Cessna 150 s All Variants. Standard Operating Procedures

Transcription

1 Cessna 150 s All Variants Standard Operating Procedures Edition 3 Revision 3 1 st March

2 TRAINING DEPARTMENT TABLE OF CONTENTS 1 INTRODUCTION 3 2 CHECKLISTS Generalities Normal Procedures Scan philosophy Emergency Procedures Memory Actions philosophy Read and Do philosophy 4 3 BRIEFINGS 4 4 NORMAL CHECK LIST 5 5 WEIGHT & BALANCE 5 6 PERFORMANCES 6 7 NORMAL PROCEDURES Pre-Flight Inspection Cabin External Cockpit Preparation Starting Cold Weather Start (winter conditions) Cold Start (after previous flight or taxi) Hot Start (after previous flight or taxi) Engine Flooded (over primed) After Start Taxi Run Up Before Takeoff Takeoff After Take-Off Descent and Approach Before Landing Landing Go Around Touch & Go After Landing Shut Down 14 8 EMERGENCIES 15 9 DETAILED FLIGHT MANOEUVRES The Visual Circuit Flaps Flaps UP Take Off Flaps Crosswind Operations Airwork Straight and Level Flight Attitude Flying Turns Stalls Stall with no power and no flaps Stall with flaps down Stall in a turn Spiral Dive CROSS COUNTRY (NAVIGATION) Preparation Flight Log Legend and Abbreviations Diversion Prepared Diversion Enroute Diversion 21 Annex 1 USE OF AIRCRAFT LIGHTS 22 2

3 TRAINING DEPARTMENT 1. INTRODUCTION These Standard Operating Procedures (SOP) are prepared in order to provide BFS pilots and instructors with all the information needed for the safe and efficient operation of the Cessna 150 s fleet. The SOP are based upon the Pilots Operating Handbook (POH), SOP do not supersede POH. The POH must prevail. However, some complementary or more restrictive indication may be developed through the SOP to comply with aircraft reliability and economical use. Another concern is to train students with guidelines that will allow a smother transition to IFR and CPL training. Specific checklists have been developed and made available for each pilot, in accordance with these SOP. The holder of the SOP & Checklist is responsible for the correctness and amendment status thereof. He should also stay aware of the update and modifications of the regulation and comply with all the security / safety related issues. The C150 s is a single engine airplane and offers a high degree of reliability when the operating limitations and maintenance requirements are complied with. BFS is operating different variants of the C150 (Engine, fuel quantities, DC voltage, flaps setting, warning lights etc. may differ). Nevertheless these SOP have been developed around a all variants concept to permit students to operate them in a common manner. If one specific airplane needs a specific procedure, it will be detailed in the SOP with the appropriate call sign. 2. CHECKLISTS 2.1. Generalities Aircraft checklists shall be used for all aircraft operation The checklists for each type and model of aircraft are standardized. They refer to the normal / non-normal (also named: abnormal or emergency) procedures developed by the aircraft manufacturer and published in the Aircraft Flight Manual (also named: POH Pilots Operating Handbook). No personal or self-modified procedures and/or checklists are allowed. If a modification to a checklist is deemed necessary for any particular reason, the Head of Training and/or CFI shall study the requirement and develop the change to that procedure and/or checklist. A revised procedure and/or checklist shall then be implemented. The instructor shall endeavor to establish from the very beginning of the training of the students good habits regarding the use of procedures and related checklists. They shall promote a positive attitude towards their use during each phase of flight Normal Procedures Checklists for normal procedures will be of the Read and Confirm, also called Read and Verify type. BFS uses checklists for the following normal phases of flight: - Preflight - Before Start - After Start - Before Takeoff - After Takeoff - Approach - Landing - Shut-down 3

4 TRAINING DEPARTMENT Checklists shall not be performed by memory but read in due time. The After Takeoff, Approach and Before Landing checklists are placarded on the instrument panel for convenience Scan philosophy Pilots should apply the content of the normal procedures by following a scan flow. After the scan, the appropriate checklist is completed in the read and confirm manner Emergency Procedures FLY THE AIRCRAFT Those emergency procedures are split into two ways of operating: Memory Actions philosophy In the emergency procedures, some have to be accomplished immediately without delay. During an emergency such as an engine failure, fire, flight controls problems, the required actions should be performed by memory by the crew and when the time and flight conditions permit, the proper documentation like the AFM, POH or QRH (Quick Reference Handbook) should be consulted. If required, corrections to the actions performed should be made Read and Do philosophy The other emergency procedures are those that do not require a quick action from the crew (such as landing gear problems...). As far as those emergency procedures are concerned, as soon as the problem is identified, reference to the procedures should take place by reading and following the described actions in the proper documentation, like the AFM / POH or QRH. Note: In other AFM / POH, emergency procedures are also called abnormal or non-normal procedures. 3. BRIEFINGS The purpose of the briefing is to review and enhance important phases during Takeoff, Approach and Landing. Useless talking must be avoided and only important and vital matters must be reviewed Example: TAKEOFF This will be a normal takeoff (or short field takeoff) Rotation at 55 knots The first heading will be - The first altitude will be feet The first reporting point will be - In case of engine failure or any event affecting safety, before rotation: we abort takeoff, after rotation and if enough runway available: we will land straight ahead, if runway is not sufficient: we will land in an open area located 30 in front of the aircraft. In all cases, we will advice ATC. Example: APPROACH AND LANDING The weather has been checked Altimeter is HPA The remaining fuel is checked The landing will be a flaps. 4

5 TRAINING DEPARTMENT 4. NORMAL CHECK LIST About the checklist content BFS has referred to the BOEING QRH, which describes the guidelines used to create a checklist. Normal checklists have items that meet any of the following criteria: items essential to safety of flight that are not monitored by an alerting system, or items essential to safety of flight that are monitored by an alerting system but if not done, would likely result in catastrophic event if the alerting system fails, or needed to meet regulatory requirements, or items needed to maintain fleet commonality, or items that enhance safety of flight and are not monitored by an alerting system, or during shutdown and secure, items that could result in injury to personnel or damage to equipment if not done. The appropriate normal check list is available for download on the website of the school ( My BFS Documents Airplane documentation C150). - Panel version (Excel table); - In a suitable format for plastic QRH. Plastic QRH format Panel Version Check Lists should be read ALOUD, started by announcing the title of the check list and at the end, terminated by the statement TITLE + completed. Note: Where an underline is inserted as a response to an item, it signifies that an element of some kind is to be entered e.g.: FLAPS WEIGHT AND BALANCE It is the responsibility of the pilot to ensure that the aircraft is properly loaded and balanced. Loading instructions are available in the POH Section VI. The Basic Empty Weight of each particular aircraft is recorded in the aircraft documents (Airworthiness certificate). Electronic Weight & Balance forms are available for download on the website of the school ( My BFS Documents Airplane documentation C150) 5

6 TRAINING DEPARTMENT 6. PERFORMANCE Section V of the POH provides all necessary information regarding the performances of the aircraft (Takeoff Climb Cruise Landing, etc.) 7. NORMAL PROCEDURES 7.1. Pre-flight Inspection Cabin Before performing the external visit of the aircraft, perform the following inside the cockpit: Check that the control lock is removed, the magnetos are off, then turn on the battery switch and check the fuel quantity. As long as the battery is on, if applicable check the stall warning and the external lights (night flight). Switch off the battery External Proceed with the external control of the aircraft by following the order below, based on the representation above: 1. Remove control wheel lock. Drain the wing tank. 2. Check the empennage (no major cracks or faults) and the presence of the beacon. 3. Check the right wing trailing edge (no cracks or impact damage), the aileron and the flap. 4. Check main wheel tire and drain the wing. 5. Check oil quantity level. Check the propeller (no cracks or damage) and the status of the nose wheel (no visible damage). Remove the chocks and the tow-bar if they are still installed. Verify visually the inflation of the nose wheel strut. If necessary, drain the fuel by the sump. 6. Check the pitot tube, and the stall warning. 7. Check the left wing trailing edge (no cracks or impact damage), the aileron and the flap. 8. Check main wheel tire, drain the wing and control the static source (must be totally clean). Don ts: - Do not move the rudder by hand (2) to full left and right positions. Damage may occur on the steering mechanism and cables may move out of their track. - Do not hang on the propeller to check the nose wheel strut operation, severe injure may occur. 6

7 TRAINING DEPARTMENT Cockpit Preparation The cockpit preparation will precede the use of the before start checklist and engine start. Once the crew is installed, the doors properly closed and latched, the seats adjusted and locked, the seatbelts and shoulder harnesses secured, the earphones connected all maps and required documents within reach, the pilot starts a cockpit scan flow according the illustrated procedure below: Flight instruments: Airspeed Indicator - reading zero Attitude Indicator - no visible damage Altimeter - set QNH and read altitude Turn Coordinator - no visible damage Directional Gyro - no visible damage Check NAV instruments - no visible damage Radio panel: Check Radio Rack - no visible damage All Radio - off Engine instruments: Hour meter - note time Indicators - no visible damage Lower panel: Check key - inserted and off Check all switches - off Circuit Breakers & fuses - in Carburetor heater - cold Throttle - idle Mixture - idle cut-off Flaps - up Cabin Vents - as required Fuel Selector - open The pilot will perform the corresponding scan flow, following the chronology as shown above. Once the scan flow is completed, the pilot will start to read the PREFLIGHT checklist. 7

8 TRAINING DEPARTMENT 7.2. STARTING (Refer to BFS Note 22 for a general overview of the starting procedures) When ATIS has been received and noted (and start-up clearance received if applicable): Check the LOW/HIGH warning light illuminated. Check the voltage (12 min). Make sure the Avionics switch(es) is in the OFF position. Check fuel quantity on the gauges. Verify the fuel valve set to ON (arrow shaped pointing left). The fuel selector is located on the floor between the pilot and passenger. This selector has two positions: ON and OFF. COMPLETE THE BEFORE START CHECK LIST According to conditions start the engine applying the appropriate procedure (see below) Cold Weather Start (winter conditions) Mixture Carbu. Heater Throttle Prime Magneto/Start key RICH COLD 1 CM 4 TIMES & LEAVE 1 STRIKE BOTH then START Continue priming if engine puffing. Apply Carburetor Heater to keep engine running smoothly Cold Start (first flight or after a rest period) Mixture Carbu. Heater Throttle Prime Magneto/Start key RICH COLD 1 CM 3 TIMES BOTH and START Hot Start (after previous flight or taxi) Mixture Carbu. Heater Throttle Prime Magneto/Start key RICH COLD 1 CM 1 TIME BOTH and START 8

9 TRAINING DEPARTMENT Engine Flooded (over primed) Mixture Carbu. Heater Throttle Magneto/Start key CUT OFF COLD FULL OPEN BOTH and START When engine starts, reduce throttle and set mixture to Rich CAUTION : Maximum starter engaged duty cycle is 30 seconds ON, followed by a minimum of TWO minutes OFF. DO NOT PUMP THROTTLE TO START! NOTE : DO NOT TRAVEL THE THROTTLE FULL FORWARD THAN BACK TO 1/4 TRAVEL AS IT MAY INJECT AN IMPORTANT QUANTITY OF FUEL IN THE CARBURETOR (Fire hazard may occur). DO NOT OPEN THE THROTTLE DURING THE STARTING PROCEDURE, YOU ARE PROVIDING MORE AIR WHEN THE ENGINE CYLINDERS ARE LOOKING FOR FUEL AFTER START Adjust RPM at Check OIL pressure, if no oil pressure within 30 seconds, pull the mixture and complete the shutdown procedure. In cold weather operation apply full carburetor heater to provide better fuel vaporization and prevent carbuicing to appear. Switch Alternator ON, verify warning lights OFF. Monitor ammeter and voltmeter indications as applicable: ammeter should indicate needle to the right and voltmeter above 13.5 volts. Switch ON external lights as applicable. Switch ON avionics, adjust Intercom level and select radio frequencies. Check all instruments : Attitude Indicator - LEVEL Altimeter - SET QNH Directional Gyro - ALIGN Com - SET Navigation - SET Transponder - STAND-BY If applied, return carburetor heater to cold. COMPLETE THE AFTER START CHECK LIST 9

10 TRAINING DEPARTMENT Don ts: - Release brakes before having been cleared to taxi and clearance acknowledged. Do s - First flight of the day apply carburetor heater for one minute before starting taxi to prevent immediate carburetor icing unless OAT well above 20 C TAXI (Refer to BFS Note 9 for a general overview of the taxi procedures) Release the brakes. To start taxi, increase slightly RPM; the aircraft will start accelerating. Once the correct taxi speed is attained reduce RPM in order to keep the taxi speed in normal limits. TO REDUCE TAXI SPEED, REDUCE FIRST THROTTLE AND THEN USE PEDAL BRAKING. Both pilots should test the brakes by gently pushing the top of the pedals with both feet as soon as the airplane starts moving. During taxi the directional control must be kept with rudder. Brakes are used to slow down the taxi speed. High taxi speeds must be avoided in all cases. Note that there is no minimum RPM required during taxi. To turn, the aircraft need to have a forward speed, the nose wheel steering then should be used to engage the turn (bottom of pedal only). When out of congested area during a turn, check and clearly announce: left turn, attitude level, heading decreasing, ball to the right, needle to the left Don ts: - Do not taxi at an excessive speed ( 5-10 Kts maximum) - Do not apply brake to start a turn with an aircraft having no forward speed. - Do not shortcut turns. - Do not perform zigzags on the taxiway to check gyro s operation. Do s - Organise your ground track requirement to avoid sharp turn. - Follow the yellow lines whenever available RUN- UP Note: performed at 1700 RPM and head into the wind (IN ALL CASES) (severe damage may occur due to propeller vibrations induced by wind lateral component). It is important to check the carburetor Heater first to make sure that the engine will be cleared of any icing before performing the magneto check which may be otherwise affected. Wait to make sure that there is no indication of roughness and/or RPM increase (indicating presence of ice). Pull Carburetor Heater control and notice a small RPM drop when on HOT, Return control to COLD, RPM should come back to its initial RPM or even higher if ice was previously formed during taxi. To complete the magneto check (in order to make sure that both ignition systems work properly individually): Turn Magnetos key to R, monitor a RPM drop (Max 150 RPM); Turn key back to both, monitor RPM back to 1700 RPM; Turn key to L, monitor drop (Max 150 RPM); Turn key back to both and monitor RPM back to 1700; Max drop allowed 150 RPM and maximum difference between both magnetos 75 RPM. If no drop is observed, consider magneto malfunction, cancel the flight and advice maintenance. A risk of danger may exist if moving the propeller by hand. Note: Ignition systems include switch, cables, spark plugs, harness and magnetos. Check all engine related instruments and indication as: 10

11 TRAINING DEPARTMENT Ammeter and voltmeter indication (ammeter needle should be zero or slightly right); Air instruments pressure in the green range; Any available warning lights. Complete the run up by retarding throttle and verify idle RPM (+/- 800 RPM) and then adjust RPM for good engine cooling. COMPLETE THE RUN-UP CHECK LIST Do s - Make sure the nose-wheel is aligned without any torque applied. Don ts: - Stay too long operating on a single magneto, fooling may occur on the grounded ignition system BEFORE TAKEOFF Verify that both pilots have safety belt and shoulder harness fastened. Verify cabin doors are properly latched. If not, they will open in flight (2 or 3 inches). The flight characteristics of the aircraft are not dangerously affected nevertheless it is recommended to land to close and latch the door properly. Push and turn control column left and verify left aileron moves up, right aileron moves down, and elevator moved down, then pull the control column towards you and verify elevator moves up. Turn the yoke to the right and check right aileron moving up, left moving down, then push control column full forward and verify elevator moves down. Verify flaps equal on each side (cross check with the indication on the flap position indicator). Verify Pitch trim on the Takeoff position Monitor once more the fuel quantity. Verify the fuel selector in the ON position. Push the mixture handle in the full rich position. Push carburetor heater handle in the full cold position. Check directional gyro with magnetic compass for proper alignment. Check altimeter (QNH) and verify indication in relation with the elevation of your current position (altimeter per ICAO should be within a range of +/- 60 feet) Review the major issues developed in your crew briefing COMPLETE THE BEFORE TAKEOFF CHECK LIST 7.7. TAKEOFF When cleared for Line Up and/or Takeoff, turn on the pitot heater (if installed & necessary), set the transponder to ALT. When moving, check and call approach free. Once you are aligned, adjust the published runway heading (QFU) on your directional gyro. Don ts: - Do not refer to the magnetic compass to align your Directional Gyro when lining up on the runway - Do not use the brakes to turn - Do not stop on the runway unless instructed by ATC 11

12 TRAINING DEPARTMENT Do s - Follow the yellow line until you reach the runway centre line. Once the aircraft is correctly aligned on the runway, and takeoff clearance is received, put the heels on the floor (to avoid undesired braking), increase slowly and firmly engine power. Keep ailerons slightly into the wind. The aircraft will start his takeoff run and will accelerate. Keep directional control with the rudder as engine torque will induce a slight left yaw tendency. Observe airspeed indication alive and verify rapidly engine parameters (RPM 2300 as a minimum, Oil pressure). Call: AIRSPEED ALIVE, POWER CHECKED NOTE: Make sure the appropriate RPM has been reached only after having noticed a positive airspeed indication. At 55 kts (Flaps 0 ) / 50 kts (Flaps 10 ), rotate to the takeoff body attitude. Call: ROTATION The liftoff will occur 5 to 10kts above the rotation speed. Accelerate to 70 Kts by adjusting body attitude (pitch). Correct for the wind in order to stay on the runway centre alignment. Don ts: - Do not touch the brakes - Do not allow an early rotation of the airplane - Do not chase the airspeed - No actions below 500ft AGL Do s - Use the rudder to track the centre line of the runway while on the ground - Use ailerons (roll) to maintain wings levelled - In case of crosswind: apply aileron into the wind during takeoff roll and when airborne make a coordinated turn into the wind to correct drift AFTER TAKEOFF Accelerate to 70 and if applicable, retract the flaps. In the crosswind leg, but in no case below 500 ft AGL, turn off the landing light, and confirm the flaps are up. COMPLETE THE AFTER TAKEOFF CHECK LIST BY USING THE PLACARD LOCATED ON THE INSTRUMENT PANEL 7.9. DESCENT & APPROACH When approaching destination, the latest when established on downwind, verify the flight instruments and the altimeter (set with the QNH of the airport); verify the engine instruments, set the mixture to rich, check the carburetor heater, verify the fuel valve. COMPLETE THE APPROACH CHECK LIST BY USING THE PLACARD LOCATED ON THE INSTRUMENT PANEL BEFORE LANDING Once the aircraft established on final path, verify the mixture is rich, set the carburetor heater to cold and confirm the flaps are set accordingly (standard: flaps 30 ). COMPLETE THE LANDING CHECK LIST BY USING THE PLACARD LOCATED ON THE INSTRUMENT PANEL 12

13 TRAINING DEPARTMENT LANDING Simultaneously flare, and reduce the throttle to idle. Once the aircraft is on the ground, maintain directional control to stay on centerline with rudder. At the same time, derotate the aircraft in order to allow the nose wheel to smoothly touch the ground. This will increase directional control during the landing roll and prevent tail strike. Use brake at a minimum. When speed in under safe control (taxi speed), vacate the runway at the first available exit unless otherwise instructed (avoid intense braking). Don ts: - Do not stall the aircraft before touch down. - Do not allow the nose wheel of the airplane to drop heavily after touch. - Do not touch ground with brakes applied. Do s - Have the aircraft well trimmed on short final Go Around Simultaneously rotate to the climb attitude, apply full throttle and confirm carburetor heater is cold. Retract the flaps to 10 (if applicable) and increase the airspeed to 70kts, and when clear of obstacle but not below 500ft SFC, set (or confirm) the flaps UP. Radio Call: OO GOING AROUND to be initiated the earliest when aircraft established in climb (flaps 10 or up as applicable) and on speed. Don ts: - Do not chase the airspeed - Do not allow the nose of the airplane to drop Do s - Remember: 1) Attitude - 2) Power - 3) Flaps Touch & Go After touch down, when the aircraft is rolling, confirm carburetor heater cold, set the flaps up and then increase gently to full throttle. Check minimum RPM is REFER TO TAKEOFF (CALL: AIRSPEED ALIVE, POWER CHECK ) Don ts: - Do not hit the brakes - Do not allow the aircraft to go in a nose high attitude (tail strike may occur) AFTER LANDING When the runway is vacated, change the frequency as instructed by ATC, switch off the pitot heater, the strobe lights; set the transponder to stand-by, confirm the carburetor heater is cold and set the flaps up. Don ts: - Do not touch any switch while on the runway - Do not start to turn into the taxiway with an excessive speed - Do not use brakes to turn Do s - Use the rudder to track the centre line - Apply brakes if needed 13

14 TRAINING DEPARTMENT SHUTDOWN Align aircraft into the wind unless otherwise instructed due to airport configuration. Hold the brakes and run the engine at 1000 RPM. Switch off or make sure that the fuel pump, the anti-ice, the landing light and the avionics are off, pull and maintain the mixture to idle cut-off until the engine is stopped. After complete engine stop turn off both magnetos and store the key. Switch off remaining external lights and switch off battery and alternator. If the aircraft is to remain unattended install chocks. For a long or overnight stop, secure flight controls with seatbelt. COMPLETE THE SHUT DOWN CHECK LIST REMARK RELATED TO ALL GROUND OPERATIONS Due to non-availability of an operating parking brake on the C150 s fleet, no reference is made in this document for its operation. 14

15 TRAINING DEPARTMENT 8. EMERGENCIES Emergency speeds to remember: Emergency descent Best Glide Approach Engine inoperative FLAPS UP FLAPS DOWN 143 KTS 60 KTS 65 KTS 55 KTS The specified emergency procedures are detailed in the POH (section III). The POH is available for download on the website of the school ( My BFS Documents Airplane documentation C150). 9. DETAILED FLIGHT MANOEUVRES NOTE: The maximum IAS for straight & level flight manoeuvres is 80 Kts THE VISUAL CIRCUIT WARNING: ALL SPEEDS REFER TO KTS. MAKE APPROPRIATE ADJUSTMENT IF INDICATOR USES MPH FLAPS 30 15

16 TRAINING DEPARTMENT FLAPS UP Note: The descent shall begin when intercepting the descent path, whether in downwind, base leg or final, according to the altitude of the airplane TAKEOFF FLAPS 10 (Soft Field) 16

17 TRAINING DEPARTMENT 9.2. Crosswind Operations BFS uses the following limitations: Takeoffs and landings operated at or above 10kts crosswind component have to be performed with flaps up using the normal speeds. According to the POH, the maximum demonstrated crosswind component is 13kts. BFS wants to implement the wings level concept: Slips should be avoided when airborne. During take-off and landing rolls, wings should be maintained level with ailerons application into the wind. At the end of the take-off roll, during rotation, stick application into the wind should be maintained until airborne. During the flare, aircraft should be aligned with runway centreline using rudder and simultaneously, wings maintained level or banked slightly into the wind using ailerons AIRWORK (MAXIMUM IAS 80 Kts) STRAIGHT AND LEVEL FLIGHT The straight and level flight is defined as a flight with Constant speed Constant altitude Constant direction ATTITUDE FLYING To achieve above requirements a method called: Attitude Flying is used. The attitude of the aircraft is kept by referring to the earth horizon with the flight controls. Speed is controlled by the throttle (power lever). Practice: On the C150 Straight and Level Flight is performed, air speed stabilized (80 KIAS). Check the nose position on the horizon (e.g. one hand). This will be the Straight and Level Flight attitude. Make attitude changes of approximately 2 fingers value, and notice changes in altitude and speed. Straight and Level Flight at 70 Kts: Reduce power Decrease speed to 70 KIAS (+/-1700 RPM, because power means speed) and the aircraft will start descent. To avoid descent and to maintain altitude, change the attitude (+/- 2 fingers higher). Adjust the speed with power lever and keep altitude by adjusting the attitude on the horizon. Remark: The use of different flaps settings modifies the attitude (ref. to ATPL/CPL course) TURNS Banking the aircraft changes the direction of flight. When this change is at constant speed, constant bank and constant rate its coordinated turn. Proceed as follows: 1) Look out for other traffic and bank (15 ) the aircraft to the left or to the right 2) Once the bank angle is obtained, set the control wheel to neutral 3) Adjust RPM to maintain speed 4) Keep the ball centred with the rudder 5) Monitor the turn coordinator to keep the desired rate of turn 6) Adjust attitude to keep altitude 17

18 TRAINING DEPARTMENT STALLS Stall Procedure Stall is only an Angle of Attack problem; low speed is a common contributing factor! There is one single procedure focusing on AoA reduction as a first action, required to cover both the approach to stall and the actual stall recovery: 1) First Angle of Attack must be reduced - release back pressure on stick - nose down pitch input may be needed but do not dive When the wings are clearly unstalled 2) Wings Level (if needed),by rolling with ailerons and coordinated rudder. This orientates the Lift vector for recovery. The aircraft should not be rolled by use of rudder alone, the primary roll control in normal flight is through the proper use of ailerons, 3) If speed needs to be recovered, increase power smoothly due to possible pitch up effect. Caution, increasing power has an adverse effect on AoA, 4) When aircraft out of stall, take an attitude to recover flight path. If in Landing flaps configuration, retract flaps in TO configuration even if aircraft not yet in climb (drag too high to sustain a positive rate of climb), 5) When applicable retract the gear when a positive rate of climb is confirmed, 6) Retract the remaining flaps when speed at or above flaps retraction speed SPIRAL DIVE If the nose is low with power applied and high bank angle, the aircraft will accelerate fast and develop a spiral dive. To recover: Reduce power and, SIMULTANEOUSLY coordinate : o Roll the wings level o Ease out of the ensuing dive When the nose passes through the horizon, reapply power and climb away. NOTE: Enter Manoeuvre with 2300 RPM Maximum 18

19 TRAINING DEPARTMENT 10. CROSS COUNTRY (NAVIGATION) General The maximum TAS during navigation is 85 Kts. Use OAT and selected level with a computer to determine the corresponding IAS. Consider POH to predetermine the required RPM and Fuel Flow to obtain a maximum TAS of 85 Kts. Also consider the IAS/CAS in the aircraft POH. In flight, consider the use of appropriate leaning techniques (refer to the procedure described in the POH) Preparation Before each cross-country flight, check: Weather (METAR TAF GAMET CHARTS) NOTAM Prohibited Restricted Dangerous areas Military Areas Safety Altitudes (MORA) Frequencies (ATC/COM NAV) On the map (1/ ) draw the route to be flown to destination or to Check Points. Measure distance and time to fly between the checkpoints and report them on the Flight Log. Do not overload the map with details pertaining to the Flight Log. Surcharging the map leads to confusion and misinterpretations. It makes also map reading difficult. When the flight is completed, clean the map and remove tracks. (Use a fat black pencil easy to read on map and to wipe out) Flight Log 19

20 TRAINING DEPARTMENT Legend and abbreviations FROM TO ALTN TAS/IAS TRIP FUEL ALTN FUEL RESERVE MIN REQ FOB EXTRA TTG EET ETA ETO ATO ALT min ALT max Airport of origin Airport of destination Airport of diversion (alternate) True VS indicated airspeed (in knots) Calculated fuel consumption for the trip according POH Calculated fuel to the alternate airfield Minimum 45 minutes Minimum Required Fuel for the planned flight Trip Fuel + Alternate Fuel + Reserve Fuel On Board the aircraft Extra Fuel on board Time To Go (to destination) Estimated Elapsed Time (between checkpoints) Estimated Time of Arrival (at destination) Estimated Time Over (checkpoint) Actual Time Over (checkpoint) Minimum Altitude between checkpoints regarding obstacles. Maximum Altitude between checkpoints regarding airspaces above. 20

21 TRAINING DEPARTMENT Diversions Prepared Diversion A diversion departing from destination to another airfield must be prepared before the flight in the same way as for the main cross country trip. The same flight log or a new one can be made before the flight. This will reduce the in-flight workload and reduce stress if the diversion is due to unforeseen circumstances (weather, QGO, etc.) Enroute Diversion An enroute diversion may be caused by sudden weather degradation, technical problems or any other imperious reason. It is obvious that in such a situation the pilot has no time to prepare a flight log as for a normal cross-country flight. Consequently, proceed as follows: 1. Find a known position or check point, preferably ahead on the actual track, 2. From this point, draw a line towards airfield of diversion (preferably with a liner), 3. Estimate the track towards the airfield of diversion, 4. Measure with protractor the correct track (cross-checked with the estimated one), 5. Add or subtract estimated wind correction, 6. OVERHEAD the known position, take the heading and NOTE THE TIME, 7. Crosscheck the elapsed time after each 5NM and update duration of flight. Do not fly 360 turns to prepare a diversion! If overhead the known position and not ready for diversion, fly a heading and a time (max 1 minute) and after this time, fly opposite track to proceed back to known position. During a diversion, correct map reading should be paramount. Spot the easy identifiable checkpoints along the new route (from map to outside!) and adjust heading if necessary. 85/81 MIN MAX 21

22 TRAINING DEPARTMENT ANNEX 1 - USE OF AIRCRAFT LIGHTS MUST BE ON MUST BE OFF MAY BE ON MAY BE OFF NAV LIGHTS NIGHT/IFR _ AT ALL TIME DAY ROTATING BEACON &/or ANTI COLLISION IFR IN CLOUDS SPECIALLY AT NIGHT _ IN CLOUDS STROBE LIGHTS NEVER CLOUDS A/C VICINITY IN FLIGHT ALWAYS LANDING TAXI _ IN CLOUDS AT NIGHT WHEN ACFT NOT MOVING MOVING ON GROUND TAKEOFF & ON FINAL DAY BFS Policy Navigation lights: Strobe lights: Landing light: - ON for all flights. Shall be turned on just before engine start, until engine shut down. Remember: Nav lights on = Engine running = Danger! - At pilot discretion from entering the runway until vacated - At pilot discretion - ON during ground movement (taxi) - Take-off - On final - Should be OFF on ground outside aircraft movements. Anticoll. / Rotating Beacon: - As per aircraft equipment - ON from engine start until engine shut down (remember that damage may occur to those electronic devices due to voltage surge during electrical starter operation) 22