a visual scan from left to right of the instruments, checking for faults such as cracked faces and bent needles. Having completed the flight instruments continue the scan on to the engine instruments. Scan from left to right as for the flight instruments. If the aircraft has been run recently the fuel pressure may be high. Avionics...................................................................On; ATIS checked; ATC frequencies set; Avionics Off ATIS stands for Automatic Terminal Information Service. It broadcasts data about the runway in use and the weather conditions, including the aerodrome’s QNH. The ATIS frequency used at the Flying School at Matamata is 127.6. You may write down the ATIS from the ATIS board by the fence before your flight if you wish, or you can write down the ATIS at this stage of the checks if required. In either case there is an ATIS pad supplied for the purpose. Check that the ATIS has not changed if you wrote it down before you got to the aircraft. ATC frequencies are detailed on the aircraft checklist, in your Flight Training Manual Supplement and in the AIPNZ VOLUME 4/AIP Supplements. The Control Tower is 120.0 (Primary) and 118.9 (Secondary), the callsign is “Matamata Tower”. When ATC is off watch, i.e. the aerodrome is ‘unattended’, and the control zone will revert to class ’G’ (uncontrolled airspace), and unattended procedures apply within the MBZ using 120.0. The callsign will then be “Matamata Traffic”. Radios should be turned off during engine start (and shutdown) to avoid damage due to power surges which occur at these times. Altimeter..................................................................Set (aerodrome QNH) Set the aerodrome QNH from the ATIS. QNH is the atmospheric pressure which, when set, will have the altimeter reading height above sea level. In the case of Matamata aerodrome, it should read approximately 182 feet, which is the elevation here. Strobe.......................................................................On The ‘strobe’ is the white flashing anti-collision light on the tail fin which should be turned on prior to start so that personnel can become aware that the aircraft engine is about to start. Circuit Breakers......................................................Checked Check visually for circuit breakers that have popped. If popped, see a Flying Instructor. Flaps........................................................................Up Flaps should be up for taxiing, if they are down they may be damaged by stones or other objects which may be flicked up by the propeller or tyres. Throttle.....................................................................Closed Do not cycle the throttle, this introduces fuel prematurely into the carburettor and increases the chance of a fire if there is a backfire on start. Carb Heat.................................................................Off Do not cycle the lever if it is in the Off position. Choke.......................................................................As required Fuel Pump................................................................On; Pressure checked; Off Aircraft with low wings require an electric fuel pump to supply fuel to the engine when the engine driven pump is not working (e.g. now, before start). The high wing Cessna does not need the electrical pump because fuel will flow down to the engine by gravity.

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ENGINE START Propeller Area.........................................................Clear After the Before Engine Start checks have been completed, a final look outside the aircraft should be made to ensure that it is all clear around the aircraft just prior to starting the engine. Even the area behind should be considered, because a person there may be walking towards the front of the aircraft to check something, or to make his/her way to the tower. The propeller is potentially very dangerous and we must ensure that an unaware or inattentive person is not injured by it. For night operations the landing light should be cycled on/off/on, for lookout and to warn of the intention to start the engine. Many pilots back up this visual check by calling “Clear the Prop” out the window. Ignition Switch........................................................Start One hand should be near the brake. Parking brake systems are not infallible, and these should not be relied upon to stop the aircraft moving forward after the engine has started. When ready, engage the starter mechanism. Starting is achieved by turning the ignition key to the start position. The throttle is not to be cycled/pumped during the start as this may induce a carburettor fire if the engine backfires. The key should be released to BOTH as soon as the engine has started. The engine is to be turned over for a maximum of four 10 second periods during a start attempt, following which a period of five minutes is to be allowed for the starter motor to cool. Following the second unsuccessful 10 second attempt, complete the Flooded Start procedure below. Seek maintenance assistance following an unsuccessful set of four start attempts. If away from Matamata, attempt one more set of four 10 second attempts and if a start is not achieved seek maintenance assistance before subsequent start attempts. Throttle.....................................................................Set 1000 rpm A low power setting of approximately 1000 rpm is best until the engine settles down, begins to warm and the oil pressure rises. Hold the throttle gently in your fingers. There is no ‘one best way’ to hold the throttle, it varies from person to person, and your Flying Instructor will show you some alternatives. However, whichever method you choose, it is important that it allows you to exercise precise throttle control and allows you to apply small, accurate adjustments when either increasing or reducing power. Choke.......................................................................Off Ease the choke off slowly and adjust the throttle to maintain 1000 rpm. Alternator / Ammeter..............................................Positive charge The battery supplies electrical current to the electrical system when the engine is not operating (e.g. for starting). When the engine is operating, the alternator supplies electrical current to the electrical system and replenishes the battery. Remember, neither the battery nor the alternator supply the ignition system. That is the function of the magnetos. The ammeter in most modern light aircraft indicates the charging rate applied to the battery by the alternator, i.e. it is a “centre-zero” ammeter. Immediately after engine start the charge rate will be reasonably high as the alternator replenishes the battery. There should be a high positive needle deflection, to the right of the scale. A “zero-left” ammeter will show the alternator output, and after start it should be well off the left, to somewhere near the middle of the scale.

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Oil Pressure.............................................................Checked As soon as the engine is running smoothly, the oil pressure should be checked; if it does not rise to the specified value in about 30 seconds the engine should be shut down to prevent damage.

CAUTION Check the oil pressure immediately after starting the engine. If no pressure rise is evident after 30 seconds, shut the engine down immediately and inform a flying instructor, engineer or flight ops. Without oil pressure the engine’s moving parts will not be lubricated and the engine will seize up, very expensive! Next, a reading of the oil temperature should be noted. The oil temperature is often slow to rise in cold weather, but normally if a steady reading is observed after engine start it is acceptable. Ignition.....................................................................Checked (L – R – Both) Check LEFT; RIGHT BOTH. With the Tecnam we are completing a single 'dead cut' check, i.e. checking to see if the ignition goes dead when it is selected to LEFT or RIGHT. To check the ignition system select the LEFT magneto for about one second, repeat for the RIGHT magneto, then back to BOTH. When you move the ignition switch from BOTH to LEFT, then RIGHT, the engine should continue running, at reduced rpm. This confirms that both magnetos are operating. If the engine dies when the LEFT or RIGHT magneto is selected then that magneto (and the aircraft) is unserviceable. Many aircraft types also complete a second 'live mag' check, i.e. checking to see if the mag is live when it is selected to OFF. However the magneto system in the Tecnam does not require this check.

CAUTION If the engine cuts out when the switch is on LEFT or RIGHT, shut the engine down and inform a flying instructor, flight ops or an engineer.

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Avionics...................................................................Radios On Transponder............................................................Set SBY and the aircraft’s code Set Standby and check that the correct transponder code, allocated to the aircraft you are about to fly, is set. This will be in the range 0400-0477,and is written on the back of the checklist in the aircraft. This code should be squawked at all times when airborne, i.e. in the circuit, in the training areas and when on cross country flights. Radar controllers, if they wish, can use a filter to suppress codes on their screens so that any clutter from the circuit is alleviated. The transponder is a radio device that sends a signal to ground based radar so that the area radar controller can identify the aircraft and its altitude on their screen. Standby allows the unit to warm up without sending a signal. Normally light aircraft are not allocated a specific transponder code, however ATC have arranged codes for Walsh aircraft for the duration of the school. For your information, unless otherwise directed by ATC, light aircraft flying under Visual Flight Rules normally set: 

2200 in a controlled aerodrome circuit;



1400 in General Aviation Training Areas; and,



1200 on cross-country flights.

ATC...........................................................................Request taxi See the Radio Procedures section of this manual on Page 6-1. It is normal, if your aircraft is fitted with two radios, to check them both when you first establish communications with ATC, to ensure that they both function properly. Therefore you should establish communications with ATC and receive their reply on the radio you will be using as your secondary/backup radio, then pass the taxi request and receive the clearance from ATC on the radio you will be using as your primary/main radio. To make sure that you are receiving on the appropriate radio, ensure both receive buttons are Off. Brakes......................................................................Release; Test Close the throttle, release the park brake, apply just sufficient power to start moving. When releasing the park brakes ensure that they are completely off, it is possible for them to appear to be off but to be partially on. When in a clear area, apply the toe brakes sufficiently to feel their operation then continue. The brake test should be done gently, with even pressure on both brakes. If one brake is not working the aircraft will swing in the direction of the good brake. Pass control to the left seat pilot/Flying Instructor if present, to allow them to check their brakes. NOTE The brake test does not have to bring the aircraft to a complete stop.

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ENGINE RUN - UP Park..........................................................................45º to final approach (if possible) Park the aircraft at about 45º to the runway and facing toward the final approach, but within 30º of the wind if it is 15 knots or more. Parking this way will ensure that you keep your prop wash clear of following aircraft and it allows you to see aircraft behind you and on final approach. You must give due consideration to other aircraft that also need to use the run-up area. Try to park so that they can manoeuvre around behind you, so that they can utilise spare space further along. If the opportunity arises, you may be able to move further along yourself. Always exercise courtesy and patience, and never pass another aircraft on the runway side, always pass behind and then only if it is not at high run-up power. Park Brake...............................................................On The brakes are normally parked for the run-up. Throttle.....................................................................1000 rpm Set 1000 rpm whenever you are stationary. Area..........................................................................Checked There should be no aircraft or personnel close behind, and the run-up should not be carried out in front of a tent or open hanger as the slipstream may cause damage and may blow grass and other small objects around. Temps and Pressures............................................Checked These should be in the green range. Throttle.....................................................................1600 rpm Always use smooth throttle movements and avoid sudden and coarse movements which can put stresses on the internal parts of the engine, such as pistons and crankshaft. Select the rpm initially by ear, then check the tachometer (engine rpm gauge). Glance outside as you increase power to make sure the brakes are holding and the aircraft is not moving forward. Carb Heat.................................................................Checked Move the carburettor heat control to ON for the absolute minimum time that it take to notice an rpm drop. A small drop of between 20 and 100 rpm is a normal indication. The readings should return to normal when the carb heat is selected off.

NOTE If no rpm drop is noted when the carb heat is applied during run-up, the carb heat control may not be working. An excessive rpm drop (>200 rpm) may indicate an exhaust system fault. In either case, do not takeoff. Return to dispersal and inform a flying instructor, flight ops or an engineer.

CAUTION Do not use carb heat excessively on the ground as this allows unfiltered air (i.e. air with dust, pieces of grass seed, etc) to pass into the engine.

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Ignition.....................................................................Checked (L – Both – R – Both) Check LEFT; BOTH; RIGHT; BOTH. Move the ignition switch first to the LEFT magneto position and note the rpm drop (from 1600) Next move the switch back to BOTH to clear the other set of spark plugs. The rpm should go back up to 1600. Then move the switch to the RIGHT magneto, note the rpm drop and return to BOTH. Read out a quick estimate of the values of the rpm drop on each magneto. E.g. "LEFT 130 drop; BOTH returns; RIGHT 100 drop; BOTH". Do not linger on only one magneto. The maximum drop is 175 rpm, with a maximum of 50 rpm difference between each magneto. If there is doubt concerning operation of the ignition system, an rpm check at a higher engine speed, say 1800 rpm, will usually confirm whether a deficiency exists. On occasions it is possible to experience rough running when magneto checks are carried out. This plug fouling may be due to accumulations of oil or lead on the plug electrodes. If this problem is encountered the following procedure should be applied: 

Check that the area behind and adjacent to the aircraft is clear and the brakes are firmly applied.



Run the engine at 1800 rpm for up to 30 seconds then try a further magneto check.



If rough running persists run the engine at full power for 5 to 10 seconds then throttle back to 1800 rpm and carry out a further magneto check.



If the problem persists the aircraft is unserviceable and must be returned to engineering for rectification.



Under no circumstances is the mixture to be leaned to clear the plugs.

If the selection of a single magneto, either LEFT or RIGHT, causes the engine to stop, or if any other malfunctions are noted, the engine should be shutdown and the matter reported to an instructor or flight ops. CAUTION If the engine dies when either of the magnetos is selected DO NOT reselect the ignition back to BOTH to try to keep the engine running, as this may lead to a serious backfire and engine damage. Rather, leave the ignition in the position it is in when the engine died, close the throttle and allow the engine to stop rotating. When the engine has stopped completely, restart it and return to dispersal and report the problem to a flying instructor, flight ops or an engineer.

Suction.....................................................................Checked The suction reading in the green range is an indication that the vacuum pump, which is used to drive the gyros for the Attitude Indicator and the Direction Indicator, is operating.

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Alternator / Ammeter..............................................Checked By the run-up stage, the charge rate should be very small or zero. A zero-left ammeter shows the alternator output, and should be just off the left of the scale. A centre-zero ammeter shows the flow of current into and out of the battery and should be very near the centre of the scale. NOTES If the ammeter shows a discharge during run-up, cycle the master switch once. This condition may have been caused by a sticking voltage regulator. Never cycle the flaps down and up, or switch the landing lights on and off, to check the alternator/ammeter. This is very damaging on the flap motor and running gear, and to the landing light filament. Temps and Pressures............................................Checked Whilst at high power, the engine oil pressure and temperature gauges should be read again to ensure that both are giving steady indications within the green arcs. This is a more appropriate stage for this check as any malfunction of the oil system will be more likely to manifest itself after a period of engine operation at high power. Throttle.....................................................................Check idle Reset 1000 rpm The throttle should be closed smoothly and completely to check that the engine still runs with the throttle in this position.

NOTE If during these power checks, the prescribed limits of rpm, pressure, temperature etc. are exceeded, the aircraft should not be flown. In these circumstances return to dispersal and report the problem to a flying instructor, flight ops or an engineer.

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PRE-TAKE OFF CHECKS (D.V.A.’s) (Drills of Vital Action) A complete set of Pre-Takeoff Checks are to be carried out prior to the first takeoff of an air exercise and if After Landing Checks are begun or the aircraft systems are significantly reorganised. However, following a "Stop and Go" or "Stop and Backtrack" an abbreviated PreTakeoff Check of ‘Trims; Flaps; and Engine Temps and Pressures’ is all that needs to be carried out. T - Trim.................................................................Set for Take-Off Ensure that the trim selector switch is set to the flying pilot’s side. Check the trims for free movement both sides of the neutral position, then set them for takeoff. There is no need to exercise them through their full range of movement. T - Throttle Friction.............................................Set The throttle friction gives us control over how easily the throttle can be moved. It should be firm, but not tight. C - Choke..............................................................Off C - Carb Heat........................................................Off F - Fuel.................................................................Selector On – fullest tank; Contents sufficient; Pump On; Pressure checked The best way to remember these is Cock Contents Pump and Pressure (2 C’s then 2 P’s). F - Flaps...............................................................Set Normally takeoffs are made with little or no flap. If the runway surface is wet and/or long grass, or the runway length is short, takeoff distance is reduced by approximately 10% with the flaps set at 15º. However, climbing performance is reduced with flaps down; that is, to climb above an obstacle the aircraft does better with flaps up. Flap settings greater than 15º are not recommended for takeoff. At the Walsh, regardless of the fact that the runway is very long, to practise reconfiguring after takeoff, we usually use 15º in the Tecnam, 10º in the C152 and the first notch in the PA38 Tomahawk. I

- Ignition............................................................On Both; Master On

I

- Instruments....................................................Checked

A visual scan of the instruments left to right across the panel. Important items are: 

ASI zero;



AI erect;



Altimeters - QNH set. Airfield deviation ± 50 feet;



Suction - Positive suction (Possibly lower than 5 inches due to low RPM);



Turn coordinator - power warning flag away, wings level, ball in the centre;



D.I. and compass aligned. BUG set to runway heading, or otherwise as required; and



VSI ± 200 feet;



Engine Temps and Pressures in the Green Range.

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H - Hatches; Harness.........................................Secure Confirm all latches on the aircraft's hatch/doors are secured both visually and by pushing on the hatches/doors. Check the passengers visually and aurally for harnesses secure. Confirm that there are no loose articles in the cockpit which may obstruct the controls on takeoff or inflight and remove all maps, documents and folders from your knees as these may restrict control column movement. C - Controls..........................................................Full, free and correct movement Do not slam the controls hard against the stops, or damage may result. Move them gently but firmly through their full range of movement. This may seem an easy check but is often skimped on. The correct technique is: 

FULL forward control column. If the elevator is visible in your aircraft, visually check that it is positioned up at its leading edge and down at the trailing edge.



FULL left control column. Visually check that the left aileron is positioned up and that the right aileron is positioned down.



Maintain the aileron position and move the control column FULL aft. If the elevator is visible in your aircraft, visually check that it is positioned down at its leading edge and up at the trailing edge.



FULL right control column. Visually check that the right aileron is positioned up and that the left aileron is positioned down.



Maintain the aileron and move the control column FULL forward.



Centralise the ailerons then the elevator.

There should be no restrictions during this procedure. If any deviation or problem is observed or suspected the flight is to be terminated and maintenance assistance sought. There are many cases in the past of incorrectly rigged or jammed/restricted controls which have led to major problems on takeoff and in flight. Check the rudder for free movement. Full rudder deflection may not be able to be applied on some aircraft types, such as the PA38 Tomahawk, as the rudder pedals are also fixed to the nose wheel, which may resist rudder pedal movement when stationary on the ground. CAUTION Forcing the rudder pedals may damage linkages and cables.

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LINE UP CHECKS These checks should be begun following your "ready" call and after the ATC clearance to line up has been received. Ensure the approach path is clear and while the aircraft is being taxied into position on the active runway complete the Line Up Checks. Once cleared for takeoff the aircraft should normally be rolling immediately, but within 15 seconds, at the most. As you begin to taxi into position on the active runway give consideration to applying the Carb Heat for up to 15 seconds. This will ensure the carburettor is completely clear of icing, especially on a maximum performance takeoff. The risk of carb icing must be balanced against the risk of ingesting grass seed into the carburettor from the unfiltered carb heat air. Carb icing is most likely on a moist morning, when the grass is probably wet from the dew. Grass seed is most likely on dry long grass, when the heads are present. Landing Light..........................................................On Transponder............................................................On ALT Set the transponder to ALT (altitude). D.I.............................................................................Aligned with the runway Cross check the DI with the magnetic compass and confirm that they agree with the runway you are cleared to use e.g. 280º if using Runway 28. Do not attempt to read the magnetic compass while applying brakes or accelerating as this causes it to swing excessively if you are on East or West.

AFTER TAKEOFF (CLIMB) CHECKS Flaps........................................................................Up (min 60 kts and 200 feet AGL) Once at a safe airspeed, greater than 60kts IAS and clear of obstacles (200ft above obstacles), smoothly retract the flaps if they have been set for takeoff or if these checks are being carried out after a go-round. Raising the flaps at too low an airspeed or too early can lead to a loss of lift that could cause the aircraft to sink back towards the ground or obstacles. Temps and Pressures............................................Checked If climbing out to the training areas, or if sustaining the climb for any other reason, continually monitor the engine temperatures and pressures. Fuel Pump................................................................On in the circuit / Off above 1000 ft agl If you are remaining in the circuit, the electric fuel pump on the JF Tecnam is to be left on. If you are departing the circuit, the electric fuel pump should be turned off passing 1000ft agl in the climb. Pressure should checked to ensure that the engine driven pump is working correctly. CAUTION If fuel pressure drops suddenly when you turn the electric fuel pump OFF, or the engine runs rough or dies, immediately reselect the pump back ON, as the engine driven fuel pump may have failed. Maintain the climb if possible and recircuit to land as soon as possible.

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PRE-LANDING CHECKS The Pre-Landing Checks are normally carried out when on the downwind part of the circuit. B - Brakes.............................................................Checked; Park brake Off Pressure is applied to the brakes to ensure that there is sufficient pressure for them to operate. Pull the brake lever just sufficiently to determine that there is resistance. It is better to find out now that the brakes will not work, rather than after landing with the fence at the end of the runway looming up. After the test, ensure the park brakes are off. U - Undercarriage................................................Down All the aircraft we use at the Walsh Flying School have fixed undercarriage but this item is included to ensure it is not forgotten if you go on to more advanced aircraft later on. M - Mixture............................................................Choke Off F - Fuel.................................................................Selector On; Contents sufficient; Pump On; Pressure checked The cock should be selected to the fullest tank. Avoid changing tanks at this stage if possible, but do not hesitate to do so should the fuel state require it. Again the best way to remember these is Cock Contents Pump and Pressure (2 C’s then 2 P’s). H - Harness...........................................................Checked Check that the harnesses are secure and ensure that any charts you have been using are safely stowed clear of the controls.

FINALS CHECKS The Finals Checks are carried out when on final approach and a safe landing or touch and go is assured. Landing Clearance..................................................Received At a controlled aerodrome, which Matamata is for the duration of the School, you must receive a clearance from the tower before you can complete a landing or touch and go. Runway....................................................................Clear Despite any clearance for the tower always check the landing area for yourself before completing the final approach and landing. Carb Heat.................................................................Off In case a go-round becomes necessary, the carb heat should be returned to the OFF (COLD) position when you are sure that you would be able to glide the aircraft to a safe landing area if the engine stopped. If it was still ON (HOT), the engine would only develop about 90% of full power.

NOTE Despite having completed the Finals Checks, you may still carry out a ‘go-round’ if you are not happy that you can complete the landing safely.

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AFTER LANDING CHECKS Unless specifically authorised by your instructor, before commencing these checks, wait until you have cleared the runway, then either stop or leave the power at idle and taxi at low speed until you have safely completed the checks. At no time are the completion of any checks to distract you from the primary task of controlling the aircraft. Flaps........................................................................Up Flaps should be up when taxiing back to dispersal, remember if they are down they may be damaged by stones or other objects which may be flicked up by the propeller or tyres. Landing Light..........................................................Off At night the Landing lights should remain on until the aircraft has come to a final stop. However, consideration must be shown to other users of the aerodrome to ensure they are not dazzled by your landing light. Transponder............................................................Off Carb Heat.................................................................Off Even though you should have selected the carb heat to Off (Cold) in the finals checks, this is another back-up check, as dust and grass seed can be ingested into the carburettor through the unfiltered carb heat air intake if it is On (Hot) on the ground. Fuel Pump................................................................Off

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SHUTDOWN CHECKS Before you reach the aircraft parking area check the brakes and the wind direction, then decide on your route to park the aircraft into wind in the required position. Be wary of simply parking facing the same way as everybody else, as the wind may have shifted and/or the other student pilots may have made an error. Park Brake...............................................................On Throttle.....................................................................1000 rpm Radios......................................................................Off Ignition.....................................................................Checked (L – R – Both) This check is the same as after engine start. We check LEFT; RIGHT; BOTH. The engine should continue to run in the LEFT and RIGHT positions, if it does not then the ignition has a serious fault and this should be reported immediately. Throttle.....................................................................Closed Ignition.....................................................................Off (hang the key on the hook) Immediately remove the key from the ignition and put it on the hook on the top of the windscreen. The key is to be returned to Operations after the last flight of the day or at any time the aircraft is unserviceable. Strobe.......................................................................Off Master Switch..........................................................Off Control Locks..........................................................Installed (if required) If the weather is good and the wind light, your instructor may not require the control lock to be installed. However they must be installed for overnight parking, or when the wind is strong or gusty. In the JF Tecnam, lock the controls by fastening the lap belt over the control column. Do not fasten it over the transmit switches on as they are easy to damage and are expensive. Remember, the “three Ms’ (Mixture, Mags and Master) and the last visual check as you walk away from the aircraft. Tacho.......................................................................Note the tacho reading at shutdown Note the tacho reading after the engine has been shutdown. Use the space on the bottom of the ATIS pad, or use another suitable piece of paper. Start up and shutdown tacho times must be transferred to the Authorisation Card at flight ops.

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HASELL CHECKS These checks are completed prior to any manoeuvre which takes the aircraft close to it's limits, for example, stalling and aerobatics. You will be taught how to complete these checks in the Stalling Brief and your Flying Instructor will demonstrate them to you in the aircraft. H - Height..............................................................Sufficient for recovery at a safe height A - Airframe..........................................................Flaps up S - Security...........................................................Harness tight; No loose objects E - Engine.............................................................Carb Heat as required; Temps and pressures checked L - Location..........................................................Not over built up areas L - Lookout...........................................................Around, above and below

SADIE CHECKS These checks are completed at regular intervals, say every 10 or 15 minutes, when you are in the training area or on a cross-country flight. Your Flying Instructor will teach you how to complete them and demonstrate them to you in the aircraft. S - Suction............................................................Checked The suction reading should be in the green range. If it is too low the instruments may not function reliably, if it is too high the instruments may be damaged. A - Amps...............................................................Checked; Alternator charging Check to ensure that the alternator is charging. Also compare the actual load shown with the load you are drawing. For example the normal load with avionics all on and strobes on is around 25 - 30 amps. If you have the landing lights and nav lights on the load will be closer to 40 amps. D - D.I....................................................................Checked with compass Before checking the direction indicator (D.I.) against the magnetic compass ensure straight, level and unaccelerated steady flight. I

- Icing................................................................Check Carb Heat

Cycle the Carb Heat to check for carb icing, leave it On for 10-15 seconds. If the engine runs a little roughly it is an indication of normal operation. If the engine initially runs roughly then runs smoothly at an increased rpm, it is an indication that you had carb icing. You should increase the frequency of Carb Heat checks or leave it on until you have left the area of carb icing. Visually check for ice build-up. The OAT probe in the windscreen and the wing leading edges are the best places to check. A check of the OAT will tell you if icing is likely. E - Engine.............................................................Instruments and fuel checked Check temperatures and pressures. As well as confirming normal engine operation. If the temperatures are high it may be good practice to ease the power back to enable the engine to cool slowly. Check the fuel contents and consumption rate.

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C152 & PA38 EMERGENCY CHECKLISTS FIRE DURING START Starter...............................Keep winding If the engine starts: Throttle..................................Set 1700 for two minutes Engine...................................Shutdown and seek engineering support If the engine fails to start or the fire continues:

Throttle.............................Full Open Mixture..............................Idle cut off

ELECTRICAL FIRE IN FLIGHT Master Switch...................Off Cabin Vents..........................Closed Storm Window.......................Open Cabin Heat............................Off If smoke/fire continues: Locate source and extinguish if possible. If the smoke/fire continues carry out an emergency descent. Land as soon as possible. If smoke/fire stops:

Fuel Pump.............................Off Fuel Selector.........................Off

All Electrics............................Off Master Switch........................On

If fire continues:

Essential electrics on, one at a time, to locate the source if possible. If source identified, leave it off.

Master Switch........................Off Ignition..................................Off Park Brake............................Off

Abandon the Aircraft Attempt to extinguish the fire if safely possible and seek engineering support.

ENGINE FIRE IN FLIGHT Mixture..............................Idle cut off Throttle.............................Closed Fuel Selector....................Off Fuel Pump.............................Off Cabin Heat............................Off Cabin Vents..........................Closed Proceed with the forced landing. If fire persists, make a high speed emergency descent.

If unidentified smoke/fire reoccurs:

Master Switch...................Off Continue NORDO, remaining VMC and clear of controlled airspace if possible.

LOW OIL PRESSURE Pressure in Yellow arc

Oil Temperature....................Monitor Oil Pressure..........................Monitor CHT.......................................Monitor Set 1800 rpm, proceed to the nearest suitable airfield and land. Maintain altitude and be prepared for complete power loss.

HIGH OIL TEMPERATURE

ENGINE FAILURE DURING TAKEOFF ROLL

Oil Pressure..........................Monitor CHT.......................................Monitor

Throttle.............................Closed Brakes...............................Full On

If oil pressure is dropping and/or CHT is rising, set 1800 rpm, proceed to the nearest suitable airfield and land. Maintain altitude and be prepared for complete power loss.

Advise ATC Complete the After Landing Checks

If oil pressure and CHT are steady set 2000 rpm and continue to your destination. Check the oil level.

Ignition..................................Off Master Switch........................Off

LOW FUEL PRESSURE Fuel Pump........................On Fuel Selector....................Change tanks ENGINE ROUGH RUNNING Carb Heat..........................On If rough running continues after 1 minute: Carb Heat..............................Off Fuel Contents & Pressure.....Check Fuel Pump.............................On Fuel Selector.........................On; change tanks Fuel Primer............................In; locked Mixture..................................Adjust for max smoothness Ignition.................................Try left, right, & both.

If signs of fire or engine completely stopped:

ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF Nose..................................Lower Airspeed............................70 kts IAS Throttle.............................Closed Select a landing field and plan your approach. Mixture..................................Idle cut off Fuel Selector.........................Off Ignition..................................Off Flaps.....................................As required Master Switch........................Off

ENGINE FAILURE IN FLIGHT (Restart procedure) Airspeed............................65kts IAS Throttle.............................Closed Carb Heat..........................On Fuel Pump).......................On Fuel Selector.........................On; change tanks Fuel Primer............................In; locked Mixture..................................Rich Ignition..................................Try left, right, & both; Start if the propeller has stopped

Throttle.............................Open If power cannot be restored carry out a forced landing.

JF TECNAM EMERGENCY CHECKLISTS FIRE DURING START

ELECTRICAL FIRE IN FLIGHT Master Switch...................Off

Starter...............................Keep winding

Cabin Vents..........................Closed Cabin Heat............................Off

If the engine starts:

If smoke/fire continues:

Throttle..................................Set 1600 for two minutes Engine...................................Shutdown and seek engineering support

Locate source and extinguish if possible. If the smoke/fire continues carry out an emergency descent Land as soon as possible.

If the engine fails to start or the fire continues:

Throttle.............................Full Open

If smoke/fire stops:

Fuel Pump.............................Off Ignition Switch.......................Off Master Switch........................Off Park Brake............................Off

All Electrics............................Off Master Switch........................On

Abandon the Aircraft Attempt to extinguish the fire if safely possible without removing engine cowling and seek engineering support.

ENGINE FIRE IN FLIGHT Throttle.............................Closed Ignition Switches...................Off Fuel Pump.............................Off Cabin Heat............................Off Cabin Vents..........................Closed Proceed with the forced landing. If fire persists, make a high speed emergency descent.

Essential electrics on, one at a time, to locate the source if possible. If source identified, leave it off. If unidentified smoke/fire reoccurs:

Master Switch...................Off Continue NORDO, remaining VMC and clear of controlled airspace if possible.

LOW OIL PRESSURE Pressure in Yellow arc

Oil Temperature....................Monitor Oil Pressure..........................Monitor Water Temperature...............Monitor Set 1500 rpm, proceed to the nearest suitable airfield and land. Maintain altitude and be prepared for complete power loss.

HIGH OIL TEMPERATURE

ENGINE FAILURE DURING TAKEOFF ROLL

Oil Pressure..........................Monitor Water Temperature...............Monitor

Throttle.............................Closed Brakes...............................Full On

If oil pressure is dropping and/or water temperature is rising, set 1500 rpm, proceed to the nearest suitable airfield and land. Maintain altitude and be prepared for complete power loss.

Advise ATC Complete the After Landing Checks

If oil pressure and water temperature are steady set 1600 rpm and continue to your destination. Check the oil level.

Ignition..................................Off Master Switch........................Off

LOW FUEL PRESSURE Fuel Pump........................On Fuel Selectors..................On – fullest tank ENGINE ROUGH RUNNING Carb Heat..........................On If rough running continues after 1 minute: Carb Heat..............................Off Fuel Contents & Pressure.....Check Fuel Pump.............................On Fuel Selector.........................Change tanks (if applicable) Choke....................................Off Ignition.................................Try left, right, & both.

If signs of fire or engine completely stopped:

ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF Nose..................................Lower Airspeed............................60 kts IAS Throttle.............................Closed Select a landing field and plan your approach. Fuel Selectors.......................Off Ignition..................................Off Flaps.....................................As required Master Switch........................Off

ENGINE FAILURE IN FLIGHT (Restart procedure) Airspeed............................65kts IAS Throttle.............................Closed Carb Heat..........................On Fuel Pump........................On Fuel Selector.........................Change tanks (if applicable) Ignition..................................Try left, right, & both; Start if the propeller has stopped

Throttle.............................Open If power cannot be restored carry out a forced landing.

Chapter Twelve Safety and Emergency Expanded Procedures Introduction This section provides the pilot with procedures that may assist him or her to cope with emergencies that may be encountered in operating a light aircraft. Emergencies caused by aircraft or engine malfunction are extremely rare if proper maintenance procedures and operating procedures are followed and a proper pre-flight inspection is completed prior to every flight. Likewise, careful flight planning and good pilot judgement can minimise enroute weather emergencies. However should any emergency develop, the Emergency Checklist items and the guidelines in this section should be considered and applied as necessary. It is extremely important for you to remember that the most important priority in any normal, abnormal or emergency situation is to fly the aircraft safely clear of cloud, obstacles and other aircraft. It is very easy to be distracted from this vital duty, but you must be vigilant to the possibility. Procedures in the Emergency Checklists which are shown in bold-faced type are immediate actions which should be committed to memory. The following paragraphs are presented to supply additional information for the purpose of providing the pilot with a more complete understanding of recommended courses of action and probable cause of an emergency situation. Whenever possible seek the assistance/advice of your instructor, Walsh Ops, ATC or other pilots as available. Airspeeds For Safe Operations (IAS) Engine failure after take-off

70kts IAS - C152/PA38 60kts IAS - JF Tecnam

Optimum Manoeuvring speed

95kts IAS (At MAUW)

Optimum glide range speed

65kts IAS (At MAUW)

Precautionary landing with engine power

1.3 Vso for the actual weight

Fire During Start Engine fires during start are usually the result of overpriming or pumping of the throttle combined with a backfire during the ignition phase. The first attempt to extinguish the fire is to try to start the engine and draw excess fuel back into the induction system. If a fire is present before the engine has started, move the mixture control to idle cut-off (C152 and PA38 only, as the JF Tecnam does not have a mixture control), open the throttle and crank the engine. This is an attempt to draw the fire back into the engine and to use up excess fuel. If the engine has started, continue operating the starter for a few seconds to try to pull the fire into the engine. In either case, if the fire continues more than a few seconds, the aircraft must be vacated immediately, and the fire should be extinguished by the best available means. Never attempt a restart the engine until engineering support has been received.

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Engine Fire in Flight The presence of fire is noted through smoke, smell and/or heat in the cabin. It is essential that the source of the fire be promptly identified through instrument readings, characteristics of the smoke, or other indications, since the action to be taken differs somewhat in each case. Check for the source of the fire first. If an engine fire is present its source is more than likely the fuel, consequently the fuel should be ‘starved’ from the fire. Select the mixture to idle cut off (C152 and PA38 only), close the throttle, and switch the fuel selector to OFF if you can in your aircraft type. If there is an electric fuel pump fitted to your aircraft, it should be switched OFF. In all cases, the heater and defroster should be OFF, and the vents should be closed. Proceed with the power off forced landing procedure. If an electrical fire is indicated (smoke in the cabin), the master switch should be turned OFF. The cabin vents and windows should be opened and the cabin heat turned OFF in an effort to clear the cabin of smoke. If you can identify the source of the fire/smoke and turn it off, then do so. Regardless, a landing should be made as soon as possible. NOTE: The possibility of an engine fire in flight is extremely remote. The procedure given is general and pilot judgement should be the determining factor for action in such an emergency.

Electrical Faults The loss or reduction of alternator output is indicated by a left deflection on the centre-zero ammeter. Before executing the following procedure, ensure that the reading is actually negative by actuating an additional electrically powered device, such as the pitot heat. If an increase in the left deflection of the ammeter is noted, alternator failure can be assumed. The loss of alternator output is detected through zero reading on the left-zero ammeter and the illumination of the ALT light. Before executing the following procedure, ensure that the reading is zero and not merely low by actuating an additional electrically powered device, such as the pitot heat. If no increase in the ammeter reading is noted, alternator failure can be assumed. The electrical load should be reduced as much as possible. Check the alternator circuit breakers for a popped breaker. The next step is to attempt to reset the overvoltage relay. This is accomplished by moving the ALT switch to OFF for one second and then ON. If the trouble was caused by a momentary overvoltage condition (16.5 volts and over) this procedure should return the ammeter to a normal reading. If the ammeter continues to indicate a failure, or if the alternator will not remain reset, turn off the ALT switch, maintain minimum electrical load and land as soon as practicable. All electrical load is being supplied by the battery. Take note of the remaining endurance and do not consider flight in IMC if you can possibly avoid it. If you lose all electrical power, “total electrics failure”, the aircraft will still fly perfectly well. However you will not be able to actuate the flaps in the C152, JF Tecnam or C172. Your radios will not function, so avoid busy and controlled airspace if it is practical to do so, and land at a suitable aerodrome. If you think that it is best to return to land at a controlled aerodrome then carryout a standard overhead rejoin if you can keep an extra good lookout for other aircraft. You should look for light signals from the tower, but land when you are sure that it is safe to do so, regardless of whether you see light signals. If you are in the circuit, maintain your position (order) in the pattern of other aircraft and land off the next approach. The control tower will pretty quickly work out that you have a problem because you are not responding to their radio calls. Again, you should look for light signals from the tower, but land if you are sure that it is safe to do so, regardless of whether you see light signals.

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Electrical Overload (Alternator over 20 amps above known electrical load) If abnormally high alternator output is observed (more than 20 amps above known electrical load for the operating conditions), it may be caused by a low battery, a battery fault or other abnormal electrical load. If the cause is a low battery, the indication should begin to decrease toward normal within 5 minutes. If the overload condition persists, attempt to reduce the load by turning off non-essential equipment. Turn the BAT switch OFF and the ammeter should decrease. Turn the BAT switch ON and continue to monitor the ammeter. If the alternator output does not decrease within 5 minutes, turn the BAT switch OFF and land as soon as possible. All electrical loads are being supplied by the alternator. NOTE: Due to higher voltage and radio frequency noise, operation with the ALT switch ON and the BAT switch OFF should be undertaken only when required by alternator failure.

Low Oil Pressure Loss of oil pressure may be either partial or complete. A partial loss of oil pressure usually indicates a malfunction in the oil pressure regulating system, and a landing should be made as soon as possible to investigate the cause and prevent engine damage. A complete loss of oil pressure indication may signify oil exhaustion or may be the result of a faulty gauge. In either case, proceed toward the nearest aerodrome preserving altitude where possible, and be prepared for a forced landing. If the problem is not a pressure gauge malfunction, the engine may stop suddenly. Maintain altitude until such time as an engine out landing can be accomplished if necessary. Don't change power settings unnecessarily, as this may hasten complete power loss. Depending on the circumstances, it may be advisable to make an off aerodrome landing while power is still available, particularly if other indications of actual oil pressure loss, such as sudden increases in temperatures, or oil smoke, are apparent, and an aerodrome is not close. If the engine does stop, proceed with a power off landing.

High Oil Temperature An abnormally high oil temperature indication may be caused by a low oil level, an obstruction in the oil cooler, damaged or improper baffle seals, a defective gauge, or other causes. Land as soon as practicable at an appropriate aerodrome and have the cause investigated.

Loss Of Fuel Pressure If loss of fuel pressure occurs in the Tomahawk or JF Tecnam, turn ON the electric fuel pump and check that the fuel selector is on the fullest tank. If the problem is not an empty tank, land as soon as practicable and report the defect to either your instructor or to Walsh Operations.

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Carburettor Icing Under certain moist atmospheric conditions at temperatures of -5°C to +20°C, it is possible for ice to form in the carburettor air induction system, even in summer weather. This is due to the high air velocity, with an associated pressure and temperature drop, through the carburettor venturi and absorption of heat from this air by vaporisation of the fuel. To avoid this, carburettor air preheat (carb heat) is provided to replace the heat lost by the venturi effect and vaporisation. Carburettor heat should be used whenever the engine rpm is set to a low power setting, less than 2000 in the C152 and PA38, and less than 1800 in the JF Tecnam. This will help to keep the carburettor air temperature out of the caution (yellow) range.

Engine Rough Running Engine rough running is often due to carburettor icing, which is indicated by a drop in engine rpm and may be accompanied by a slight loss of performance If too much ice is allowed to accumulate, restoration of full power may not be possible, therefore prompt action is required. Turn the carburettor heat on (see the note below). The rpm will decrease slightly and roughness may increase. Wait for a decrease in engine roughness or an increase in rpm, indicating ice removal. If there is no change after approximately one minute, return the carb heat to OFF. If the engine is still rough running, a check of the fuel contents and pressure should be made. The electric fuel pump should be switched to ON and the fuel selector should be changed to the other tank (providing there is adequate fuel in it) to see if fuel contamination is the problem. Check the engine gauges for abnormal readings. If any gauge readings are abnormal, proceed in accordance with the appropriate Emergency Checklist actions. In the C152 and PA38 the mixture should be adjusted for maximum smoothness. The engine will run rough if the mixture is too rich or too lean. Move the magneto switch to L then to R, then back to BOTH. If operation is satisfactory on either magneto, proceed on that magneto at reduced power, with mixture full RICH to a landing at the first available aerodrome. If roughness persists, prepare for a precautionary landing at pilot's discretion. NOTE: Partial carburettor heat may be worse than no heat at all, since it may melt part of the ice which will refreeze later in the intake system. Therefore, when using carburettor heat always use full heat and when ice is removed and the engine is running smoothly, return the control to the full cold position. In severe icing conditions carb heat should be left on and the mixture should be re-leaned accordingly.

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Engine Failure During the Takeoff Roll: If the engine should run rough or fail during the takeoff roll, smoothly close the throttle and bring the aircraft to a complete stop as you would following a landing. Advise ATC, as soon as possible, that you are stopping, i.e. “Alpha Bravo Echo STOPPING”. Look for signs of fire, and if you have any doubt, immediately shut the engine down, turn the fuel selector to OFF, turn the ignition and master switch to OFF and vacate the aircraft without delay. If you are comfortable there is no fire, complete the After Landing Checks. If the engine has completely stopped inform the tower and secure the aircraft by completing the Shutdown Checks. Vacate the aircraft and wait for assistance in a safe place by the aircraft. If the engine is still running, but you are not sure of its serviceability for further flight, either shut it down as above, or request a clearance to return to dispersal. Report the problem to Flight Ops and/or your Flying Instructor. Immediately After Takeoff: If you have an engine problem immediately after takeoff the most important thing is to keep flying the aircraft. If the engine stops completely you must lower the nose to maintain flying speed - at least 70kts IAS in the C152 and PA38, at least 60kts IAS in the JF Tecnam, close the throttle and prepare to land in the most suitable place available. Where you land will depend on your situation, however you should NOT expect to be able to turn back to the runway you took off from. It is better to pick a field pretty much in front of you. As your experience increases you should develop the ability to judge where the aircraft can reach, and a more ‘imaginative’ handling of the situation may be possible. Your ability to complete any subsequent checks will depend on your situation and presence of mind. It is far better to control the aircraft to a safe landing, having done no other checks, than to complete all of the checks but to fail to fly the aircraft to the best landing site. If the engine does not stop completely and partial power is available, you may be able to nurse the aircraft around the circuit, or to a position from which a glide approach to an alternate landing site is possible. Use any power that the engine is developing to manage your situation. When you can, make a MAYDAY call. In Flight: If you have an engine problem at any time in flight, again the most important thing is to keep flying the aircraft. Maintain flying speed and start to assess your situation. Have a good look around the instruments, listen to the engine, and look behind you for signs of fire. Consider anything that will help you establish what is wrong. Once you have an idea of the problem take whatever action you think is appropriate to preserve your life. Complete whatever emergency checks you think are appropriate and when you can, make a MAYDAY call. Again, it is far better to flying the aircraft to a safe landing having done no checks, than to meticulously complete the checks and lose control of the situation/aircraft.

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Flap Failure The flap may fail due to an electric fault or failure, in aircraft with electrically operated flaps, or due to a jamming of the mechanism. Neither of these events is likely, however they are possible. If the flaps cannot be lowered, carry out a flapless landing and return to dispersal to report the problem to Flight Operations and/or your Flying Instructor. Remember that without flap the aircraft’s drag is slight less and the stall speed is slightly higher. Consequently, you will require slightly less power and you should maintain slightly higher speeds. Also, without flap the nose attitude will be slightly higher, so be careful not to over flare on landing. The landing attitude when flapless is much the same as for a normal landing. If the flaps cannot be retracted, maintain full power and climb at as safe flying speed to a safe height. In the C152 and PA38 use 70kts IAS, in the JF Tecnam use 60kts IAS. Even with full flap down at maximum weight the aircraft should still be able to climb adequately. When you have reached a safe height, allow the aircraft to accelerate to a little below the flap limiting speed and reduce the power to maintain that speed. Carry out an approach and normal landing at the nearest suitable aerodrome. Remember that because the flap may be extended on base and final earlier than normal, the required power may be higher.

Open Door The cabin door on most aircraft are at least double latched, so the chances of them springing open in flight are remote. However if you should forget or do not secure the door adequately the door may spring partially open. This will usually happen at takeoff or soon afterward. A partially open door on a C152/172 and PA38 will not affect normal flight characteristics, and a normal landing can be made with the door open. However on the JF Tecnam, if the canopy slides open on takeoff the loss of lift and increased drag may delay or preclude a safe takeoff, so abort the takeoff immediately. In flight the JF Tecnam flys adequately with the canopy slide open. Hinged doors will trail slightly open, and airspeed will be reduced slightly. Do not attempt to close the door until you are well clear of the ground, at least above 500 feet agl. To close a hinged door in flight, slow the aeroplane to 75 KIAS, close the cabin vents and open any windows. Then slam the door soundly. Remember to FLY THE AIRCRAFT at all times! In the JF Tecnam the problem of closing a canopy in flight is less, albeit noisy. Simply slide the canopy forward and latch it. Remember, to FLY THE AIRCRAFT at all times!

Insecure Seatbelt Passengers seatbelts (or parts thereof) can sometimes be inadvertently shut in the door leaving a loose section lying outside the fuselage. If, when shortly after airborne, you hear a loud "banging" on the fuselage, continue to fly the aeroplane and at a safe height (above 500 feet agl), check the right-hand passenger seatbelt. Should you confirm the above situation, return for a landing and correct the situation. It is not usually worth the risk to try to correct the situation in flight. Remember, if it is a seatbelt causing the noise, little damage or danger will result. Don't panic, flying the aeroplane is your first priority!!

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Brake Failure Taxying: If the brakes should fail while taxying, the decisions to be made by the pilot are dependant on the situation at the time, but with the objective of stopping the aircraft whilst avoiding contact with persons or property. Steer the aircraft with the rudder pedals to avoid contact with obstructions. If the speed fails to decay at an acceptable rate, it is better to steer the aircraft between obstructions and allow the wings to absorb collision impact. The quickest method of stopping the engine is to turn the ignition switches OFF. minimise any damage that may be caused by the rotating propeller.

This will

Remember, grass surfaces will slow an aircraft at a greater rate than hard standing i.e. aprons, taxiways, etc. Airborne: Should brake failure be detected prior to landing, plan to carry out a minimum length field approach using the longest, preferably grass vector available. This will help improve deceleration. At Matamata the grass vectors are so long, you will have no trouble bringing the aircraft to a safe taxi speed if you do a normal approach. Remember, the landing roll with no brakes will be considerably longer than normally experienced when braking is available.

Circuit Breakers and Fuses Circuit breakers and fuses are used to protect electrical components from an over-voltage or over-current condition, by automatically ‘popping’ (opening the circuit) and interrupting the current flow. They are designed to pop when specific conditions of time and current are reached. Those conditions generate heat and circuit breakers are designed to pop before this heat damages either the wiring or connectors. Circuit breakers are thermal-mechanical in nature with bi-metallic elements, where one metal expands more under heating than the other, popping the breaker open. This also enables them to be reset, albeit only after they have cooled down. However, there are good reasons why it may not be advisable to do so and it is wise to think twice before resetting any circuit breaker in flight. A popped circuit breaker or fuse is telling you that something is wrong - that there has been a serious electrical event. Extreme caution should be exercised. Resetting a circuit breaker that has tripped by an unknown cause should normally be a maintenance function on the ground. The old rule of thumb to automatically try one reset attempt is no longer considered prudent. Often resetting a circuit breaker is met with no adverse results, however the opposite is sometimes true. Smoke, burning wires, electrical odours, arcing, and loss of related systems are possible outcomes. Once a fuse has ‘popped’ it can not be reset and must be replaced. Circuit breakers and fuses which have popped should not be reset/replaced in flight unless the system which they are associated with is essential, and then do so only once. Wherever possible, this should only be done after consulting the relevant resources, e.g. the aircraft flight manual, emergency checklists, and/or radioing for advice. In most cases it is advisable to delay the reset until the service is needed. For instance, there is no need to reset a landing gear circuit breaker that trips after takeoff until you are ready to land. The electro-mechanical construction of a circuit breaker was not designed for use as a switch, and using it for this purpose causes premature wear and the risk of failure. If a circuit breaker fails it may pop when it shouldn’t or remain set when it should have popped, neither option is desirable in flight. FTM Supplement

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Radio Failure Modern aircraft radio equipment has a very good serviceability record. However, they do occasionally fail. Nevertheless, before declaring that a radio has failed, ensure that: (a)

The volume control ON/OFF switch has not been accidentally turned to OFF, or the volume turned to minimum.

(b)

Check for noise output by selecting the squelch OFF (i.e. pulling OUT the volume control).

(c)

Check that the microphone selector is on the correct COM set, to ensure that lack of a reply is not due to your transmitting on the wrong COM radio.

(d)

Check the AUTO button is selected correctly.

(e)

Check SPEAKER and/or PHONE buttons for correct positioning.

(f)

Change headsets and/or plugs if possible.

(g)

Use the hand-mike if one is available.

Remember, should both COMM sets be tuned to the same, or close to the same frequency and both SPEAKER and/or PHONE COMM buttons are engaged, when transmitting on one COMM set, it will interfere with the reception of the other, giving "feedback" through the audio system. This can give an erroneous indication of radio failure. If you are sure that your radios will not function, set your transponder to 7600 and turn all of your external lights ON. Avoid busy and controlled airspace if it is practical to do so, and land at a suitable aerodrome. If you think that it is best to return to land at a controlled aerodrome then carryout a standard overhead rejoin if you can keep an extra good lookout for other aircraft. You should look for light signals from the tower, but land when you are sure that it is safe to do so, regardless of whether you see light signals or not. If you are in the circuit set your transponder to 7600, maintain your position (order) in the pattern of other aircraft and land off the next approach. The control tower will pretty quickly work out that you have a problem because you are not responding to their radio calls. Again, you should look for light signals from the tower, but land if you are sure that it is safe to do so, regardless of whether you see light signals or not. Your transponder code 7600 will bring up an alarm in the area radar control centre, and they will contact Matamata Tower to warn them of your communications failure.

Bird Strike Bird strikes are quite possible near aerodromes nowadays. Should one occur during normal flight, damage to the aircraft will normally be minimal but will depend on the size of the bird and impact location on the airframe. However it is potentially more dangerous to attempt violent manoeuvres to avoid birds, especially close to the ground, than to maintain a fairly consistent flight path. Birds will usually avoid you, they are certainly better flyers, and they are much more manoeuvrable. If you suspect you have had a bird strike proceed to a safe area and climb (if necessary) to a safe height. Then slow the aircraft to 60-70 KIAS and check by cautious "handling", that the aircraft will still fly satisfactorily at slow (landing) speed. Proceed to the nearest suitable aerodrome at a slow, safe airspeed making a normal landing with a slightly higher threshold speed. If the slow speed handling check indicates some abnormal handling characteristics, maintain the airspeed at 10kts above the "problem" airspeed for the return to the airfield, approach and landing. Obviously select an airfield with a sufficiently long runway. FTM Supplement

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