Archives: Theory Courses

Low flying consolidation Briefing

Learn to carry out various level turns in the poor visibility configuration.

* * * Low flying consolidation * * *

Objectives(Briefing:Low flying consolidation) To compensate for the effects of inertia, visual illusions and stress when operatingthe aeroplane in close proximity to the ground. To carry out various level turns in the poor visibility configuration in responseto deteriorating weather.
Considerations : Perspective(Briefing:Low flying consolidation)Perspective - Ground features look different from plan view to profile view - Need to estimate horizon - cross-reference instruments - Height above ground estimated visually- altimeter secondary reference - Gently rising terrain needs to cross-reference airspeed indicator and altimeter
Considerations(Briefing:Low flying consolidation)Turbulence- Turbulence more pronounced, up draughts and downdraughts more significant- Avoid flying in the lee of hills or the centre of valleys- Fly on the upwind side of hilly terrain, or up draught side of valleys Crossing Obstacles- Cross power lines at the pylons- Cross ridges at an oblique angle
Supplementary Considerations(Briefing:Low flying consolidation)Airmanship- Revise boundaries of LFA and minimum height- Solo flights must be authorised, and only 1 aircraft in LFA- Make careful inspection of LFA, and HASELLL checks- Broadcast on entry and exit Aeroplane Management- Poor visibility configuration- Prolonged use of the poor visibility configuration may affect fuel reserves and engine operating temperatures- Use SADIE more frequently Human Factors- Visual illusions created by drift- Maintain a regular crosscheck of instruments,especially the balance indicator
Air Exercise : Turns(Briefing:Low flying consolidation)Medium Turn- In poor visibility configuration, do need a small increase in power to maintain the airspeedSteep Turn- In poor visibility configuration steep turns limited to 45° because 1. Drag and Stall speed increaseexponentially beyond 45° Angle of Bank, and as power is limited, may not be able to maintain the airspeed 2. The G-load limit is lower with flap extended- No decrease in airspeed is acceptableso power is increased substantially at the roll in- Monitor attitude, angle of bank, speed, and balance- If altitude is being lost, reduce the angle of bank,increase power if necessary- Anticipate roll out and coordinate power reduction
Air Exercise : Obstacle Avoidance(Briefing:Low flying consolidation)- Simulate the worst case scenario- Following a line feature in poor visibility an obstacle appears ahead!- Drift downwind at 45° to line feature to turn back into wind,completing the turn with feature back on the left
Air Exercise : Coastal Reversal Turn(Briefing:Low flying consolidation)- Need to turn back, no horizon out to sea,high ground along the coast- Must keep the coast in sight throughoutthe turn seaward and then track back along the coast- Wind direction and strength determinesheading needed to track away fromthe coast to provide enough spaceto complete the turn- Headwind or tailwind - turn 45° awayfrom coast. Compensate for crosswindby increasing or decreasing the 45°- do not lose sight of the coastline- Angle of bank used depends on ability to keep coast in sight- Continue away from shore until enough distance available to turn back- Start turn with 45° Angle of Bank and reduce if not needed
Air Exercise : Constant Radius Turn(Briefing:Low flying consolidation)- Adjust Angle of Bank to compensatefor drift to maintain constant distancefrom object on surface - Identify 4 points equidistant forreference to overfly - As turn down wind, groundspeed increases, so increase Angle of Bank - Turning crosswind again, groundspeed decreases, so decrease Angle of Bank - Turning into wind, groundspeed decreases, so decrease Angle of Bank - Turning crosswind again, groundspeed increases, so increase Angle of Bank
Take Aways(Briefing:Low flying consolidation) Air Exercise Obstacle Avoidance Coastal Reversal Turn Constant Radius Turn Considerations Perspective Turbulence Crossing Obstacles Turns Medium Turn Steep Turn

Low flying introduction Briefing

Learn to compensate for the effects of visual illusions and inertia when operating close to the ground.

* * * Low flying introduction * * *

OBJECTIVE:(Briefing:Low flying introduction) To compensate for the effects of visual illusions, and inertia when operating the aeroplane close to the ground.
CONSIDERATIONS:Visual Effects(Briefing:Low flying introduction) Visual Effects- Effect of wind can lead to visual illusions- Flying into wind, groundspeed is low - Downwind, groundspeed high - Across the wind, drift is most noticeable. Track on reference point. Avoid crossed controls - Apparent slip or skid when turningDo not correct with rudder. Cross-reference balance indicator
CONSIDERATIONS(Briefing:Low flying introduction) Reduced Airspeed- Less inertia and lower groundspeed =more time to think and react to obstacles+ reducing turn radius Flap- Increase lift and drag and adversely affects the L/D ratio- Increase lift thus Decrease stall speed- Poorer L/D ratio means higher power settingneeded to maintain straight and levelPower- Carb heat cycled not on continuously,Oil T’s & P’s should remain within normal range- Prolonged use may lead to Increase oil T- Also Decrease stall speed and provides slipstream- Increase power in turns
CONSIDERATIONS:Poor Visibility Configuration(Briefing:Low flying introduction)Poor Visibility Configuration- Airspeed 70kts,- 10-20 Flap setting (S/L Attitude)
CONSIDERATIONS:Low Flying Zone(Briefing:Low flying introduction) Low Flying Zone - Inspect low flying zone and prep aeroplane before entering - Stay within the boundaries, do not descend below 200ft - If low-level over water, wear lifejackets - On entering, broadcast EET in the zone -when leaving, make a vacating report
Wind Optical illusions in straight and level(Briefing:Low flying introduction) Headwind - Low G/S avoid lowering nose or increasing power Downwind - High G/S avoid raising nose or decreasing power Crosswind - Drift, avoid crossed controls, select ref point, offset drift
Illusions (Briefing:Low flying introduction) During TurningSkid out Slip in Illusions during turning Calm Water May cause lack of depth perception
Supplementary Considerations(Briefing:Low flying introduction)Airmanship- Poor visibility configuration used Aeroplane Management- Carb heat use- Fuel management- Use of power during turnswith flap lowered Human Factors- Obstructions difficult to detect at low level- Flying close to the ground is stressful, canlead to narrowing focus- Poor Vis Config used to give more time- Avoid bad wx
AIR EXERCISE: Entry(Briefing:Low flying introduction)Low Flying Zone Boundaries- Complete the HASELLL checks and at 1000ft AGLfly around the edge of the LFZ- Using a powered descent, enter the LFZHASELLLH - Height > 200ft AGLA - Airframe Config statedS - Security Loose articles & harnesses secureE - Engine Fullest tank, pump ON,mixt RICH, SADIE, carb heatL - Locality Boundaries identifiedL - Lookout Wind indications, obstructions, birds, forced landing sitesL - Lights All external lights ON
AIR EXERCISE: Visual Illusions(Briefing:Low flying introduction)Visual Illusions- Superimpose horizon over the terrain- Look at effect wind has on turning, and how to trackover the ground with a crosswind- Note effects of flying upwind and downwind on the groundspeed
Effects of Inertia (Briefing:Low flying introduction)Effects of Inertia- Maintain straight and level note the reaction time needed to initiate a manoeuvres- Medium level turns noting the reaction times required and the radius of turn
Effects of 3-D Effect(Briefing:Low flying introduction)3-D Effect - Terrain/obstacles wires, sun, shadow, mechanical turbulence Low flying enhances depth perception,allowing pilots to accurately judge distances and heights above the ground. The 3D effect of low flying creates an immersive experience,making the landscape appear vibrant and realistic. Improved depth perception during low-level flights aids in maintaining a safe altitude and avoiding obstacles.
Poor Visibility Configuration(Briefing:Low flying introduction)- Reduce power to rpm, maintain straight and level flight, lower the flap - As airspeed Decrease to configuration speed,Increase power (about rpm) to maintain straight and level. Trim- Note the effect of a reduced speed
Take Aways(Briefing:Low flying introduction) Air ExerciseLow Flying Zone Boundaries Visual Illusions Effects of Inertia 3-D Effect Poor Visibility Configuration CONSIDERATIONSVisual EffectsPoor Visibility ConfigurationReduced AirspeedFlapPowerLow Flying ZoneWind Optical illusions in straight and levelDuring TurningCalm Water

Short-field take-off and landing Briefing

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* * * Short-field take-off and landing * * *

ObjectivesTo ensure by calculation that there is adequate runway length for take-off and landing inaccordance with the aeroplane’s performance data.To apply sound decision making principles before adopting the recommended procedure fortake-off or approach for a runway of minimal length.To operate the aeroplane in accordance with the manufacturers recommended short-fieldtechniques in order to obtain the best possible performance Take-off considerationsTemperature changes density. ↑ temperature = ↓ in density. Correction neededOAT gauge or METARAs density ↓, TAS ↑ to achieve same IAS↑ take-off roll, but effects of density on engine performancefar more criticalPressure altitude corrects airfield elevation under the existing conditions, to an elevationwithin the standard atmosphereSet 1013 hPa on sub-scale and read off the pressure altitudeOr QNH and elevation required for calculationAeroplane weight directly affects take-off and climb performanceRunway surface - Take-off roll is reduced on a firm or sealed surface comparedto a soft or grass surfaceGrass surface is defined as short dry grassSlope - Up-slope ↑ the TODR. Down-slope ↓ TODRHWC - When the wind is at angle to runway, need to calculate headwindcomponentWind - With strong or gusty winds, always possibility of windshear in the climb-outVR and VTOSS increased to counter the possible effects of windshear CalculationInformation from Flight Manual and AC-91-3Take-off performance figures based on newengines and propellers how does thisaeroplane compare?Is the surface short dry grass or a long and wet?How important is it that a take-off beconducted now under these conditions andhow will the conditions be affected by a delay?Calculated take-off distance to 50ft assumesfull power is applied before brake release andthat stated flap setting is usedTODR includes ground roll and distancetravelled over the ground to reach 50ft at VTOSSNo rounding of take-off speeds fly themaccurately Landing considerationsElevationor PAAerodrome elevation is used when calculatinglanding distance and effects of pressurealtitude ignoredAerodrome height AMSL will affect LDRand PA may be used for more accuratecalculationsWeight - Affects inertia and therefore stopping distanceRunway surface - Landing roll is ↓ on a firm dry surfacecompared with a grass or wet surface dueimproved braking actionSlope - Up-slope ↓ LDR, and down-slope ↑ LDRHWC - When wind at an angle to runway,the HWC needs to be calculatedWind - If strong or gusty winds, always possibility ofwindshear on the approachApproach and VTT speeds are increased tocounter the possible effects of windshearCalculationInformation from Flight Manual and AC91-3Calculated landing distance from 50ft assumes correctspeed at 50ft and stated flap setting is usedLDR includes distance to touch down from 50ft over thethreshold and the ground roll to a full stopCrossing the threshold higher than 50ft, using less thanfull flap, or crossing the threshold at a higher airspeed,will increase the landing distance AirmanshipAdditional decision-making required in relation to strong/gustywind and EFATO immediately and positively lower the noseAeroplane managementFull power before brake release check static RPMIf static RPM not achieved could be dueIcing, Instrument error or Propeller damageGet problem checkedHuman factors Vision affected by high nose attitudeDuring approach perception may be influenced by visual cues ofsurrounding terrain, a false horizon, or runway length and widthCross-reference instruments regularly Air exerciseTake-offHold brakes on (nosewheelstraight), elevator neutral,apply full power. Static RPM,T’s and P’s checkedClean brake release, take theweight off nosewheel checkfor normal accelerationHold nosewheel on grounduntil VRAt VR smoothly rotate andlift off. Lower nose andaccelerate to VTOSSReaching VTOSS adjust attitudeand hold, keep straight onreference pointAt safe height accelerateto best RoC (VY) or normalrecommended climb speed.Check balanceBefore raising flap,safe height,safe airspeed, anda positive rate of climbWhen these conditions havebeen met, raise flap andcounter the pitch change.Allow acceleration to continue,and upon reaching the climbspeed required (best rate ornormal), trim to maintain theappropriate attitudeLandingDownwind, confirm approachand threshold speeds andchoose aim pointSlightly delay turn onto baseto ensure some power mustbe used throughout approachMonitor approach path byreference to the aiming pointand adjust power to maintaina steady rate of descentpower controls RoDEstablished on final, select fullflap and decrease airspeed byadjusting attitudeAchieve nominated VTT by200ft AGLIt is important to carry somepower into the flareIf the aeroplane is notproperly configured by 200ftAGL go around!The round-out and the hold-offare combined into the flareAim to reduce the rate of sinkto zero at the same time as themain wheels touch the groundand the throttle is closedLower the nosewheel, brakeimmediately, keep weight offthe nosewheel with elevatorbackpressureRaise flap on completion ofthe landing roll

Wing-drop stalling Briefing

Learn to recover from a wing-drop stall using the correct technique.

* * * Wing-drop stalling * * *

OBJECTIVES:(Briefing:Wing-drop stalling) To revise stalling with power and flap. To carry out a stall from straight and level flightrecovering from a wing dropwith minimum altitude loss.
PRINCIPLES OF FLIGHT : Causes(Briefing:Wing-drop stalling) Cause of stall - aeroplane exceeding critical angle of attack,regardless of airspeed. Factors Which May Cause a Wing Drop- Turning out of balance - Weight imbalance - Rigging- Flap- Ice/damage- Turbulence- Slipstream
PRINCIPLES OF FLIGHT : Autorotation (Briefing:Wing-drop stalling)If an Aircraft rolls..Normal Flight - Righting effectStalled Flight - Roll Continues Autorotationis Rolling and Yawingtoward the down going wing 1. KEEP AILERONS NEUTRAL 2. Preventing further yaw with rudderthis will stops the Autorotation
Airmanship etc(Briefing:Wing-drop stalling)Airmanship - Practice in safe area - HASELL and HELL checks - Stall with power and flap - Situation Awareness - attitude, airspeed, configuration, flightphase, symptoms Human Factors - Overlearn correct technique Aeroplane Management - Carb heat - Airspeed and rpm limits
AIR EXERCISE: Entry /Symptom(Briefing:Wing-drop stalling) 1. Revise power and flap stall, recovery at onset Entry2. Wing drop stall - 1500rpm - 20° Flap- Hasell/ Hell Checks - Ref pt- Carb ht Hot- Power to 1500 rpm Keep straight- Below 85kts, Lower 20° flap- Maintain height and direction- At 60kts or stall warning Carb Ht Cold- (Pilot fails to maintain direction - if necessary)Symptoms - Low and decreasing airspeed- Controls light and less effective- Stall Warning- Buffet
At the stall /Recovery(Briefing:Wing-drop stalling)At the stallthe Aircraft sinks, the nose pitches down and one wing drops RecoveryTo unstall check centrally forwardPreventing further yaw with rudderTo minimise height lossFull PowerLevel the wings & centralise rudderSmoothly raise the nose to horizonReduce from full flap settingSafe height, speed & +ve ROCRaise remaining flap graduallyAt 60ktsClimb to ref alt, regain ref point * * MAINTAINSITUATIONAL AWARENESS * *
Take Aways(Briefing:Wing-drop stalling) Principles of Flight Factor that can cause a wing drop - Out of Balance - Weight Imbalance - Rigging - Flaps - Ice or Damage - Turbulence - Power can lead to.. AutorotationRecovery* * * KEEP AILERONS NEUTRAL * * *Rudder used to prevent yaw and lower nosefull Power. - Regain starting altitudeand reference point * * MAINTAINSITUATIONAL AWARENESS * *

Advanced stalling Briefing

Learn to recover from a stall in the approach configuration.

* * * Advanced stalling * * *

Objectives (Briefing:Advanced stalling) (1) Recognise the basic stall (2) To see the effects of power/flapon the aircraft speed_ and attitude at the stall (3) To improve your situational awarenessthrough early stall recognitionand recovery.
Principles of Flight (Briefing:Advanced stalling)1. Principles of Flight- Aeroplane stalls at critical angle,and speed will vary with configuration - Manufacturers list stall speeds for simplicity - Anything that Increase Lift required means an Increase airspeed at the stall airspeed will be higher at the critical angle - Anything that Decrease Lift required meansa decrease airspeed at the stall
Factors Affecting Stall Speed(Briefing:Advanced stalling)Weight: Increase Weight requires Increase Lift = Increase stalling speed (Same nose attitude) Ice/Damage: Changes flow and increases weight, requires Increase Lift = Increase stalling speed (Same nose attitude) Loading Increase Apparent weight requires Increase Lift = Increasestalling speed (Same nose attitude) Power: Increase Power requires Decrease Lift due Increase airspeed over wing = Decrease stalling speed (Higher nose attitude) Slats/Slots / Flap Flap Increase Lift = decrease stalling speed (Lower nose attitude) Aileron: Down-going wing will have Increase Angle of Attack,beyond stall decrease Lift and Increase Drag further = continued roll, not stopping it
2. Airmanship etc(Briefing:Advanced stalling)Airmanship- No pax- Awareness of aircraft configuration,symptoms, traffic- HASELL checks- HELL checks Aeroplane Management- Smooth but positive throttle and control movements- Carb heat- Oil Temptures & Pressures Human Factors- More practice and exposure the better- Plenty of time between stalls to orientate- Unusual attitude possible, but plenty of height for recovery
Air Exercise - Entry /Symptoms(Briefing:Advanced stalling)Entry- HASELL checks with reference point (high) and Altitude- Carb heat HOT- Close throttle/reduce power as applicable- Keep straight with rudder- Maintain altitude with Increase backpressure- Through 85kts (white arc) select flap, adjust attitude- Through 60kts (or stall warning sounds), carb heat COLDSymptoms- Observe effects of power, flap, and “power and flap“ together- Low and decreaseing airspeed- High nose attitude- Less effective controls- Stall warning - if fitted- Buffet
Air Exercise - At the Stall / Recovery(Briefing:Advanced stalling)At the Stall- Aeroplane sinks and nose pitches downRecovery ... ...to Unstall- Check forward with control columnto reduce angle of attack- Do not use ailerons ... to Minimise Height Loss - max of 100ft- Power + Attitude = Performance- Unstall, as above, check forward- Apply full power - balance with rudder- Raise nose to the horizon (stops sink and allows acceleration)- Reduce from full flap, (in stages) - At safe altitude, safe airspeed, and +ve RoC, raise all flap,adjust attitude- Regain starting altitude and S+L Recovery at Onset- Normal situation - when not training- Recover at stall warning / buffet- Height loss - 50ft maximum
Take Aways(Briefing:Advanced stalling) At the Stall - Aeroplane sinks and nose pitches downRecovery ... to Unstall- Check forward with control column to reduce angle of attack- Do not use ailerons... to Minimise Height Loss - max of 100ft- Power + Attitude = Performance- Unstall, as above, check forward- Apply full power - balance with rudder- Raise nose to the horizon (stops sink and allows acceleration)- Reduce from full flap, in stages setting- At safe altitude, safe airspeed, and +ve RoC, raise all flap,adjust attitude- Regain starting altitude and S+LRecovery at Onset- Normal situation - when not training- Recover at stall warning / buffet- Height loss - 50ft maximum Factors Affecting Stall SpeedWeightIce/DamageLoadingPowerSlats/Slots / Flap Flap Aileron ...............

Steep turns Briefing

Learn to change direction at 45 degrees bank, maintaining altitude and balance.

* * * Steep turns * * *

Objectives (Briefing:Steep turns)To change direction through 360° degreesat a constant rate,using 45° angle of bank,maintaining a constant altitudeand in balance. To become familiar with the sensations ofhigh bank angles and high rates of turn.
Principles of Flight - Forces in a medium Turn(Briefing:Steep turns) Weight Lift CPF Note: Small increase in lift
Forces in a Steep Turn(Briefing:Steep turns) Weight Lift Loading CPF As Angle of Bank Increase this ... - require to increase Lift- by increasing the Angle of Attack This increases the Dragwhich will decrease the Airspeed Thus Power required to oppose the extra Dragand maintain your Speed.
Effect on Stalling Speed(Briefing:Steep turns)Requirement for more Lift(loading)thus an increased Stalling Speed(Lift = Angle of Attack(Max) x Speed)
Adverse Yaw(Briefing:Steep turns)Amount of rudder required to overcome - depends on rate of roll Low airspeeds - thus more adverse yaw(and require more aileron deflection)
Other Considerations(Briefing:Steep turns) Out of BalanceWhen correcting with rudder - keep correct Angle of Bank and adjust attitude Spiral DiveCaused by overbankingAeroplane descends, tendency to Incr. backpressure,will turn tighteningand Incr. Rate of Descent Recover by closing throttle, rolling wings level, ease out of dive
Supplementary(Briefing:Steep turns) AirmanshipConsider altitudeTraining AreaHazards,Other Aircraft, Terrain, Cloud. Aeroplane ManagementSmooth and positivethrottle/Controls movements Human Factors 360° turns - (orientation) Lookout restrictions Effect of G May be uncomfortable
Air Exercise - Entry(Briefing:Steep turns)Refresh Medium Turn From S+L Choose prominent reference point and a Atlitude Lookout Roll with aileron, balance with rudder Through 30° AoB increase power Slight / 100-200 RPM_and backpressure At 45° AoB, check with ailerons, reduce rudder to maintain balance
In Turn(Briefing:Steep turns)Scan Lookout (90%) AttitudeLeft Turn Right Turn Instruments (only 10%) Angle of bank controlled with aileron Altitude controlled with backpressure If altitude changing check Angle of Bank first, then backpressure
Exit(Briefing:Steep turns) Look for reference point Anticipate rollout by half the angle of bank (25°) Rolling wings levelbalance with rudder Relax backpressurereset S+L attitude Back Through 30°, reduce power Maintain S&L
Take Aways(Briefing:Steep turns) Air Exercise Entry (same as a medium Turn) Back Through 30° AoB increase power and backpressure In TurnLookoutAttitudeInstruments Exit (Same as a medium) Look for reference point Through 80-85kts, reduce power ConsiderationsOut of BalanceCorrect use of Rudder Spiral DiveCaused by overbanking * * * Any Questions * * *

Forced landing without power Briefing

Learn to carry out the recommended procedure in the event of a total or partial engine failure.

* * * Forced landing without power - pattern * * *

Objective(Briefing:Forced landing without power - pattern)To carry out the recommended procedure in the event of total or partial engine failure.
Considerations (Briefing:Forced landing without power - pattern) Probable Causes => And how they may be avoided FuelContamination (Something in the fuel)Starvation (Fuel not flowing)Exhaustion (No fuel on board) Mechanical failure Pre-flight Inspection
Best glide Speed(Briefing:Forced landing without power - pattern)c-152 is 65kts (60 Flaps down)Best Lift to Drag Ratio - Max range in still airNever raise the nose to ’stretch’ the glide.
Glide Range(Briefing:Forced landing without power - pattern)is effected by...WindTail wind - Greater Glide RangeHeightHigher - Greater Glide Range available
Assessing the wind(Briefing:Forced landing without power - pattern)SmokeCloud shadowWind LanesPrevious knowledge
Field Selection(Briefing:Forced landing without power - pattern)7’S’ + the big E1. Size , 2. Shape , 3. Slope , 4. Surface , 5. Surrounds , 6. Stock , 7. Sun. Elevation
Airmanship etc.(Briefing:Forced landing without power - pattern)AirmanshipMAINTAIN SITUATIONAL AWARENESS- Checks, including touch checks- No pax/solo limitations- “Simulating“ to begin with- Go around (by 500ft AGL)- landings later- Legal limitationsAeroplane Management- Oil Temp and Press stable- Engine warming 1000ft- Fly the aeroplane Human Factors- Don’t turn your back on paddock- Practise will make it easier- Concentrate on pattern / Then the checks.- Re-evaluate decisions to avoid mindsets
Air Exercise (Briefing:Forced landing without power - pattern)Aviate - Navigate - Communicate 1. Aviate 2. Navigate 3. Trouble Check 4. Communicate 6. Passenger Brief 7. Secure the Aircraft
1. Aviate(Briefing:Forced landing without power - pattern)Convert execess speed to heightFuel pump on , change tanksMixture Rich ,Card Heat HotIgnition, on Both Best Glide Speed , Trim.
2. Navigate(Briefing:Forced landing without power - pattern)Situational AwarenessSurround terrain / ElevationWind Direction Choose a specific Landing Site Plan your descent1500 ft Area AGL1000 ft Point AGL * * Initiate Plan * *
4. Trouble Checks (F-M-I)(Briefing:Forced landing without power - pattern)FFuel (Pressure , content and selected tank )MMixture - Rich and Carb heat is hotIIgnition and InstrumentsTry Left or right Magcheck Oil Temp\'s and Press\'sCheck for Power ( serve as engine warm) * * * Assess your Approach * * *
5. Communicate(Briefing:Forced landing without power - pattern)MAYDAY - MAYDAY - MAYDAY Emergency procedures are contained in AIP New Zealand, ENR 1.15. (a) name of station addressed (time and circumstances permitting)(b) identification of the aircraft(c) nature of the distress condition(d) intention of the pilot; and(e) present position, level (FL or altitude), and heading Transponder to 7700 ELT - Activated * * * Assess your Approach * * *
6. Passenger Brief(Briefing:Forced landing without power - pattern) Pre-flight Passenger brief.(Save time)Emergency EquipmentBelts ,Exits Nearest habitationDoor unlock (if required)Loose objects * * * Assess your Approach * * *
7. Pre-Landing Checks(Briefing:Forced landing without power - pattern) Shutdown ChecksF FuelOFF.M MixtureIDLE CUT-OFFI IgnitionOFFM Master switchOFFOnly after you have made the MAYDAY call andthe final flap selection is made.
From the 1000ft Point(Briefing:Forced landing without power - pattern)Achieve 1000ft Piont- Start base turn Approach- Can I make the 1/3 aim point? Go Around (Above 500ft AGL )- Would I have made it? After Landing- PIC responsibility- Call ATCDO NOT ADMIT ANY LIABILITY(Insurance Requirement) Do not attempt to takeoff again

Radio failure Briefing

To join at a controlled or uncontrolled aerodrome in the event of a radio failure.

* * * Radio failure * * *

Objectives (Briefing:Radio failure) To join at a controlled or uncontrolled aerodrome in the event of a radio failure Reveiw Previous Exercises....
Considerations (Briefing:Radio failure) Cause of radio failure The general causes of communications failure are: wrong frequency selected,on/off and volume switch turned down,the aeroplane altitude too low and/or range too great,alternator failure (although battery power should still be available and the alternator failure detected by other means),comm box switches not selected to headphones,avionics or master switch accidentally selected off,radio loose in its cradle,avionics master off,faulty headset connections, ora popped circuit breaker.Check for simple solutions first, by recycling or turning on master switches or avionics selectors.
Can you return to airfield?(Briefing:Radio failure)Can you return to airfield? ATC will generally allow the return If Need to divert - Where do you go? Vol4 ENR 1.15 COM Failure Procedures Your Mobile PhoneHave Tauranga and Rotorua tower\'s phone number on your number listPlus Hire Aero Number. Battery fully changed
Airmanship etc(Briefing:Radio failure)Airmanship - Anticipate circuit direction - Vol 4 and joining checklists - Right-of-way rules - Lookout - Terminate flight plan after landingAeroplane Management - Below 120 kts before joining - Landing lights onHuman Factors - Use mental picture to help orientation
Air Exercise (Briefing:Radio failure) 1. Radio failure confirmedRefer to VOL 4 Emergency sectionTransmit blindSquawk 7600Turn on all lightsUse your a cell phone
2. Aviate - Navigate(Briefing:Radio failure) Remain clear of controlled airspace while possible cause investigated 3.Proceeding to an uncontrolled aerodromeCarry out Standard Overhead JoinTransmit blindLookout 4. Proceeding to a controlled aerodromeNeed to know light signalsEnter control zonecarry out standard overhead joinWatch for light signals and respondReport comm failure to ATC once on the ground
Lights(Briefing:Radio failure)Signals to Aircraft ..._ Steady green Steady red Series of green flashes Series of red flashes Series of white flashes Series of alternatered and green flashes .. in Flight .. Cleared to land .. Give way to other aircraft and continue circling .. Return for landing .. Aerodrome unsafe do not land .. Land at this aerodromeand proceed to apron .. Danger - be on the alert .. on the Aerodrome .. Cleared for takeoff .. Stop .. Cleared to taxi .. Taxi clear of landingarea in use .. Return to starting point on aerodrome .. Danger - be on the alert Red pyrotechnic Notwithstanding any previous instructions do not land for the time being

Vacating and joining at aerodromes Briefing

Learn to vacate and join the circuit in accordance with applicable procedures.

* * * Vacating and joining at aerodromes * * *

Objectives(Briefing:Vacating and joining at aerodromes) To vacate and join the circuit in accordance with applicable procedures. To join an uncontrolled circuit in accordance with the standard overhead join procedure
1. Considerations - Uncontrolled Aerodromes(Briefing:Vacating and joining at aerodromes)Vacating* Climb straight ahead to 1500ft* Via crosswind or downwind* Climb overhead* All can be done from controlled aerodrome - with clearance Standard Overhead Join* Used* To keep clear of the circuit until safe to join* To observe other traffic, including NORDO* To identify circuit direction* To determine conditions on the aerodrome ; e.g. wind, surface, etc* When unfamiliar with the aerodrome* Check Aerodrome Chart in Vol 4 in preparation* Terminate flight plan once on the ground
1. Considerations - Controlled Aerodromes(Briefing:Vacating and joining at aerodromes)Vacating* Same as uncontrolled, but clearance is needed* Could turn opposite to circuit direction - good lookoutJoining* Can request overhead join* Normally join downwind, base, or final* Could also cross overhead and join downwind* Can request joining or may be given joining instructions* Must still give way to those already in circuit
Airmanship etc(Briefing:Vacating and joining at aerodromes)2. Airmanship* Vol 4, VNC, joining checklists* Right-of-way rules* LOOKOUT, don’t rely on listen out 3. Aeroplane Management* Speed below 120 kts* landing light on 4. Human Factors* Orientate using windsocks and aerodrome chart* Relative movement of small objects* Systematic approach best
5. Air Exercise(Briefing:Vacating and joining at aerodromes)
Vacating(Briefing:Vacating and joining at aerodromes)* From home base* From (un)controlled aerodromeUncontrolled Aerodrome JoiningStandard Join - Standard Overhead Join* Radio call to circuit traffic 5 and 10 NM from aerodrome* position* altitude* intentions
Approach(Briefing:Vacating and joining at aerodromes)* Cross overhead at 1500ft AGL (if no other restrictions)* Position aeroplane so aerodrome can be seen outof student\'s window* Look for other traffic, windsocks, and groundsignals/markingsRunway in Use* Look at windsocks, and other traffic established toestablish circuit direction* If can\'t tell circuit direction orbit left until can tell* Watch out for helicopter or glider circuits goingin opposite directions* When circuit direction established,* all turns in that direction* Identify traffic and non-traffic sides* Position on non-traffic side, make radio call* Others already in circuit have right of wayDescend to Circuit Height* Low rate of descent* Cross upwind end of runway at circuit height* Track crosswind and give way to aircraft alreadyon downwind leg* Prelanding checks before downwind* Downwind call on downwind leg* Rest of circuit as normalControlled Aerodrome Joining* IAW ATC clearance or instructions

Basic stalling Briefing

Learn to control the the aircraft to the point of the stall, recognise the symptoms and recover from the stall.

* * * Basic stalling * * *

Objectives(Briefing:Basic stalling) To control the aeroplane to the point of stall,recognise the symptoms of the approachingstall, experience the stall itself,and recover. To control the aeroplane to the point of stall,and recover at stall onset with minimum altitude loss.
At the Stall(Briefing:Basic stalling) - Smooth airflow over the wing becomes turbulentbreaks away from upper surface. - When the wing stalls there is a Decrease in Liftlarge Increase in DragAeroplane sinks, Centre of Pressure moves rearwards and nose pitches down
Critical Angle of Attack(Briefing:Basic stalling) Wing stalls at particullar Angle of Attack. Stall speed willdepend on Wing loading. e.g in a turn -more loadingthus higher Stall speed.
Effect of Aileron(Briefing:Basic stalling)Do not use Aileron as down-going Aileron could stall it\'s wing,thus wing will drop.
Airmanship(Briefing:Basic stalling) - No pax - Awareness of aircraft - configuration, position, and other traffic HASELL checksH- Height Not less than 2500 feet above ground levelA- Airframe Configuration - clean or flapS- Security No loose articles, harnesses secureE- Engine Oil Temperatures and pressures normal, mixture rich, fuel sufficient and on fullest tankL- Locality Not over a populated area and clear of known traffic areas, including airfieldsL- Lookout One 180°, or two 90°, clearing turns to ensure other traffic will not result in conflict HELL checksH- Height Not less than 2500 feet above ground levelE- Engine Oil Temperatures and pressures normal, mixture rich, fuel sufficient and on fullest tankL- Locality Not over a populated area and clear of known traffic areas, including airfieldsL- Lookout One 90°, clearing turn to ensure other traffic will not result in conflict - Recognise symptoms
Aeroplane Management & Human Factors(Briefing:Basic stalling)Aeroplane Management - Smooth but positive throttle and control movements - Preflight - no loose objects - Carb heat use (and at 60kts Cold) Human Factors- More practice and exposure the better - Automatic response - Plenty of time between stalls to orientate - Uncomfortable
Air Exercise(Briefing:Basic stalling) Entry - HASELL checks and reference point (high) - Carb heat HOT - Close throttle - Keep straight with rudder - Maintain altitude with increasing back pressure - Through 60kts (or stall warning sounds), carb heat COLD
Air Exercise. Symptoms approaching the Stall(Briefing:Basic stalling)Symptoms - Low and decreasing airspeed - High nose attitude - Less effective controls - higher stick forces - Stall warning - if fitted - Buffet (turbulent air from wing striking tail/plane) - Control column will be fully back no further control movement At the Stall - Aeroplane sinks and nose pitches down
Air Exercise. Recovery(Briefing:Basic stalling)To Unstall - Check forward with Control Column to reduce angle of attack - Do not use ailerons - Aeroplane will descend - Recover to S+L with P.A.T. To Minimise Height Loss - max of 100ft - Power + Attitude = Performance - Unstall, as above, check forward - Apply full power - keep straight with rudder - Green Range - Raise nose to the climb attitude - Then return Ref Altitude and Heading
Air Exercise. Recovery at Onset(Briefing:Basic stalling) - Normal situation - when not training - Recover at stall warning / buffet - Height loss - 50ft maximum
Take Aways(Briefing:Basic stalling)EntryHASELL / HELL - Checks and reference point (high) - Carb heat HOT - Close throttle / Keep straight with rudder - Maintain altitude - Through 60kts (or stall warning sounds), carb heat COLD Symptoms - Low and decreasing airspeed - High nose attitude - Less effective controls - higher stick forces - Stall warning - if fitted - Buffet (turbulent air from wing striking tail-plane) - Control column will be fully back - No further control movement At the Stall - Aeroplane sinks and nose pitches down Recovery - Check forward with control columnto reduce angle of attack - Do not use ailerons - Apply full power - Balance with rudder - Speed Green Range - Raise nose to the Climb Attitude - Regain starting altitude and S+L . . . . .