FTM Supplement - 2010 Combined

FLIGHT TRAINING MANUAL
SUPPLEMENT
44th Walsh Memorial Scout Flying School

8-22 January 2010
FTM Supplement Page I

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FTM Supplement Page II

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
FTM Supplement Page III

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
FTM Supplement Page IV

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
FTM Supplement Page V

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.
FTM Supplement Page VI

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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FTM Supplement Page VIII

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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FTM Supplement Page X

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.
FTM Supplement Page 1- 1

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 V A 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 at which the aeroplane is
controllable in the landing configuration.

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.

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

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

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 METRIC UNITS TO

TO METRIC UNITS IMPERIAL AND US UNITS
Multiply By To Obtain Multiply By To Obtain

Feet 0.3048 Metre Metre 3.2808 Feet
Inch 25.4 mm mm 0.0394 Inch
Imp.Gal 4.55 Litre Litre 0.220 Imp.Gal
U.S. Gal 3.78 Litre Litre 0.264 U.S. Gal
lb 0.454 kg kg 2.2 lb
Standard Atmosphere
Pressure Pressure
altitude (hPa) °C °F
(ft)
0 1013.2 + 15.0 + 59.0
2000 942.1 + 11.0 + 51.8
4000 875.0 + 7.0 + 44.6
6000 811.9 + 3.1 + 37.6
8000 752.6 - 0.8 + 30.5
10000 696.8 - 4.8 + 23.4
12000 644.3 - 8.7 + 16.2
14000 595.2 - 12.7 + 9.2
16000 549.1 - 16.6 + 2.2
18000 505.9 - 20.6 - 5.0
20000 465.6 - 24.6 - 12.4

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.

PREPARATION FOR FLIGHT
Ground Exercise: A/R
 Learning preparation  Weight and balance
 Clothing/equipment  Performance
 Personal docs  Maps
 Flight preparation and planning:  Aviation docs
 WX/NOTAMS  Pre-flight brief/authorisation
 Route planning  Paperwork before
 Fuel planning  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:
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Instructor:........................................................... Signature:................................................................

AIRCRAFT FAMILIARISATION
 Aircraft position  Cockpit layout
 Flight manual/docs  Security of objects
 Safety equipment  Checks/checklists
 Preflight  Internal checks
 Controls  Systems:- comms; fuel; oil; et al
 Seat adjustment  Engine start
 Strapping in

 Exercise 2b Preparation for Flight, from “Prepared for Aircraft Flight”.
 Exercise 2c Starting, Checking and Stopping the Engine, up to “After Starting”.

Record:
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ACTION AFTER FLIGHT
 Engine shutdown  Paperwork after flight
 Leaving and securing the aircraft  De-brief

 Exercise 2c Starting, Checking and Stopping the Engine, from “Shutting Down the Engine”.
 Exercise 2d Post Flight Actions.

Record:
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TAXIING
Ground Exercise: 0.3 hrs (Do NOT add 0.1 to the tacho time)
 Leaving dispersal:  Minimum radius turns
 R/T  Stopping
 Brake check  Starting
 Taxi checks  Effect of the wind
 Speed control  Ground condition considerations
 Controlling direction  Power against brakes
 Turning  Engine Run-up and pre-takeoff checks

 Exercise 5 Taxiing an Aeroplane.
 Exercise 2c Starting, Checking and Stopping the Engine, “Pre-takeoff Checks of the Engine”.
 Exercise 4i Using the Radio.

Record:
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TRAINING AREA and AIR FAMILIARISATION
Air Exercise: 0.4 hrs
 View  Lookout
 Comfort  Handing over of control
 Local training area  Rejoin and circuit demonstration

 Exercise 3 Your First Flight.

Record:
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EFFECTS OF CONTROLS
 Flying controls:  Airspeed effects:
 Primary effects  Control response
 Secondary effects  rpm changes
 Rate vs amount  Slipstream effects:
 Relative effect  Effect on the rudder and elevator
 Turning - coordinated controls  The effects of power changes
 Engine controls:  The effects of flap
 Throttle/friction nut/fuel pumps  The effects of trimming
 Making power changes

 Exercise 4a The Primary Effect of Each Main Flight Control.
 Exercise 4b The Further Effect of Aileron and Rudder.
 Exercise 4c The Art of Trimming.
 Exercise 4d The Effect of Airspeed and Slipstream.
 Exercise 4e The Effect of Power Changes.
 Exercise 4f The Effect of Using Flap.
 Exercise 4g The Throttle and the Carburettor Heat Control.
 Exercise 4h The Mixture Control.

Record:
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STRAIGHT and LEVEL
 Demo S & L  The S & L activity cycle
 Straight flight  Gaining S & L
 Level flight  Demo stability
 Balance  Demo S & L at various speeds

 Exercise 6a Flying Straight and Level at Constant Power.
 Exercise 6b Flying Straight and Level at a Selected Airspeed.

Record:
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CLIMBING and DESCENDING
 Demo climbing  Demo descending
 Normal climbs:  Glide descents:
 Entry  Entry
 Maintaining  Maintaining
 Exit  Exit
 Lookout techniques  Effect of flap on the descent
 Cruise climbs  Effect of power on the descent
 Effect of flap on the climb  Partial power descents
 Demo the overshoot  Demo approach path control

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

Record:
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MEDIUM TURNS
 Demo turning  Opposite direction/offset seating
 Medium:  Climbing turns
 Entry  Descending turns
 Maintaining
 Exit

 Exercise 9a The Medium Level Turn.
 Exercise 9b The Climbing Turn.
 Exercise 9c Descending Turns.

Record:
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STALLING
 HASELL/HELL  Effect of flap on the stall
 Demo stall  Stalling in the approach configuration:
 Stall onset (appr to the stall/incipient stall):  recognition/symptoms
 recognition/symptoms  incipient recovery
 recovery  Introduction to slow flight
 Full stall (basic):
 recognition/symptoms
 recovery without power
 standard stall recovery

 Exercise 10 Stalling.

Record:
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GENERAL HANDLING REVISION
 Air exercises as required

 As directed by your instructor.

Record:
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CIRCUITS
 Demo the circuit  Wind assessment
 Takeoff  Base turn procedure
 Straight climbout  Final approach control
 Crosswind tracking  Level off/flare/roundout
 Downwind spacing and tracking  Power off
 Circuit checks  Hold off/float
 Radio procedures  Touchdown

 Exercise 12 Take-off and Climb to Downwind, up to “Emergencies During Take-off”.
 Exercise 13 The Circuit, Powered Approach and Normal Landing.

Record:
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CIRCUITS

 Exercise 12 Take-off and Climb to Downwind, up to “Emergencies During Take-off”.
 Exercise 13 The Circuit, Powered Approach and Normal Landing.

Record:
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CIRCUIT EMERGENCIES
 Go-round  Flapless approach and landing
 Engine failure after takeoff  Radio failure
 Aborted takeoff  Total electrics failure
 Glide approach and landing

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

Record:
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CIRCUITS REVISION

 As directed by your instructor.

Record:
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CIRCUITS
Air Exercise: A/R
Record:
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CIRCUITS
Air Exercise: A/R
Record:
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CIRCUITS
Air Exercise: A/R
Record:
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CIRCUITS
Air Exercise: A/R
Record:
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PRE-SOLO CIRCUIT CHECK
 Student demonstration of three safe circuits

 Exercise 14 First Solo.

Record:
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FIRST SOLO CIRCUIT

 Solo circuit

Record:
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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:

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.

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).

Year Single-engined Aircraft
Aircraft Pilot Co-pilot
In or Day Night
Command Student Details of Flight
Dual P in C Dual P in C
Month Date Type Reg’n (1) (2) (3) (4)
Totals brought forward

In or Day Night

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

METEOROLOGY
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.

PRINCIPLES OF FLIGHT and PERFORMANCE
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

RESCUE / FIRE
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

AVIATION LAW and ATC PROCEDURES
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

Intentionally Blank

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
Second Solo Check 0.3 0.5

Solo Consolidation 0.3 1.0
Solo Consolidation 0.3 1.0
Solo Consolidation 1.0
Stall Rev'n & Area Famil 0.55
Solo Consolidation 1.0
Intro to Forced Landings 0.5
Solo Consolidation 1.0 Solo consolidation of five hours is highly
recommended
Circuit Joining 0.55
Circuit Joining 0.55
Compass Heading 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
Max Perf takeoffs & Ldgs 0.45
Max Perf takeoffs & Ldgs 0.55
Revision 0.55
Revision 0.55
Dual Cross-Country 1.0
Solo Cross-Country 1.0

Returned Student Flying Training Syllabus - Continued
Flight training is to generally follow the following syllabus.
Returned Students Approximate Flight Times

Lesson Dual Solo
Bad WX/Low Flying 0.45

Revision 0.55
Revision 0.55
Revision 0.55
Licence Pre-check 1.5
Revision 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: .....................................................

Air Exercise Details and Training Record
Returned Student Air Exercise Detail:

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Record:
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Record:
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Record:
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Record:
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Record:
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Record:
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Record:
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Record:
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Record:
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Record:
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Record:
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Record:
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In or Day Night

In or Day Night

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

AIP Supplement 164/09

Operational Data

Winch Launching

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.

Intentionally Blank

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.
28
Ta x i t o
H P “B ”
H P “W ” H P “F ”

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.
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.
Area 1 - left base.
Area 2 - left hand downwind.
Area 3 - right hand downwind or right base.
Area 4 - right base or straight in.
Full stop landings on the right side.
backtrack on right.
Taxiing in: As instructed by ATC but expect to vacate the runway at Foxtrot.
10
H P “A ”
H P “W ” H P “F ”

RUNWAY 04 IN USE:
side of runway 10/28 to holding position Alpha, then when cleared by ATC
to “Cross, line up runway 04”.
Takeoff: Use right hand side and if vacating to:
Area 1 - climb straight ahead.
Area 2 - request a right turn after takeoff.
Area 4 - turn left downwind and vacate.
Area 2 - overhead, left hand downwind.
Area 3 - overhead, left hand downwind or right base.
Area 4 - left base.
Full stop landings on the right side.
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.
04
H P “A ”
H P “W ”
H P “F ”

RUNWAY 22 IN USE:
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.
HP “O” Takeoff: Use right hand side and if vacating to:
Area 2 - turn left downwind and vacate.
Area 3 - turn left crosswind and vacate.
Area 1 - right base.
Area 2 - left base.
Area 4 - overhead, left hand downwind or right base.
Full stop landings on the left side.
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.
Ta x i t o H P “ T ”
22
H P “A ”
H P “W ” H P “F ”

Ta x i t o H P “ T ”
22
H P “A ”
H P “W ” H P “F ”

Intentionally Blank

Chapter Six
Radio Procedures
Radio Frequencies
The following radio frequencies will be in use at the Flying School at Matamata:
Control Tower: 118.9 (Primary frequency)

120.0 (Secondary frequency)
Callsign: “Matamata Tower”
ATIS: 127.6
When unattended: 120.0

Callsign: “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, non-
standard 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.

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.”

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.

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 ALPHA PRONOUNCED Al-fah

B BRAVO Brah-voh
C CHARLIE Char-lee
D DELTA Dell-tah
E ECHO Eck-oh
F FOXTROT Foks-trot
G GOLF Golf
H HOTEL Hoh-tell
I INDIA In-dee-ah
J JULIET Jew-lee-ett
K KILO Key-loh
L LIMA Lee-mah
M MIKE Mike
N NOVEMBER No-vem-ber
O OSCAR Oss-cah
P PAPA Pah-pah
Q QUEBEC Key-beck
R ROMEO Row-me-oh
S SIERRA See-air-rah
T TANGO Tan-go
U UNIFORM You-nee-form
V VICTOR Vic-tah
W WHISKY Wiss-key
X X-RAY Ecks-ray
Y YANKEE Yang-key
Z ZULU Zoo-loo
0 ZERO Ze-ro
1 ONE Wun
2 TWO Too
3 THREE Tree
4 FOUR Fow-er
5 FIVE Fife
6 SIX Six
7 SEVEN Sev-en
8 EIGHT Ait
9 NINE Niner
DECIMAL Day-see-mal
THOUSAND Tou-sand

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-in-
command 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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(i) Master Switch OFF.
PRE-FLIGHT INSPECTION
CESSNA 152/172 (j) Take the fuel dipstick and test cup.
5
2. Empennage
6 4
(a) Check the side of fuselage for dents,
1
wrinkles or cracked paint around rivets
7 which could indicate overstressing.
3
(b) Check that the tail tie down is

disconnected.
(c) Check control surfaces for:

2
Freedom of movement;
Security; and
Integrity of hinges, fasteners and split
pins.
Apart from the specific checks which must be
accomplished below, the pilot must check that (d) Check the lights for security and
all flight controls are unobstructed and all cleanliness.
surfaces are clear of ice, snow or frost. Check
doors and access panels (not in use) are (e) Check the antennae for integrity and
properly secured, ports and vents security.
unobstructed and aircraft free from damage
and fluid leakage.
3. Right Wing (Trailing edge)
Visual inspection is defined as follows: check
for defects, cracks, detachments, excessive (a) Check the flap rollers, bearing and
play, unsafe or improper installation as well actuator arm.
as for general condition. For control surfaces,
visual inspection also involves additional (b) Check the aileron hinge points for
check for freedom of movement and security. freedom of movement and security.
1. Cabin
CAUTION
(a) Check the following: In windy conditions avoid putting fingers
between aileron and wing structure as serious
Aircraft Flight Manual.
injury could result.
Pilots Operating Manual/Handbook.
Airworthiness Certificate.
Aircraft Technical Log.
First Aid Kit (if fitted). 4. Right Wing
Axe (if fitted).
Fire Extinguisher (if fitted). (a) Inspect the wing tip (including navigation
Life Jackets (if required for flights over light) for security and condition.
water).
(b) Check the wing leading edge for
(b) Check that the windscreen is clean. condition.
(c) Remove the control column lock. (c) Check that the wing tie down is
disconnected.
(d) Ignition switch OFF.
(d) Check the main wheel strut and tyre for
(e) Throttle CLOSED. condition and correct inflation and oleo
for condition.
(f) Mixture IDLE CUT-OFF.
(e) Visually check the fuel quantity using the
(g) Master switch ON. dipstick.
(h) Fully lower the flaps. (f) Check that the fuel filler cap is secure.

(g) Sample fuel from the fuel tank sump (i) Check the nose wheel strut and tire for
drain valve and check for: condition and correct inflation and oleo
for condition.
Absence of water;
Correct fuel grade; and (j) Check the static source opening (left
side of fuselage) for blockage.
Absence of sediment.
(h) Positively ensure the drain is CLOSED. 6. Left Wing
(a) Visually check the fuel quantity using the

5. Nose fuel dipstick.
(b) Check that the fuel filler cap is secure.

WARNING
Never allow yourself or anyone else to stand (c) Check the pitot tube for condition and
or put any part of the body within the arc of the blockage.
propeller, since a loose or broken wire, or a
component malfunction, could cause the (d) Check that the wing tie down is
propeller to be live and to suddenly rotate. disconnected.
(e) Check the stall warning opening for

(a) Check the engine oil level. Caution, do blockage.
not overtighten the dipstick.
(f) Check the fuel tank vent for blockage.
NOTE
(g) Check the wing leading edge for
Do not operate with level less than 4.5 litres. condition.
Fill to 5 litres for extended flight.
(h) Inspect the wing tip (including navigation
(b) Using the sample cup obtain a sample of light) for condition.
fuel from the fuel strainer drain. Then
continue to hold pull knob for at least 4
seconds. 7. Left Wing (Trailing edge)
Check the sample cup for: (a) Check the aileron hinge points for
freedom of movement and security.
Absence of water;
CAUTION
Correct fuel grade; and
In windy conditions avoid putting fingers
Absence of sediment. between aileron and wing structure as serious
injury could result
(c) Positively ensure the drain is CLOSED.
(d) Check the spinner and propeller for nicks (b) Check the flap roller bearings and
and security. actuator arm.
(e) Check the alternator belt for tension and (c) Check the main wheel strut and tyre for
condition. condition and correct inflation and oleo
for condition.
(f) Check the engine cooling air intakes and
ensure the oil cooler is clear of (d) Sample fuel from the fuel tank sump
obstructions and check its condition. drain valve and check for:
(g) Check that the carburettor air filter is Absence of water;

clear of obstructions and check its
condition. Correct fuel grade; and
(h) Check the landing lights for condition
and cleanliness. (e) Positively ensure the drain is CLOSED.

(f) Mixture IDLE CUT OFF.
PIPER PA38 Tomahawk (g) Fully lower the flaps.
4
(h) Take the fuel dipstick and test cup.
3 5
2. Left Wing (Trailing edge)
1
a) Check the flap roller bearings and

2 6 actuator arm.
(b) Check the aileron hinge points for

7
CAUTION
between aileron and wing structure as serious
injury could result.
Apart from the specific checks which must be

accomplished below, the pilot must check that
all flight controls are unobstructed and all 3. Left Wing
surfaces are clear of ice, snow and frost.
Check doors and access panels (not in use) (a) Inspect the wing tip (including
are properly secured, ports and vents navigation light) for condition.
unobstructed and aircraft free from damage
and fluid leakage. (b) Check the wing leading edge for
condition.
for defects, cracks, detachments, excessive (c) Check the fuel tank vent for blockage.
play, unsafe or improper installation as well
as for general condition. For control surfaces, (d) Check the stall warning vane for
visual inspection also involves additional movement.
check for freedom of movement and security.
(e) Check the pitot tube for condition and
blockage.
1. Cabin
(f) Check that the wing tie down is
(a) Check the following: disconnected.
Aircraft Flight Manual. (g) Check the main wheel strut and tyre for
Pilots Operating Manual/Handbook. condition and correct inflation and oleo
Airworthiness Certificate. for condition.
First Aid Kit (if fitted). (h) Visually the check fuel quantity using the
Axe (if fitted). fuel dipstick.
Fire Extinguisher (if fitted).
Life Jackets (if required for flights over (i) Check that the fuel filler cap is secure.
water).
(j) Sample fuel from the fuel tank sump
(b) Check that the windscreen is clean. drain valve and check for:
(c) Remove control column lock. Absence of water;
(d) Ignition switch OFF. Correct fuel grade; and

(e) Throttle CLOSED.
(k) Positively ensure the drain is CLOSED.

4. Nose (b) Visually check the fuel quantity using the
fuel dipstick.
WARNING (c) Check that the fuel filler cap is secure.
Never allow yourself or anyone else to stand
or put any part of the body within the arc of the (d) Sample fuel from fuel tank sump drain
propeller, since a loose or broken wire, or a valve and check for:
component malfunction, could cause the
propeller to be live and to suddenly rotate. Absence of water;
(a). Check the engine oil level. Do not over
tighten the dipstick.
(e) Positively ensure the drain is CLOSED.
(b) Check the spinner and propeller for nicks
and security. (f) Check that the wing tie down is
disconnected.
NOTE
Do not operate with level less than 4.5 litres. (g) Check the wing leading edge for
Fill to 5 litres for extended flight. condition.
(h) Inspect the wing tip (including navigation

(c) Check the alternator belt for tension and light) for security and condition.
condition.
(d) Check the engine cooling air intakes and 6. Right Wing (Trailing Edge)
ensure the oil cooler is clear of
obstructions and check its condition. (a) Check aileron and hinge points for
(e) Check that the carburettor air filter is
clear of obstructions and check its
condition. CAUTION
(f) Check the landing lights for condition between aileron and wing structure as serious
and cleanliness. injury could result.
(g) Check the nose wheel strut and tire for

condition and correct inflation and oleo (b) Check the flap roller bearings and
for condition. actuator arm.
(h) Check the brake hydraulic fluid reservoir

level. 7. Empennage
(i) Sample fuel from the strainer drain. (a) Check the side of fuselage for dents,
Using the sample cup, pull the knob for wrinkles or cracked paint around rivets
at least 4 seconds. which could indicate overstressing.
(j) Check the sample cup for: (b) Check that the tail tie down is
disconnected.
Absence of water; (c) Check control surfaces for:
Freedom of movement;
Security; and
(k) Positively ensure the drain is CLOSED.
Integrity of hinges, fasteners and split
pins.
5. Right Wing
(d) Check the lights for security and
(a) Check the main wheel strut and tyre for cleanliness.
condition and correct inflation and oleo
for condition. (e) Check the antennae for integrity and
security.

(h) Master Switch OFF.
JF TECNAM (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.
Fuel level indicated by the fuel quantity

Apart from the specific checks which must be indicators (on the instrument panel) is only
accomplished below, the pilot must check that indicative. For flight safety, pilot should verify
all flight controls are unobstructed and all
surfaces are clear of ice, snow or frost. Check actual fuel quantity on board before takeoff.
doors and access panels (not in use) are
properly secured, ports and vents B Remove protection cap (if fitted) and
unobstructed and aircraft free from damage check that the pitot tube and the static
and fluid leakage. ports mounted on left wing are
unobstructed, do not blow inside vents,
for defects, cracks, detachments, excessive place protection cap inside the aircraft.
play, unsafe or improper installation as well
as for general condition. For control surfaces, C Left side leading edge and wing skin:
visual inspection also involves additional visual inspection.
check for freedom of movement and security.
1. Cabin D Left aileron: visual inspection; Left tank

vent: check for obstructions.
(a) Check the following:
Aircraft Flight Manual. CAUTION

Pilots Operating Manual/Handbook. In windy conditions avoid putting fingers
Airworthiness Certificate(certified) or between aileron and wing structure as serious
Permit to Fly (microlight). injury could result.
First Aid Kit (if fitted).
Fire Extinguisher (if fitted). E Left flap and hinges: visual inspection.
Life Jackets (if required for flights over
water).
F Left main landing gear; visually check
(b) Check that the windscreen is clean. inflation (14 psi / 1.0 bar), tyre condition,
alignment, fuselage skin condition.
(c) Flight controls free from safety belts
(d) Ignition switch OFF. G Horizontal tail and tab: visual inspection.
(e) Throttle CLOSED. H Vertical tail and rudder: visual inspection.

(f) Weight and balance: check if within
limits. I Right main landing gear; check inflation
(14 psi / 1.0 bar), tyre condition,
(g) Master switch ON. Check the operation alignment, fuselage skin condition.
of the acoustic stall warning and
operation of beacon/strobe, landing and
navigation lights (as applicable). J Right flap and hinges: visual inspection.

VI. Check connection and integrity of air
K Right aileron: visual inspection; Right side
intake system, visually inspect that
tank vent: check for obstructions.
ram air intake is unobstructed (JF
only).
CAUTION
In windy conditions avoid putting fingers VII. Check that all parts are secured or
between aileron and wing structure as serious safe-tied.
injury could result. VIII. Check the springs retaining the
exhaust manifold.
L Right leading edge and wing skin: visual R Close engine cowling.
inspection.
S Visual inspection of the landing light.
M Left fuel filler cap: open only using the
wedge-end of the fuel dipstick. Dip the T Remove tow bar, chocks and tie-downs.
tank for desired fuel level. Drain the left
fuel tank by drainage valve (if fitted) using OPENING AND CLOSING UPPER ENGINE
a cup to collect fuel. Check for water or COWLING
other contaminants. I. Parking brake: ON
II. Magnetos: OFF
N Drain the right fuel tank by drainage valve
(if fitted) using a cup to collect fuel. Check III. Generator & Master switches: OFF
for water or other contaminants. IV. Unlatch all four butterfly cam-locks
mounted on the cowling by rotating
O Nose wheel strut and tire: check inflation them 90° counter clockwise while
(11 psi / 0.8 bar), tyre condition and slightly pushing inwards.
condition of rubber shock absorber discs.
V. Remove engine cowling paying
attention to propeller shaft passing
P Propeller and spinner condition: check for through nose.
nicks and security.
VI. To assemble: rest cowling horizontal
insuring proper fitting of nose base
WARNING reference pins.
Never allow yourself or anyone else to stand
or put any part of the body within the arc of the VII. Secure latches by applying light
propeller, since a loose or broken wire, or a pressure, check for proper assembly
component malfunction, could cause the and fasten Cam-locks.
propeller to be live and to suddenly rotate.
Butterfly Cam-locks are locked when tabs

Q Open engine cowling and perform the are horizontal and open when tabs are
following checklist (see notes below on vertical. Verify that the tab is below the
correct opening and closing of engine latch upon closing.
cowling):
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 of silent-block
suspensions.

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

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).

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.

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 ‘straight-
in 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.

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.

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.
Normal Circuit
Downwind (100ºM)
1200ft indicated
Base Turn Point
(1000ft agl)
Base Turn When Downwind set:

Procedure - 2300 rpm in the C152/PA38 LOOKOUT 
- 1900 rpm in the JF Tecnam
LOOKOUT  - check tracking
- R/T
- complete Pre-Landing Checks
Base
70KIAS Spacing Crosswind
 1nm 70kts IAS
Wind Direction
LOOKOUT 
Runway 28 (280ºM)
Straight-in
Feature
Final Climbout LOOKOUT 
Complete Finals Checks 70kts IAS and turn at
After Takeoff (Climb) Checks 700ft indicated
C152 & JF Tecnam  55kts IAS
PA38  65kts IAS (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".

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.

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.

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.

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.

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.

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.

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. We push the throttle IN to
increase power and pull it OUT to reduce power.

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.

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.

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.

ENGINE RUN UP
WALSH MEMORIAL
SCOUT FLYING SCHOOL Park......................................45º to final approach (if possible)
CESSNA 152 NORMAL CHECKLISTS Park Brake...........................On
Throttle.................................1200 rpm
BEFORE ENGINE START Area......................................Checked
Temps and Pressures.........Checked
Tech Log/Docs....................Check when maintenance due
Throttle.................................1700 rpm
Tacho...................................Note the tacho reading before start up
Carb Heat.............................Checked
Seats....................................Adjusted; Locked; Belts On
Ignition.................................Checked (L – Both – R – Both)
Master Switch......................On
Suction.................................Checked
Park Brake...........................On
Alternator / Ammeter..........Checked
Instruments..........................Checked
Avionics...............................On; ATIS checked;
Throttle.................................Check idle
ATC frequencies set; Avionics Off
Reset 1200 rpm
Altimeter..............................Set (aerodrome QNH)
Circuit Breakers..................Checked
Flaps.....................................Up PRE-TAKE OFF CHECKS (D.V.A.'s)
Fuel Selector.......................On
Mixture.................................Rich T - Trim............................Set for Take-off
Throttle.................................Set ½ cm open T - Throttle Friction.........Set
Carb Heat.............................Off M - Mixture.......................Rich; Carb Heat Off
Beacon.................................On F - Fuel.............................Selector On; Contents sufficient;
Primer...................................As required; Locked Primer Locked
F - Flaps...........................Set
ENGINE START I - Ignition.......................On Both; Master On
Propeller Area.....................Clear I - Instruments................Checked
Ignition Switch.....................Start H - Hatches; Harness.....Secure
Throttle.................................Set 1000 rpm C - Controls.....................Full, free and correct movement
Alternator / Ammeter..........Positive charge
Oil Pressure.........................Checked Radio Frequencies
Ignition.................................Checked (L – R – Off – Both)
Throttle.................................Set 1200 rpm Tower: Primary: 118.9 Secondary: 120.0
Avionics...............................Radios On ATIS: 127.6 AWIB: 118.8
Transponder........................Set SBY and the aircraft’s code
ATC.......................................Request taxi Transponder: Aircraft code set
Brakes..................................Release; Test
LINE UP CHECKS SHUTDOWN CHECKS
Landing Light......................On Park Brake...........................On

Transponder........................On ALT Throttle.................................1000 rpm
D.I.........................................Aligned with the runway Radios..................................Off
AFTER TAKEOFF (CLIMB) CHECKS Mixture.................................Idle Cut Off
Throttle.................................Closed (as the engine stops)
Beacon.................................Off
Flaps.....................................Up
Ignition.................................Off (put the key on the console)
(min 65 kts and 200 feet AGL)
Master Switch......................Off
Control Locks......................Installed (if required)
Tacho...................................Note the tacho reading at shutdown
PRE-LANDING CHECKS
B -
Brakes.........................Checked; Park brake Off HASELL CHECKS
U -
Undercarriage.............Down
M -
Mixture........................Rich
H - Height..........................Sufficient for recovery at a safe height
F -
Fuel.............................Selector On; Contents sufficient;
A - Airframe......................Flaps up
Primer Locked
S - Security.......................Harness tight;
H - Harness.......................Checked
No loose objects
E - Engine.........................Carb Heat as required;
FINALS CHECKS Temps and pressures checked
L - Location......................Not over built up areas
Landing Clearance..............Received L - Lookout.......................Around, above and below
Runway................................Clear
Carb Heat.............................Off
SADIE CHECKS
AFTER LANDING CHECKS
S - Suction........................Checked
Flaps.....................................Up A - Amps...........................Checked; Alternator charging
Landing Light......................Off D - D.I................................Checked with compass
Transponder........................Off I - Icing.............................Check Carb Heat
Carb Heat.............................Off E - 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.
FTM Supplement – Cessna 152 Page 10(a)-1

Avionics...................................................................On; ATIS checked;
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.

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.

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.

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.

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.

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.

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.

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.

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

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 Pre-
Takeoff 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
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.

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.

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
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.

If climbing out to the training areas, or if sustaining the climb for any other reason, continually
monitor the engine temperatures and pressures.

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

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.

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.

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

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.

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.

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.

ENGINE RUN UP
WALSH MEMORIAL Park......................................45º to final approach (if possible)
SCOUT FLYING SCHOOL Park Brake...........................On
Throttle.................................1200 rpm
PA38 TOMAHAWK NORMAL CHECKLISTS Area......................................Checked
BEFORE ENGINE START Temps and Pressures.........Checked
Throttle.................................1700 rpm
Suction.................................Checked
Flaps.....................................Up
Park Brake...........................On
Master Switch......................On
Reset 1200 rpm
ATC frequencies set; Avionics Off PRE-TAKE OFF CHECKS (D.V.A.'s)
Altimeter..............................Set (aerodrome QNH)
Circuit Breakers..................Checked T - Trim............................Set for Take-off
Fuel Selector.......................On – Fullest tank T - Throttle Friction.........Set
Mixture.................................Rich M - Mixture.......................Rich; Carb Heat Off
Throttle.................................Set ½ cm open F - Fuel.............................Selector On - fullest tank;
Carb Heat.............................Off Contents sufficient; Primer Locked;
Beacon.................................On Pump On; Pressure checked
Fuel Pump............................On; Pressure checked F - Flaps...........................Set
Primer...................................As required; Locked I - Ignition.......................On Both; Master On
ENGINE START I - Instruments................Checked
H - Hatches; Harness.....Secure
Propeller Area.....................Clear C - Controls.....................Full, free and correct movement
Ignition Switch.....................Start
Throttle.................................Set 1000 rpm Radio Frequencies
Oil Pressure.........................Checked Tower: Primary: 118.9 Secondary: 120.0
Ignition.................................Checked (L – R – Off – Both) ATIS: 127.6 AWIB: 118.8
Fuel Pump............................Off
Throttle.................................Set 1200 rpm Transponder: Aircraft code set
Avionics...............................Radios On
Transponder........................Set SBY and the aircraft’s code
ATC.......................................Request taxi
Brakes..................................Release; Test
AFTER TAKEOFF (CLIMB) CHECKS Mixture.................................Idle Cut Off
Throttle.................................Closed (as the engine stops)
Flaps.....................................Up Beacon.................................Off
(min 65 kts and 200 feet AGL) Ignition.................................Off (put the key on the console)
Temps and Pressures.........Checked Master Switch......................Off
Fuel Pump............................On in the circuit / Off above 1000 ft agl Control Locks......................Installed (if required)
Tacho...................................Note the tacho reading at shutdown
PRE-LANDING CHECKS
B -
Brakes.........................Checked; Park brake Off HASELL CHECKS
U -
Undercarriage.............Down
M -
Mixture........................Rich H - Height..........................Sufficient for recovery at a safe height
F -
Fuel.............................Selector On; Contents sufficient; A - Airframe......................Flaps up
Primer Locked; S - Security.......................Harness tight;
Pump On; Pressure checked No loose objects
H - Harness.......................Checked E - Engine.........................Carb Heat as required;
FINALS CHECKS L - Location......................Not over built up areas
L - Lookout.......................Around, above and below
Landing Clearance..............Received
Runway................................Clear
Carb Heat.............................Off SADIE CHECKS
AFTER LANDING CHECKS S - Suction........................Checked
A - Amps...........................Checked; Alternator charging
Flaps.....................................Up D - D.I................................Checked with compass
Fuel Pump............................Off I - Icing.............................Check Carb Heat
Landing Light......................Off E - Engine.........................Instruments and fuel checked
Transponder........................Off
Carb Heat.............................Off
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



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
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
magnetos.
FTM Supplement – PA38 Tomahawk Page 10(b)-1

simply a visual scan from left to right of the instruments, checking for faults such as cracked glass
instruments. Scan from left to right as for the flight instruments. If the aircraft has been run
recently the fuel pressure may be high.

When ATC is off watch, i.e. the aerodrome is ‘unattended’, and the control zone will revert to class

Fuel Selector...........................................................On – Fullest tank

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.

Carb Heat.................................................................Off
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
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.

Throttle.....................................................................Set 1000 rpm
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.

CAUTION
immediately and inform a flying instructor, flight ops or an engineer.
very expensive!

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.
RIGHT magneto, then briefly select to the OFF position without allowing the engine to stop, 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. 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.
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
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.

aircraft.
Rules normally set:


ATC...........................................................................Request taxi
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
FLOODED START PROCEDURE

Should the engine become flooded due to over priming follow this Flooded Start procedure.
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.

ENGINE RUN - UP

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
Area..........................................................................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
NOTE
CAUTION

BOTH.
applied.
rectification.
CAUTION
Suction.....................................................................Checked

NOTE
regulator.
Never switch the landing lights on and off, to check the

alternator/ammeter. This is very damaging to the landing light filament.

Reset 1200 rpm
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

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.
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
 ASI zero;
 AI erect;

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.

trailing edge.
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

LINE UP CHECKS
Landing Light..........................................................On

West.
Flaps........................................................................Up

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.

PRE-LANDING CHECKS

Press the toe brakes just sufficiently to determine that there is resistance. It is better to find out
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.
M - Mixture............................................................Rich

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.
FINALS CHECKS
assured.
Runway....................................................................Clear
Carb Heat.................................................................Off
NOTE

Flaps........................................................................Up
Flaps should be up when taxying back to dispersal, remember if they are down they may be
Fuel Pump................................................................Off
At night the Landing lights should remain on until the aircraft has come to a final stop. However,
your landing light.
Transponder............................................................Off
Carb Heat.................................................................Off

SHUTDOWN CHECKS
Park Brake...............................................................On
Throttle.....................................................................1000 rpm
Radios......................................................................Off

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.

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.

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.


HASELL CHECKS
Brief and your instructor will demonstrate them to you in the aircraft.
No loose objects

SADIE CHECKS
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.




cool slowly. Check the fuel contents and consumption rate. Change tanks if required.

ENGINE RUN UP
WALSH MEMORIAL
SCOUT FLYING SCHOOL Park......................................45º to final approach (if possible)
JF TECNAM NORMAL CHECKLISTS Park Brake...........................On
Throttle.................................1000 rpm
BEFORE ENGINE START Area......................................Checked
Throttle.................................1600 rpm
Park Brake...........................On
Suction.................................Checked
Fuel Selector.......................On – Fullest tank
Master Switch......................On
Reset 1000 rpm
Altimeter..............................Set (aerodrome QNH) PRE-TAKE OFF CHECKS (D.V.A.'s)
Circuit Breakers..................Checked
Strobe...................................On T - Trim............................Set for Take-off
Flaps.....................................Up T - Throttle Friction.........Set
Throttle.................................Closed C - Choke.........................Off
Carb Heat.............................Off C - Carb Heat...................Off
Choke...................................As required F - Fuel.............................Selector On – fullest tank;
Fuel Pump............................On; Pressure checked; Off Contents sufficient;
ENGINE START Pump On; Pressure checked
F - Flaps...........................Set
Propeller Area.....................Clear I - Ignition.......................On Both; Master On
Ignition Switch.....................Start I - Instruments................Checked
Throttle.................................Set 1000 rpm H - Hatches; Harness.....Secure
Choke...................................Off C - Controls.....................Full, free and correct movement
Oil Pressure.........................Checked Radio Frequencies
Ignition.................................Checked (L – R – Both)
Avionics...............................Radios On Tower: Primary: 118.9 Secondary: 120.0
Transponder........................Set SBY and the aircraft’s code ATIS: 127.6 AWIB: 118.8
ATC.......................................Request taxi
Brakes..................................Release; Test Transponder: Aircraft code set

Ignition.................................Checked (L – R – Both)
AFTER TAKEOFF (CLIMB) CHECKS Throttle.................................Closed
Ignition.................................Off (hang key on the hook)
Flaps.....................................Up Strobe...................................Off
(min 60 kts and 200 feet AGL) Master Switch......................Off
Temps and Pressures.........Checked Control Locks......................Installed (if required)
Fuel Pump............................On in the circuit / Off above 1000 ft agl Tacho...................................Note the tacho reading at shutdown
PRE-LANDING CHECKS
HASELL CHECKS
B -
Brakes.........................Checked; Park brake Off
U -
Undercarriage.............Down H - Height..........................Sufficient for recovery at a safe height
M -
Mixture........................Choke Off A - Airframe......................Flaps up
F -
Fuel.............................Selector On; Contents sufficient; S - Security.......................Harness tight;
Pump On; Pressure checked No loose objects
H - Harness.......................Checked E - Engine.........................Carb Heat as required;
FINALS CHECKS L - Location......................Not over built up areas
L - Lookout.......................Around, above and below
Landing Clearance..............Received
Runway................................Clear
Carb Heat.............................Off SADIE CHECKS
AFTER LANDING CHECKS S - Suction........................Checked

A - Amps...........................Checked; Alternator charging
Flaps.....................................Up D - D.I................................Checked with compass
Fuel Pump............................Off I - Icing.............................Check Carb Heat
Landing Light......................Off E - Engine.........................Instruments and fuel checked
Transponder........................Off
Carb Heat.............................Off
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



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

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
magnetos.
FTM Supplement - JF Tecnam Page 10(c)-1

simply a visual scan from left to right of the instruments, checking for faults such as cracked faces
instruments. Scan from left to right as for the flight instruments. If the aircraft has been run
recently the fuel pressure may be high.

When ATC is off watch, i.e. the aerodrome is ‘unattended’, and the control zone will revert to class

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.
Flaps........................................................................Up
Flaps should be up for taxiing, if they are down they may be damaged by stones or other objects
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
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.

ENGINE 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.
Throttle.....................................................................Set 1000 rpm

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.


CAUTION
immediately and inform a flying instructor, engineer or flight ops.
very expensive!
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.
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.
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.


aircraft.
Rules normally set:

ATC...........................................................................Request taxi
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

ENGINE RUN - UP

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
Area..........................................................................Checked

These should be in the green range.
Throttle.....................................................................1600 rpm
NOTE
CAUTION

BOTH.
applied.
rectification.
CAUTION
Suction.....................................................................Checked

NOTES
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.

Reset 1000 rpm
throttle in this position.
NOTE

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.
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;
The best way to remember these is Cock Contents Pump and Pressure (2 C’s then 2 P’s).
F - Flaps...............................................................Set
 ASI zero;
 AI erect;

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.

trailing edge.
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

LINE UP CHECKS
Landing Light..........................................................On

West.
Flaps........................................................................Up

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.

PRE-LANDING CHECKS

Pull the brake lever just sufficiently to determine that there is resistance. It is better to find out
looming up. After the test, ensure the park brakes are off.
M - Mixture............................................................Choke Off

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).
FINALS CHECKS
assured.
Runway....................................................................Clear
Carb Heat.................................................................Off
NOTE

Flaps........................................................................Up
Flaps should be up when taxiing back to dispersal, remember if they are down they may be
At night the Landing lights should remain on until the aircraft has come to a final stop. However,
your landing light.
Transponder............................................................Off
Carb Heat.................................................................Off
Fuel Pump................................................................Off

SHUTDOWN CHECKS
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

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.


HASELL CHECKS
Brief and your Flying Instructor will demonstrate them to you in the aircraft.
No loose objects

SADIE CHECKS
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.




cool slowly. Check the fuel contents and consumption rate.

Intentionally Blank

C152 & PA38 EMERGENCY CHECKLISTS ELECTRICAL FIRE IN FLIGHT
FIRE DURING START Master Switch...................Off

Cabin Vents..........................Closed
Starter...............................Keep winding Storm Window.......................Open
Cabin Heat............................Off
If the engine starts:
If smoke/fire continues:
Throttle..................................Set 1700 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.
If the engine fails to start or the fire continues: Land as soon as possible.
Throttle.............................Full Open
Mixture..............................Idle cut off If smoke/fire stops:
Fuel Pump.............................Off All Electrics............................Off
Fuel Selector.........................Off Master Switch........................On
If fire continues: Essential electrics on, one at a time, to locate the source if possible.
Master Switch........................Off If source identified, leave it off.
Ignition..................................Off
Park Brake............................Off If unidentified smoke/fire reoccurs:
Abandon the Aircraft Master Switch...................Off
Attempt to extinguish the fire if safely possible and seek engineering Continue NORDO, remaining VMC and clear of controlled airspace if
support. possible.
ENGINE FIRE IN FLIGHT LOW OIL PRESSURE

Pressure in Yellow arc
Mixture..............................Idle cut off Oil Temperature....................Monitor
Throttle.............................Closed Oil Pressure..........................Monitor
Fuel Selector....................Off CHT.......................................Monitor
Fuel Pump.............................Off
Cabin Heat............................Off Set 1800 rpm, proceed to the nearest suitable airfield and land.
Cabin Vents..........................Closed Maintain altitude and be prepared for complete power loss.
Proceed with the forced landing.

If fire persists, make a high speed emergency descent.
HIGH OIL TEMPERATURE ENGINE FAILURE DURING TAKEOFF ROLL
Oil Pressure..........................Monitor Throttle.............................Closed

CHT.......................................Monitor Brakes...............................Full On
If oil pressure is dropping and/or CHT is rising, set 1800 rpm, proceed to Advise ATC
the nearest suitable airfield and land. Maintain altitude and be prepared Complete the After Landing Checks
for complete power loss.
If signs of fire or engine completely stopped:
If oil pressure and CHT are steady set 2000 rpm and continue to your Ignition..................................Off
destination. Check the oil level. Master Switch........................Off
LOW FUEL PRESSURE ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF
Fuel Pump........................On Nose..................................Lower

Fuel Selector....................Change tanks Airspeed............................70 kts IAS
Throttle.............................Closed
ENGINE ROUGH RUNNING Select a landing field and plan your approach.
Carb Heat..........................On Mixture..................................Idle cut off
Fuel Selector.........................Off
If rough running continues after 1 minute: Ignition..................................Off
Carb Heat..............................Off Flaps.....................................As required
Fuel Contents & Pressure.....Check Master Switch........................Off
Fuel Pump.............................On
Fuel Selector.........................On; change tanks ENGINE FAILURE IN FLIGHT (Restart procedure)
Fuel Primer............................In; locked
Mixture..................................Adjust for max smoothness Airspeed............................65kts IAS
Ignition.................................Try left, right, & both. 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 ELECTRICAL FIRE IN FLIGHT
FIRE DURING START Master Switch...................Off

Cabin Vents..........................Closed
Starter...............................Keep winding Cabin Heat............................Off
If the engine starts: If smoke/fire continues:
Throttle..................................Set 1600 for two minutes Locate source and extinguish if possible.
Engine...................................Shutdown and seek engineering support 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 All Electrics............................Off
Ignition Switch.......................Off Master Switch........................On
Master Switch........................Off
Park Brake............................Off Essential electrics on, one at a time, to locate the source if possible.
If source identified, leave it off.
Abandon the Aircraft
If unidentified smoke/fire reoccurs:
Attempt to extinguish the fire if safely possible without removing engine
cowling and seek engineering support. Master Switch...................Off
Continue NORDO, remaining VMC and clear of controlled airspace if
ENGINE FIRE IN FLIGHT
possible.
Throttle.............................Closed
LOW OIL PRESSURE
Ignition Switches...................Off
Pressure in Yellow arc
Fuel Pump.............................Off
Cabin Heat............................Off Oil Temperature....................Monitor
Cabin Vents..........................Closed Oil Pressure..........................Monitor
Water Temperature...............Monitor
Proceed with the forced landing.
If fire persists, make a high speed emergency descent. 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 Throttle.............................Closed

Water Temperature...............Monitor Brakes...............................Full On
If oil pressure is dropping and/or water temperature is rising, set 1500 Advise ATC
rpm, proceed to the nearest suitable airfield and land. Maintain altitude Complete the After Landing Checks
and be prepared for complete power loss.
If signs of fire or engine completely stopped:
If oil pressure and water temperature are steady set 1600 rpm and Ignition..................................Off
continue to your destination. Check the oil level. Master Switch........................Off
LOW FUEL PRESSURE ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF
Fuel Pump........................On Nose..................................Lower

Fuel Selectors..................On – fullest tank Airspeed............................60 kts IAS
Throttle.............................Closed
ENGINE ROUGH RUNNING
Select a landing field and plan your approach.
Carb Heat..........................On Fuel Selectors.......................Off
Ignition..................................Off
If rough running continues after 1 minute:
Flaps.....................................As required
Carb Heat..............................Off Master Switch........................Off
Fuel Contents & Pressure.....Check
Fuel Pump.............................On ENGINE FAILURE IN FLIGHT (Restart procedure)
Fuel Selector.........................Change tanks (if applicable)
Choke....................................Off Airspeed............................65kts IAS
Ignition.................................Try left, right, & both. 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.

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.

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.

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.

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.

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!!

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. This will
minimise any damage that may be caused by the rotating propeller.
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.

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 - 2010 Combined

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FLIGHT TRAINING MANUAL

44th Walsh Memorial Scout Flying School

FTM Supplement Page I

FTM Supplement Page II

Ch 1 Definitions; Symbols; Abbreviations

Ch 2 Ab-initio Student Flying Training Syllabus

Ch 3 Ab-initio Student Ground Training Syllabus

FTM Supplement Page III

Ch 5 Local Area Procedures

FTM Supplement Page IV

FTM Supplement Page V

Ch 10 Expanded Normal Checklists (x3)

FTM Supplement Page VI

Ch 12 Safety and Emergency Expanded Procedures

Users of this Flight Training Manual Supplement Please Note:

The Flight Training Manual Supplement is designed to be read in

The information in this document in no way supersedes any Civil Aviation

FTM Supplement Page VII

FTM Supplement Page VIII

Put your name on it now, and try not to lose it!

The aims of the school are to:

 develop in members of the scouting movement, and others, an interest in

 provide further flying instruction to students who have attended previous

FTM Supplement Page IX

FTM Supplement Page X

An operating procedure, practice or condition etc., which may result

An operating procedure, practice or condition etc., which may result

An operating procedure, practice or condition etc., which is essential

Land as soon as possible:

Land as soon as practicable:

Airfield Pressure Height:

FTM Supplement Page 1- 1

Final Approach Speed:

Normal Operating Limit Speed (Maximum Structural Cruising Speed):

Turbulence Penetration Speed:

Symbols, Abbreviations and Terminology

FTM Supplement Page 1- 2

Engine Power Terminology

rpm: Revolutions Per Minute is engine speed.

Aeroplane Performance and Flight Planning Terminology

Demonstrated crosswind velocity:

g: Is acceleration due to gravity.

Weight And Balance Terminology

FTM Supplement Page 1- 3

Centre of gravity (CofG):

Standard Empty Weight:

Basic Empty Weight:

Maximum Ramp Weight:

Maximum Takeoff Weight:

Maximum Landing Weight:

Maximum All Up Weight:

FTM Supplement Page 1- 4

FTM Supplement Page 1- 5

IMPERIAL AND US UNITS METRIC UNITS TO

Multiply By To Obtain Multiply By To Obtain

FTM Supplement Page 1- 6

All flight training is to generally conform to the following syllabus.

Ab-initio Students Approximate Flight Times

Prep’n for Flt; A/c Famil;

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: .....................................................

FTM Supplement Page 2- 1

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