Copyright © 2001 Flight Training College of Africa

All Rights Reserved. No part of this manual my be reproduced in

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 INSTRUCTORS PATTER
INSTRUCTORS PATTER PRE FLIGHT - START- UP AND TAXI

The following patter is based on the Cessna 172’s speeds and power settings

We are now going to fly. Before every flight we check the aircraft. As we are walking
towards the aircraft now, we look at the aircraft and check that everything appears
straight and symmetrical about the aircraft. Look at the dihedral of the wings, check
petrol caps on, check that the struts are not bent, check that the tail plane is parallel to
the main planes, check that the fin is at right angles and that the aircraft is straight and
that the aircraft is not standing lopsided. In short, we check the general appearance of
the aircraft and we note its location, that it is not parked in such a manner so as to create
a hazard to any other aircraft or person when we start it.

Before we start our pre-flight we first enter the cabin, switch on the master switch, lower
the flaps and check that the fuel gauges register and that there is sufficient fuel for the
proposed flight. Naturally, we shall also conduct a visual check for quantity and grade of
fuel in each tank during the pre-flight.

Now we switch the master off, check that the fuel cock is open for the fuel drain check,
check that the magneto switch is off (remove key and put it in pocket), check that the
throttle and mixture control is fully out because we are going to turn the propeller over by
hand. We also check that there is no loose baggage or cargo in the back.

Now, I do not mind where you start with the pre-flight, but you must at all times start at a
certain point, go right around the aircraft and end at that particular point again. We are
at the door now so it will be convenient to start with our pre-flight here. (What we are
looking for is condition and security).

You have noticed now that we have gone right around the aircraft and are back where
we started and we know everything has been checked and is in order. We now enter
the cabin and seat ourselves. Ensure that you are quite comfortably seated, your feet
are correctly placed on the rudder pedals and your legs are not cramped. Also check
that your seat catch is located, we do not want to slide back when we accelerate. Now
we conduct an internal check (Check List). Now we switch on the master switch, select
the appropriate tank for starting, check that the propeller area is clear/behind us, and
start by turning the key. Immediately the engine fires, check oil pressure reading (must
register ± 25 seconds). Run the engine at 1000 R.P.M. If the first flight of the day, let
the engine warm up for two to three minutes then carry out the dead cut check - then
switch the radio on. Now obtain radio clearance to taxi. Before we taxi, loosen off the
throttle friction nut, throttle right back and release the brakes. Increase the power until
the aircraft rolls forward, throttle back and check the brakes. Release the brakes,
increase power to 1000 R.P.M. A fair amount of throttle is required to start the aircraft
moving forward, but once it is moving, throttle back slightly otherwise it will gather too
much forward speed. Control the speed with the throttle and the direction with the
rudder pedals.

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The nose wheel is steerable you want to turn left, push the left rudder like this, and
should you want to straighten, push the right rudder like this, centralise when you are
going straight. (Similarly for the right).

At all times when taxing, keep your one hand on the stick and the other on the throttle.
Keep a sharp lookout for other aircraft in the vicinity, never taxi faster than a fast walking
pace, and remember allow adequate clearance on either side of the wings.

At about this stage we switch over to the other fuel tank to check for a fuel blockage.
You must never brake against power. Firstly, it is senseless as you only place
unnecessary strain on the brakes, tyres etc., and secondly, if ever you brake against
power on a tail-wheeler you might tip over. Now, we throttle back and apply the brake.
As the aircraft slows down, gradually release the pressure on the brakes so that the
aircraft comes to a gentle stop. Mention differential braking - left brake left wheel etc.

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TAKE OFF
AND CLIMB TO THE DOWNWIND POSITION

Before we enter the runway we do a pre take off briefing - for crew and passengers etc.
We are going to take off on runway 35. Use the rudder to keep the aircraft straight down
the runway ,if no runway markers, select a sighting point to aim for.

Minimum power required for take off on this aircraft is 2250 R.P.M. At 60 m.p.h. ,
we will ease back on the stick / control column to take the pressure off the nose wheel,
rotate at 65 m.p.h. to 70 m.p.h. etc. (You can include EFATO at later briefings). A
suggested briefing would be as follows:-

We will rotate the aircraft at 65 m.p.h. if we have an engine failure before rotation we will
throttle back and bring the aircraft to a halt, braking as required and inform the tower. If
we have an engine failure after rotation and have sufficient runway left in which to land
we will do so, braking as required and inform the tower. If we are airborne and cannot
land back on the runway we will attempt a forced landing on a suitable field within 30° of
the centreline using the sequence SPEED 80 m.p.h. FIELD suitable landing field with
30° off the runways centreline FAULT attempt to restart Mixture rich, fuel pump on,
check fuel selection and magnetos, if engine does not restart, once the field of intent can
be reached, Idle cut off and FLAPS as needed and if possible a Mayday call, all switches
off before touch down after all systems have been utilised.

We will do after take off checks (BUPPMFF) at 300 ft. At 500 ft AGL we will do a
climbing turn (left or right). Transmit intentions on the correct radio frequency, if there is
no control tower, we then check that there are no aircraft on base leg or final approach.
Check the upwind end that no aircraft are landing or taking off in the wrong direction.

Everything is clear so taxi out slowly, line up on the centre line, roll forward and check
that the nose wheel is straight.

Select a reference point on the horizon to keep straight with after take off. Keep the
stick / control column neutral and open the throttle slowly and smoothly to full power.

Keep straight on the reference point (centre line) with the rudder. At 60 m.p.h. ease
back on the stick and raise the nose wheel off the ground. At unstick, lower the nose
slightly and allow the airspeed to increase to 80 m.p.h., rotate the aircraft and put the
nose into the climbing attitude. Trim for climb and climb straight ahead towards our
reference point. At 300 feet above the ground we do our vital actions. (BUPPMFF).

At 500 feet above the ground we will do a climbing turn to the left/right through 90o.
First we look out from the right, around to the left and select a point off the left wing on
the horizon and roll into the turn. As our point comes up we roll out, centralise the
controls and climb straight ahead. We have turned through 90o. Look back at the
runway and check that we appear to be correctly aligned. We are at our circuit height of
1,000 ft. above the ground so we level off now.

We look out and turn through 90o to the left/right onto downwind.

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THE CIRCUIT, APPROACH AND LANDING
POWER APPROACH AND LANDING

We are now abeam of the control tower, we give our downwind call and do our vital
actions. (BUMPPFF) 10o flap, 2200 R.P.M.

We are abeam of the threshold, we fly past it until the wing trailing edge makes 45o
angle with the threshold. We look out and turn through 90o to the left/right onto base
leg. We now apply carb heat, reduce our power to 1900 R.P.M. and commence our
descent. Trim (Select 20o flap). We must aim to turn onto finals at a height of between
500 and 600 ft. above the ground.

We are at the correct height now, at this position we look out and do a shallow turn to
the left/right to place ourselves on final approach on the extended centre line.

On finals we regulate our approach so that we will touch down at least 100 meters past
the threshold. Now we do our radio call. Now select landing flap (normally 30° Flap or
40° Flap for a short field landing), reduce our speed to 80 m.p.h. by adjusting the nose
attitude. This is our correct final approach speed. Note the position the runway now
makes in relation to the glareshield. By keeping our nose position constant and the
height and rate of descent with the throttle. If the runway appears to move up the
windscreen like this, we are sinking below our intended descent path and are too low,
we increase the power by pushing the throttle forward like this, until we have brought the
runway back to the correct position. if we are too high the runway will appear to move
down the windscreen and start to move under the nose, we are too high and we
decrease power by pulling the throttle back like this until the runway is back to the
correct position. We control the height and rate of descent by using the throttle

Now keep straight on the centre line. 300 ft. above the ground return carb heat. Throttle
back now, at this height above ground, ease back on the stick and flare. Fly level with
the ground. Prevent the aircraft from sinking, back on the stick, round out, look at the
end of the runway , and she touches down. Keep straight with the rudder.

GLIDE APPROACH AND LANDING

I will now show you how to do a glide approach and landing. This time we turn onto
base leg earlier than for a powered approach. At about this distance (when threshold
disappears under trailing edge of left/right wing), we turn left/right through 90o onto base
leg. While still on base leg, we apply carb heat to prevent any ice forming in the
carburettor. When we are at a judged gliding distance from the threshold, we close the
throttle and commence our descent, remembering to trim for the glide and aiming to turn
finals at 500 to 600 AGL. Now we start turning in for final approach. Trim for glide at 80
m.p.h.

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Now we are on final approach, first we give our R/T call. Look at the ground in line with
our reference point on the windscreen. We will touch down just ahead of that point you
can see through the reference point. (Apply flap as required to regulate descent). 300
ft. above ground, we return carb heat, and at this height above the ground we ease back
on the stick and flare. Fly level with the ground and prevent the aircraft from sinking,
back on the stick, rounding out, look at the end of the runway and she touches down.
Keep straight with the rudder.

EFFECT OF CONTROLS

I will now show you the PRIMARY EFFECTS of the controls. This is, if we move a
control we will see what is the FIRST THING that takes place.

Now, place your left hand lightly on the stick, like this, and follow through with me, (look
out).

Now, if we move the stick back, like this, the nose moves towards the canopy and the
speed decreases, and if we move the stick forward, like this, the nose moves towards
the undercarriage and the speed increases.

This is a movement in the PITCHING PLANE. Acting about the LATERAL AXIS, which
is an imaginary line passing across the aircraft from wing tip to wing tip, and is brought
about by the ELEVATOR (look out).

If we move the stick to the left, like this, the left wing tip moves towards the
undercarriage, and if we move the stick to the right, like this, the right wing tip moves
towards the undercarriage.

This is a movement in the ROLLING PLANE. Acting about the longitudinal axis, which is
an imaginary line passing through the aircraft from the spinner to the tail, and is brought
about by the AILERONS (look out). Now, leave the stick and place your feet on the
rudder pedals.

If we move our left foot forward, like this, the nose moves towards the left wing tip, and if
we move our right foot forward like this, the nose moves towards the right wing tip.

This is a movement in the YAWING PLANE. Acting about the VERTICAL AXIS, which
is the imaginary line passing through the centre of the cabin, and is brought about by the
RUDDER.

I will now show you, that no matter what the attitude of the aircraft, the controls will
produce the same movements relative to the aircraft. (look out).

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Now, if we bank the aircraft to the left, like this, and move the stick forward, the nose still
moves towards the undercarriage, and if we move the stick backward, the nose still
moves towards the canopy.

Also, if we move the stick to the left, the left wing tip moves towards the undercarriage
and if we move the stick to the right the right wing moves towards the undercarriage.

If we move our left foot forward, the nose still moves towards the lower left wing tip, and
if we move our right foot forward the nose moves towards the right wing tip.

Thus, the movements of the aircraft are around its OWN AXIS and has NOTHING to do
with the earth.

EFFECTS OF POWER (2100 R.P.M.)

I will now show you the effects of POWER on the aircraft. Notice the position of the nose
in relation to the horizon in the PITCHING PLANE. We will not move the controls
(lookout).

Now, if we INCREASE power the nose RISES and if we DECREASE power the nose
SINKS. This is due to the TURNING COUPLE . (I explained to you on the ground.)

The drag acts through here and the thrust through here. If you increase the thrust it
rotates the couple this way and the nose rises. If you decrease the thrust the couple
rotates this way and the nose sinks.

Now notice the position of the nose in relation to the horizon in the YAWING PLANE.
Look at point. Again, we will not move the controls. Now, if we INCREASE POWER the
nose moves to THE LEFT and if we DECREASE power the nose moves to the RIGHT.

As I explained to you on the ground, this is due to the rotary passage aft of the propeller
slipstream. It strikes the keel and tail surfaces more on the one side than the other. This
is called the helix effect.

However, the fin has been slightly offset to compensate for this at a certain power
setting. But, if you increase power, the increased slipstream strikes the one side more,
deflects the tail to the right and the nose yaws to the left. If you decease power, the
normal airflow strikes the other side of the fin, deflects the tail to the left and the nose
yaws to the right. (This only applies for a right hand tractor aircraft).

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EFFECT OF AIRSPEED ON CONTROLS

I will now show you the effects of AIRSPEED on the controls. Place your left hand lightly
on the stick, your feet on the rudder pedals and follow through with me. Notice that the
airspeed is 100 m.p.h. and we throttle right back to eliminate any slipstream effect from
the propeller (lookout).

Now feel the AILERONS-STIFF AND EFFECTIVE. The ELEVATOR - also, STIFF AND
EFFECTIVE. An the RUDDER - STIFF AND EFFECTIVE. (look out).

Now we REDUCE the airspeed to 70 m.p.h., NOW feel the AILERONS. They are
SLOPPY and INEFFECTIVE. The ELEVATOR - SLOPPY AND INEFFECTIVE. And the
RUDDER - also, SLOPPY AND INEFFECTIVE.

Therefore, the FASTER the airflow over the Control Surfaces, the MORE EFFECTIVE
THE CONTROLS ARE AND VICE-VERSA.

EFFECTS OF SLIPSTREAM ON CONTROLS

I will now show you the effects of SLIPSTREAM on the controls. Notice that the
airspeed is 70 m.p.h. and we have NO POWER on. Place your hands and feet on the
controls and follow through. Now feel the AILERONS - they are SLOPPY AND
INEFFECTIVE. The ELEVATOR - also SLOPPY AND INEFFECTIVE and the RUDDER
- also SLOPPY and INEFFECTIVE. (look out). Now we apply full power but maintain 70
m.p.h..

Feel the ailerons - they are still sloppy and ineffective, but feel the ELEVATOR - it is now
MORE STIFF AND EFFECTIVE. The RUDDER - also MORE STIFF AND EFFECTIVE.

This is because the propeller slipstream passes over the tail control surfaces and
MAKES THEM MORE EFFECTIVE. However, the AILERONS are outside the
slipstream area and are NOT AFFECTED.

Therefore, what I want to stress here is that the ailerons are a GOOD INDICATION OF
AIRSPEED.

Ailerons sloppy, airspeed low

Ailerons stiff, airspeed high

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FURTHER EFFECT OF CONTROLS

I will now show you the FURTHER EFFECT of controls. That is, if we apply a control,
and KEEP IT THERE, what will happen.

Firstly, the further effect of AILERON. We have seen that the first action of aileron is roll.
We will not use the RUDDER. Place your feet on the Rudder Pedals and keep the
Rudder centralised (look out).

Now, when we move the stick to the left, the aircraft ROLLS TO THE LEFT, the NOSE
MOVES TO THE RIGHT initially. We slip into the left. Due to the weathercock action,
the nose yaws to the left wing tip, the nose sinks below the horizon and we end up in a
SPIRAL DIVE.

To recover, reduce power, level the wings and ease out of the dive, as the nose cuts the
horizon, apply full power. You can now see that the further effect of aileron is yaw.

I will now show you the further effect of RUDDER. We have seen that the first action of
rudder is yaw. We will not use the ailerons. Make certain we do not move the stick (look
out). If we apply left rudder, THE NOSE YAWS TO THE LEFT, we skid out to the right,
the aircraft rolls to the left.

Due to the prolonged application of rudder, the nose sinks below the horizon and we end
up in a spiral dive. We recover as before. You can now see that the further effect of
rudder is roll.

ADVERSE AILERON YAW

I will now show you the effects of AILERON YAW. Notice how, when we apply aileron,
the nose initially moves in the OPPOSITE DIRECTION.

Look, stick left, nose right, stick right, nose left. This is because, if we move the stick to
the left, the left aileron moves up decreasing the camber of the wing and also the angle
of attack and accordingly reducing drag - the opposite occurs on the right wing -
increasing the camber of the wing and also the angle of attach and thus increasing the
drag on this wing.

This drag causes a condition of unbalance. The Ball will be out to the same side as we
move the stick. Notice now, stick left, ball out to the left, stick right, ball out to the right.

Therefore, whenever applying aileron as in a turn, you must also apply sufficient rudder
to the same side to maintain balance.

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TRIM AND ITS EFFECTS

I will now show you how to trim the aircraft. Notice we are flying straight and level and
no pressure is required on the stick to keep the nose in this position.

Nose Down.

Now, if I turn the trim wheel like this, you can feel the back pressure required on the stick
to keep the nose in this position. If we release the stick, the nose sinks.

To correct, we raise the nose to the correct position, hold it there and turn the trim wheel
like this until pressure is no longer required on the stick to keep the nose in this position,
and we are once again flying straight and level.

Demonstrate the use of trim in the nose up situation (forward pressure on stick).

Point out that the trim wheel work in the same sense as the pressure on the stick.

Remember the trim is an auxiliary control and because it is slow and insensitive must not
be used to set the aircraft's attitude - use the stick to do this and then trim off the
pressure.

STRAIGHT AND LEVEL

I will now show you how to fly straight and level. Straight and level means to fly at a
CONSTANT ALTITUDE, at a CONSTANT AIRSPEED, in a CONSTANT DIRECTION.

Follow the horizon from the left around to the right and you will see that it describes a
circle about us, and we are in the centre of the circle and it appears that the horizon is at
the same height as us even though we are 2000 ft about the ground.

Now, look at the space between the left wing tip and the horizon, look to the right wing
tip and you will see that the space is the same. That is to say, our wings are level. (look
out).

If the left wing tip should drop below this position - look out, our nose deviates to the left.
To correct, apply right stick and rudder and centralise the controls when the wings are
level. (same to the right).

Now look at the position of the nose in relation to the horizon. Look at the gap between
the nose and the horizon. With the nose in this position we are straight and level at 100
miles per hour. (look out).

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Now, if the nose should rise above this position, like this, look how airspeed decreases
and we gain height.

To correct, we move the stick forward until the nose is in the correct position and hold it
there. Change your trim if it is not correctly set (same below).

Now, select a point on the horizon to keep straight. (look out). If the wings are level and
the nose moves to the left like this, we are unbalanced, and ball is out to the right. We
have too much left rudder.

To correct, apply right rudder, keep the wings level and get the ball in the centre, and we
are flying straight and level again. (Same to right, and emphasise rudder is merely a
balance control).

CLIMB FROM STRAIGHT AND LEVEL

I will now show you how to go into the climb from the straight and level position. We will
do it in three steps. (look out).

1. Apply climbing power, that is full throttle for this aircraft.

2. Raise the nose into the climbing attitude, and hold it there.

3. Trim.

Notice the position of the nose in relation to the horizon. With the nose in this position
the speed will be 80 m.p.h.

This is the speed at which we will gain the MOST HEIGHT in the LEAST TIME.

LEVELLING OFF

I will now show you how to level off from the climb. We will do it in 3 steps (look out).
1. Anticipate height, stick forward, nose in this position and allow the speed to
build up.

2. Throttle back to cruise RPM that is 2,450 RPM and

3. Trim

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GLIDE

I will now show you how to go from the straight and level to the glide.

We will do it in four steps (look out)

1. Carb heat on

2. Close the throttle

3. Hold the nose level until the speed reached 80 m.p.h. then let it sink
into this position.

4. Trim.

Notice the position of the nose in relation to the horizon. With the nose in this position
the speed will be 80 m.p.h. This is the speed at which we will glide
the FURTHEST DISTANCE with the LEAST LOSS in height.

FROM GLIDE TO CLIMB

I will now show you how to go from the glide into the climbing attitude. We will do it in
four steps (look out)

1. Full throttle, at the same time.

2. Raise the nose into the climbing attitude.

3. Return carb heat.

4. Trim

STALLING

I am now going to show you the stall. We will do it in three stages.

1. Symptoms of the stall and how to recognise it

2. How to recover from the stall, (without power)

3. How to recover from the stall with the least possible loss in height.

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You must recover from any unusual manoeuvre and be on an even keel at least 2000
feet above the ground. Therefore, for the purpose of this exercise we will climb to a
height of 3000 feet above ground.

You are also prohibited from performing this type of manoeuvre within 5 nautical miles of
an airfield, or over a built up area, or an assembly of people, or in controlled airspace.

Now we do our pre-stall checks. Trim neutral or as for level flight. Inside the cockpit,
check our height is sufficient, check the fuel and select the fullest tank, check that the
harness is tight and that there are no loose articles (HASELL).

Now, we look out and check our location, select a field to the left in case of a forced
landing, and also one to the right. We also check that we are not over high ground and
are clear of clouds.

Finally, we turn through 360o to the left to check for other aircraft (look out).

We look below us, in front of us and above us We roll out on the point where we entered
the turn.

1. Symptoms of the stall and how to recognise it.

Now to stall, carb heat on, throttle back and raise the nose.

The speed drops off, controls getting sloppy, aircraft becomes quieter, aircraft buffets
slightly. (not all types). The nose drops at 50 m.p.h. and she has stalled.

2. How to recover from the stall. We stall as before NOTE THE HEIGHT.

As the nose drops, stick forward, nose in this attitude. When the
speed exceeds 60 m.p.h. slowly easy out of the dive and as the
nose cuts the horizon, full throttle and climb away.

NOTE THE HEIGHT and return carb heat. We have lost X feet in the
stall. (keep fields in range).

3. How to recover from the stall with the least possible loss in height.
We stall as before. NOTE THE HEIGHT. As the nose drops, full
throttle, stick forward, nose in this attitude. When the speed
exceeds 60 m.p.h. Ease out of the dive and return carb heat.
NOTE THE HEIGHT. We have lost X feet in the stall.

What I want to stress here is the danger of low speed and accompanying stall at low
altitude. (Demonstrate wing drop, and to apply opposite rudder). (Stall full flaps - 1800
RPM - wing will usually drop).

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INCIPIENT SPINS

I will now show you how to recover from an incipient spin. We first do our precautionary
actions as for the stall (HASELL).

To do an incipient spin, we will do a climbing turn (15o ) say to the right, with too little
power, that is 1800 RPM, misuse the controls by applying left rudder to induce a yaw
(1/2 ball out) at the same time we raise the nose further for a steeper climb.

There she stalls. High wing drops. Recovery action, opposite rudder, stick forward to
neutral, throttle back. Recover as before.

(5 types of incipient spins). From climbing turn with slip, turn with skid, steep turn where
aircraft stalls as it slips or skids. From stall where wing drops. Aircraft must be stalled
and yawed to spin.

MEDIUM TURNS (30oANGLE OF BANK)

I will now show you how to do a medium turn. We will do it in two stages.

1. How to go into and come out of the turn, and.......

2. How to stay in the turn and the correction of faults. We will do a

medium turn to the left. Now we LOOK OUT all around us, from the right
to the left and especially to the left and behind us as we are going to turn in
this direction.

Now, to go into the turn, apply left aileron together with sufficient
left rudder to maintain balance, like this, and ease back slightly
on the stick to keep the nose on the horizon. Look, we are turning.

To come out of the turn, stick and rudder to the right and slight
forward pressure on the stick. Centralise the controls when the
wings are level.

I will now show you how to stay in a medium turn, and the correction
of faults. Look out again as we enter the turn as before.

Stick and rudder to the left, stick slightly back to keep the nose on
the horizon and to assist the turn. When in this position hold off bank. This
is a medium turn to the left. Notice the rate of turn above the horizon.
Notice where the horizon enters the wing, notice the position of the
nose in relation to the horizon.

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 If the nose drops below this position, look, the speed increases. To
correct, ease back on the stick and hold off bank.

If the nose rises above this position, look, the speed decreases. To
correct, ease the stick forward and hold on bank.

If the angle of bank increases, like this, look, the rate of turn increases.
To correct, stick and rudder to the right, bring it back to the correct
position and hold it there.

If the angle of bank decreases like this, look, the rate of turn decreases.

To correct, stick and rudder to the left, bring it back to the correct
position and hold it there.

If we have too much left rudder, look, we are skidding out, the rate
of turn has increased. To correct, right rudder and hold on bank.

If we have too much right rudder, look, we are slipping in, the rate
of turn has decreased. To correct, left rudder and hold off bank.

CLIMBING TURN 15o ANGLE OF BANK

I will now show you how to do a climbing turn. We will do a climbing turn to the left. We
are now in a climbing attitude.

First we look out, lower the nose slightly into this position and allow the airspeed to
increase by 5 m.p.h. To roll in, stick and rudder to the left, into this attitude. Note where
the horizon enters the wing and where it cuts the nose.

This is a climbing turn to the left. You will notice that you have to hold off more bank
than a medium turn.

To come out of the turn, stick and rudder to the right, centralise the controls when the
wings are level and raise the nose slightly to get the speed back to 80 m.p.h.

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GLIDING TURNS (15o ANGLE OF BANK)

I will now show you how to do a gliding turn. We will do a gliding turn to the left. We are
now in a gliding attitude. First we look out, then we lower the nose slightly into this
position and allow the airspeed to increase by 5 m.p.h. Now, to roll into the turn, stick
and rudder to the left, into this attitude. Note where the horizon enters the wind, and the
position of the nose. This is a gliding turn to the left. You will notice that you have to
hold off bank in a gliding turn.

To come out of the turn, stick and rudder to the right. Centralise the controls when the
wings are level and raise the nose slightly to get the speed back to 80 m.p.h.

STEEP TURNS (45o ANGLE OF BANK)

I will now show you how to do a steep turn. We will do a steep turn to the left. This time
we have a thorough look around as we are going to change direction rapidly.

We roll in as for a medium turn. At this stage (+- 30o) we slowly apply full power and roll
in further into this attitude. (45o) You will need a large amount of back pressure on the
stick to keep the nose on the horizon. (Use the trim)

Look at the horizon in relation to the nose. This is a steep turn to the left.

To come out of the turn, stick and rudder to the right, stick POSITIVELY forward and at
the same time reduce power. Centralise the controls when the wings are level.

SIDE SLIPPING

We are going to show you a side slide slip. We use this manoeuvre to steepen the glide
path without gaining speed.

Do not side slip with flaps, you may lose effectiveness of the elevator and rudder, and
consequently loose control.

To enter, ensure you have adequate height - set up the glide - "lookout" bank the
aircraft, say to the left and apply right (opposite) rudder to prevent the yaw - Do not trim.
We maintain the bank using the ailerons, controlling the heading with opposite rudder
and controlling the airspeed using the elevator (remember ASI may be unreliable). To
recover (remember we do not side slip lower than 300 AGL). Level the wings using
ailerons and balance by taking off rudder pressure.

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FORCED LANDING

Now we are going to show you a forced landing. We carry out this exercise from a
height of 3000 ft AGL, and from a cruise configuration. Before we start, we look out for
other aircraft and to make sure we remain clear of controlled airspace. We throttle
back, apply carb heat, convert speed to height and trim for the best glide,
this is 80 mph for this aircraft. We then try and ascertain the cause of the failure
(FAULT). Mixture rich, fuel on, fuel pump if required, Mags - check both and try left and
right, the engine will not restart. Select a suitable field and head for the key position
(1000 ft Base leg ). Mayday Call, brief the passengers. While we are gliding we
remember to carry out our Pre Landing Vital Actions and to warm up the engine every
500 ft for Winter and every 1000 ft for Summer. Once we have reached the Key Point at
1000 ft AGL either on Left or Right base leg , we would then switch off starting with the
idle cut off, fuel and all systems except the Master Switch ( you will need these to lower
the flaps and or undercarriage ) when you are sure that you can reach the field of your
choice (remember to only simulate the switching off during the demonstration). Aim to
touch down at least one third of the way in as you cannot afford to undershoot.
Remember we pick only suitable fields to demonstrate on and we will not go below 500 ft
AGL. When we are on finals, we then switch off the Master Switch after gear and flap
selection, unlatch the doors and carry out a short field landing.

PRECAUTIONARY LANDINGS

Now we are going to show you how to carry out a bad weather circuit and a
precautionary landing. That is to say a Forced Landing with power. We first set the
aircraft up in a slow safe cruise configuration, for this aircraft this will be at 90 m.p.h., 10o
Flaps and landing light on, and power pitch and mixture and fuel set, use your normal
pre landing downwind checks. Having selected a suitable field, fly over the possible
landing path at a right angle, this will help you ascertain the wind if any (smoke , dust or
ripples on the surface of dams will aid you judging the wind strength and direction). Brief
your passengers - fasten seat belts - glasses, false teeth removed and all sharp
obstacles from pockets. Your height should be no less than 500 ft AGL, weather
permitting. From this position, turn onto a low level down wind for the landing path of
your choice. Give you PAN PAN call not later than this stage and then carry out your
normal downwind vital actions, pick a base turn marker. Your first inspection run along
the intended landing path should be not lower than 500 ft AGL, place the aircraft on the
right hand side of the landing path to enable you the pilot to carry out a thorough
inspection of the undershoot area runway direction (set your DI to read the nearest
cardinal point and the runway itself) starting your timing from the beginning of the
landing path and also checking the runway itself as well as the overshoot area, noting
any obstacles.

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Remember to watch your airspeed and height. Once you have completed this first
inspection you will need at least 10 seconds to land and 20 seconds to land and to take
off. Turn back to the downwind leg for a second inspection run. Use the base turn
marker to orientate yourself and once again turn on the right hand side of the intended
landing path, this is for your low level inspection run, at not less than 200 ft AGL. This
time you examine the surface of the landing path for fences, holes, large stones etc.
Having decided that all is in order, continue back up to 500 ft AGL with your circuit ,
complete your final pre landing checks. At the base turn marker apply 20 o Flaps, turn
onto finals and continue applying full Flaps for a short field landing. Remember you
control the speed with the stick and the height with the throttle, your approach speed
should be 65 m.p.h. Make sure your passengers are ready, unlatch the door. Once
you have landed, stop the aircraft using appropriate braking, do not taxi further but rather
leave the aircraft parked and inspect any possible taxi path before continuing. Do not
forget to contact your nearest ATC and inform them of the situation. Leave the aircraft
guarded if possible when doing this, or if this is not possible, leave chocked and locked.

NIGHT FLYING

Whilst taxing out, make certain navigation lights are burning. Now, speed and distance
are very deceptive at night, so we taxi very slowly. To judge our taxi speed, we look at
the ground under the wing nav. light. If it is blurred and indistinct, we are going too fast,
so we slow down until the ground features are distinct, like this.

Whilst taxing, check that all gyro instruments are working. Check the D.I., the turn bank
and the a/h for free movement.

When approaching the holding point, start slowing down well ahead as you might easily
override the point where you wish to stop.

When you hold for your vital actions, run the engine at 1000 RPM so you can get a
positive charge rate (Cabin lights dim). Radio call on correct frequency -
After vital actions, radio call/clearance.

Now we taxi out onto the runway, line up with our left wing tip just above the lights, like
this, aim for the last visible light on the left and open up slower than for daytime. As the
lights come up, steer for the last visible lights, keeping straight with the rudder.

At a positive speed of 70 m.p.h., rotate the aircraft and immediately go onto instruments,
positive rate of climb. Wings level and safe climbing attitude on the aircraft, keep
straight with the D.I. (Note the drift on D.I. from runway lights)

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When we have a positive indication of height on the altimeter and a positive rate of climb
on the V.S.I., lower the nose slightly and let the speed increase to the correct climbing
speed of 80 m.p.h. and trim.

Now we are 300 ft. above the ground, we do our vital actions (BUPPMFF). Look out
briefly at the horizon and look back at the instruments. If you can remember that you
could see the horizon distinctly, go visual slowly.

We climb to 500 ft. above ground, look out and do a climbing turn to the left/right on
instruments. We turn through 90o onto a heading of..............We roll out on our heading,
go visual and look back at the runway lights and see that it is clearly visible. At all times
in the circuit, see that you always have the lights in sight.

Now, we have reached 6300 ft., which is our circuit height of 1000 ft. above ground. We
level out and at this distance from the runway lights we turn through 90o to the left/right
onto a heading downwind of................plus/minus drift.

Note magnetic compass deviation when nav. lights are switched on. Avoid looking at
bright lights. Left hand runway lights.

Make certain you do not converge into the field, this is a common fault at night. Keep
the altimeter on 6300 ft., look where the runway lights intersect the strut/wing. If that
point moves down the strut/wing you are converging and if it moves up you are diverging
from the airfield. (R/T call and vital actions).

We are abeam the threshold now, we fly past it for 40 seconds that will give us a
downwind leg past the threshold of approximately 1 mile.

Now we are 40 seconds past the threshold, look back at the runway lights and see how
it looks from this distance and turn left through 90o onto a heading of .........

We are on base leg now, select carb heat, reduce power to 1900 RPM and commence
our descent at a speed of 80 m.p.h.. We will try to turn finals at a height of 500 to 600 ft.
above the ground, that is, approximately 5900 feet on our altimeter.

We are at the correct height now, at this stage we do a slow turn in onto final approach,
and aim for the left hand runway lights. We reduce power still more, our approach speed
is 80 m.p.h., we aim to descend onto the threshold. Now look at the pattern, look at the
distance between the lights. This is an engine assisted approach - regulate the speed
with elevator and rate of descent by means of throttle. We aim just short of the first light
inside the boundary enabling us to touch down between 2nd and 3rd light.

At 300 ft. above ground, take off the carb heat, flaps as needed. Shift slightly to the right
of the left-hand set of lights.

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At this height do not look inside the aircraft anymore, but keep looking approximately 5
lights ahead of you.

As the lights appear to draw into one line, check the descent, and reduce power. We
are over the threshold now, we seem to sink in between the lights. Round out now and
raise the nose into this position, at the same time, slowly reduce power.

After the round out has been completed, allow the aircraft to settle onto its main wheels
and then close the throttle completely.

Lower the nose wheel, keeping the aircraft firmly on the ground - keeping straight with
rudders and then apply brakes.

Bring the aircraft to a full stop (speed deceptive), look out all round and taxi to an exit
and leave the runway - when clear of runway, stop and clean up aircraft. (Flaps - cowls
flaps etc.)

If we do not touch down by the fourth or fifth light open up and fly around again. Power -
Speed - Flaps up 10 at a time positive rate of climb.

Note magnetic compass deviation when nav. lights are switched on. Avoid looking at
bright lights. Left hand runway lights.

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