The Redcliffe Aero Club Student Training Manual V4.0

The Redcliffe Aero Club
Student Training Manual
The Redcliffe Aero Club (07) 3203 1777
RTO Number 40971 info@redcliffeaeroclub.com.au

Student Training Manual v4.0
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Page |2 TR00394 Student Training Manual v4.0 © The Redcliffe Aero Club
Contents
1.0 Pre & Post Flight Overview ................................................................................................................ 7
1.1 Introduction ............................................................................................................................ 7
1.2 Pre-Flight Procedures.............................................................................................................. 7
1.3 Scheduling ............................................................................................................................... 8
1.4 Post-Flight Procedures ............................................................................................................ 9
1.5 Logbooks ............................................................................................................................... 10
2.0 Documentation ......................................................................................................................... 11
2.1 Operations Manual ............................................................................................................... 11
2.2 Sign Out Sheets ..................................................................................................................... 11
2.3 Flight Log ............................................................................................................................... 11
2.4 Maintenance Release............................................................................................................ 11
3.0 Redcliffe Procedures ................................................................................................................. 17
3.1 Class G Radio Procedures ...................................................................................................... 17
3.2 Taxi and Departure................................................................................................................ 18
3.3 Arrival .................................................................................................................................... 19
3.4 Circuit Joining ........................................................................................................................ 19
4.0 Operating Procedures ............................................................................................................... 21
4.1 Pre-Flight briefing .................................................................................................................. 21
4.2 Normal Procedures ............................................................................................................... 22
4.3 Start & Taxi Procedures ........................................................................................................ 22
5.0 Preparation for Flight ................................................................................................................ 25
6.0 Resources .................................................................................................................................. 27
7.0 Syllabus Outlines ....................................................................................................................... 29
7.1 Recreational Pilot Licence (RPL) Training Syllabus ................................................................ 30
7.2 Private Pilot Licence (PPL(A)) Training Syllabus .................................................................... 32
7.3 Commercial Pilot Licence (CPL(A)) Training Syllabus ............................................................ 33
7.4 Instrument Flight Ratings (IFR) Training Syllabi ..................................................................... 34
7.5 Theory Exams ........................................................................................................................ 35
8.0 Pre-solo requirements .............................................................................................................. 37
8.1 Aviation Reference Number (ARN) ....................................................................................... 37
8.2 Aviation Medical ................................................................................................................... 37
8.3 General English Language Proficiency (GELP) Assessment ................................................... 37
8.4 Aviation Security Identification Card (ASIC) .......................................................................... 37
© The Redcliffe Aero Club TR00394 Student Training Manual v4.0 Page |3
8.5 Pre-solo Exam........................................................................................................................ 37

8.6 Aviation Radio Operator Certificate (AROC) Exam................................................................ 38
8.7 CASA Single Engine Endorsement Questionnaire ................................................................. 38
9.0 RPL Theory Lessons ................................................................................................................... 39
9.1 Operation of Controls ........................................................................................................... 39
9.2 Straight and Level .................................................................................................................. 43
9.3 Climbing and Descending ...................................................................................................... 46
9.4 Turning .................................................................................................................................. 51
9.5 Stall Recovery ........................................................................................................................ 54
9.6 Circuit Operations (Refer to Appendix 7) .............................................................................. 57
9.7 Advanced Stalling .................................................................................................................. 75
9.8 Crosswind Circuits ................................................................................................................. 75
9.9 Forced Landings (Refer to Appendix 9) ................................................................................. 75
9.10 Steep Turns and Compass Turns ........................................................................................... 83
9.11 Max Performance Circuits ..................................................................................................... 87
9.12 Precautionary Search ............................................................................................................ 87
9.13 Basic Instrument Flight.......................................................................................................... 88
9.14 Pre-test requirements ......................................................................................................... 100
9.15 Flight Test Requirements .................................................................................................... 100
10.0 PPL(A) Training ........................................................................................................................ 101
10.1 Introduction ........................................................................................................................ 101
10.2 Reference Material and Briefings ....................................................................................... 101
10.3 Basic Navigation Planning ................................................................................................... 101
10.4 Dead Reckoning Navigation ................................................................................................ 101
10.5 The Cycle of Navigation ...................................................................................................... 101
10.6 Alternate Requirements...................................................................................................... 103
10.7 Controlled Airspace ............................................................................................................. 104
10.8 PPL(A) Radio Phraseology ................................................................................................... 104
10.9 Lost Procedure .................................................................................................................... 104
10.10 Diversion Procedure ........................................................................................................ 105
10.11 Low Level Navigation ...................................................................................................... 106
10.12 Use of Navigation Aids .................................................................................................... 107
10.13 Nav 1 ............................................................................................................................... 107
10.14 Nav 2 ............................................................................................................................... 107
10.15 Nav 3 ............................................................................................................................... 107
10.16 Nav 4 ............................................................................................................................... 107
10.17 Nav 5 ............................................................................................................................... 107

10.18 Nav 6 ............................................................................................................................... 108
10.19 Nav 7 ............................................................................................................................... 108
10.20 Nav 8 ............................................................................................................................... 108
10.21 PPL(A) pre-test. ............................................................................................................... 108
10.22 PPL(A) Test. ..................................................................................................................... 108
11.0 CPL(A) Training ........................................................................................................................ 111
11.1 The Commercial Pilot .......................................................................................................... 113
11.2 Overview of Commercial Operations .................................................................................. 113
11.3 Flight Planning (Reserved) .................................................................................................. 113
12.0 Instrument Rating ................................................................................................................... 115
12.1 Standard Operating Procedures ......................................................................................... 115
12.2 Standard Power Settings ..................................................................................................... 127
12.3 Standard Circuit procedures.............................................................................................. 131
12.4 Operating Procedures Emergency/Abnormal .................................................................. 133
13.0 R.T.O. Students ....................................................................................................................... 139
Courses............................................................................................................................................ 139
AVI50219 Diploma of Aviation (Commercial Pilot Licence - Aeroplane) .......................................... 140
AVI50519 Diploma of Aviation (Instrument Rating) ........................................................................ 146
AVI50516 Diploma of Aviation (Flight Instructor) ............................................................................ 151
14.0 Appendices .............................................................................................................................. 153
Appendix 1 RPL W&B, Take-off, and landing Guide ................................................................... 155
Appendix 2 Pre-Flight Planning and Departure Brief.................................................................. 167
Appendix 3 Extract from CAOs Briefing ...................................................................................... 169
Appendix 4 Departure Briefing Single Engine ............................................................................. 171
Appendix 5 C172S Flow Scan ...................................................................................................... 173
Appendix 6 C172S Flow Scan G1000 .......................................................................................... 179
Appendix 7 C172 Circuit ............................................................................................................. 191
Appendix 8 Circuit Emergencies ................................................................................................. 193
Appendix 9 Forced Landing C172 ............................................................................................... 195
Appendix 10 Short and Soft Field Take-off ............................................................................... 197
Appendix 11 Precautionary Search and Landing ...................................................................... 209
Appendix 12 Basic Navigation Planning.................................................................................... 211
Appendix 13 RAC Standard Navigation Log.............................................................................. 215
Appendix 14 Dead Reckoning Navigation ................................................................................ 217
Appendix 15 Cycle of Navigation.............................................................................................. 223
Appendix 16 Approach Brief .................................................................................................... 225

Appendix 17 Australian Airspace Structure ............................................................................. 227
Appendix 18 Radio Phraseology ............................................................................................... 229
Appendix 19 Radio Phraseology Flow ...................................................................................... 239
Appendix 20 Non-directional Beacon (NDB) ............................................................................ 243
Appendix 21 Very Height Frequency Omni Range (VOR)......................................................... 255
1.0 Pre & Post Flight Overview
1.1 Introduction
Trainees are requested to conduct their pre-flight preparation according to the following
procedures. Note that all pre-flight, in-flight, and post-flight procedures must comply
with the conditions laid down in the Operations Manual and the aircraft’s’ Pilot
Operating Handbook (POH).
1.2 Pre-Flight Procedures

The following procedures are an example of how to approach a typical flying day. Due to
the nature of aviation we need to stay flexible as some items may need to be done out
of order. They should be conducted prior to flight and apply whether the flight is dual or
solo.
1) Complete the necessary study before each lesson.
2) Check the WEATHER (GAFs/TAFs) / NOTAMS
3) Check the schedule on FSM to confirm the flight booking and possible
amendments. Discuss with your instructor or operations any issues that
would prevent the booking from been completed as early as possible, as
such another student or instructor may be available to fill the allocated slot.
4) Fill out the Sign-Out Sheet. The Instructor will sign the authorisation column.
If the flight is a dual exercise the word “Dual” may be written in lieu of flight
review details. If the student is to conduct a solo exercise then the same
procedure applies, however last RAC flight, flight review and medical dates
must be completed by the student.
5) Obtain the aircraft folder including Maintenance Release, Flight Log, the
aircraft keys, and any other associated equipment. Ensure maintenance
release details are up to date and adequate for the flight (Refer to section
2.4). Anything that would prevent the flight from being completed should be
brought to the attention of the instructor or head of operations immediately.
6) Proceed to the aircraft.
7) Conduct the cockpit inspection and setup procedure as specified in
the Pilot Operating Handbook (POH).
8) Ensure that the Pilot Operating Handbook (POH), Quick Reference Handbook
(QRH), Certificate of Airworthiness, Certificate of Registration, GPS/GNSS
manuals are on board the aircraft.
9) Enter flight commencement times on the Flight Log checking that they match
the finish times of the previous sortie. Discrepancies should be highlighted
to an instructor or operations immediately.
10) Adjust the seat and position cushions, if required, in order to achieve the
correct eye height (discuss with instructor).
11) The aircraft windscreen should be cleaned

12) Complete the pre-flight inspection and remove the aircraft from the hangar if
required, ensuring that it is 9m for an engine start. It should also be parked in
such a way that the tail is pointing away from the hangar or other aircraft
(never push or pull aircraft without assistance from another student or
instructor).
13) On completion of the pre-flight inspection and before departure, the
maintenance release will be checked and signed by the instructor if first
flight of the day.
14) During the RPL syllabus, you will be given formal instruction on how to
complete “Performance Calculations” as part of your pre-flight planning.
Fuel requirements, weight and balance, and take-off and landing
calculations all form part of your pre-flight planning. (Refer to Appendix 1)
15) Complete the Preflight Brief with the instructor as early as possible so that the
flight component can be completed within the booking slot – any delays will
impact other student flights. Before
departing to the aircraft ensure that you have the required personal
documentation (licence, medical, maps, charts, flight plan and nav
equipment, watch, pen).
16) Prior to engine start conduct the ‘Last Chance Walkaround’. Also, before
engine start, briefings should be delivered to the Instructor as part of a Pilot
Self-Brief. (Refer to Appendix 2). Prior to takeoff (in the run-up bay) the
Departure and Takeoff Safety Briefing should be reviewed and confirmed
(having already been briefed before engine start). Remember the student
should self-brief before each flight.
1.3 Scheduling
The company operates seven days a week, typically on a 0800 to 1700 (later if night
operations occurring).
A student who has trouble in meeting scheduling requirements due to illness, distance to
travel, transport problems or personal commitments should immediately ring the
reception desk at the Aeroclub (07 3203 1777). You will need to be familiar with the
current cancellation policy, in order to avoid incurring fees for late cancellations. The
current policy requires 48 hours prior notice.
For general flights, students will be allocated a 2-hour booking which encompasses
enough time for pre- flight preparation, a pre-flight briefing and a 1-hour air exercise.
For students conducting navigation training, additional ground briefing time and airtime
will be allocated due to the nature of the operation. Those students will be expected to
present their flight plan (submitted) and aircraft pre-flight inspection details to the
instructor for inspection during the pre-flight brief. In the event that the aircraft is not
available for a pre-flight inspection, the inspection may be deferred to a time mutually
convenient to the instructor and student, in these cases you should make sure that the
pre-flight brief is conducted earlier so that adequate time is available after the brief to
complete the pre-flight inspection and start the engine as per the booking slot. You
must be flexible and ready so that flights are not cancelled or delayed.
1.4 Post-Flight Procedures

The following procedures should follow engine shutdown. Refer to your checklist after
engine shutdown.
The aircraft should be positioned either in one of the parking spots out the front of the
clubhouse or in the hangar. Fuel remaining should be ascertained by means of the dipstick
supplied as part of the aircraft equipment and the flight log completed. The control lock
should be secured, and the pitot cover placed on the pitot tube. Students must receive
assistance from an instructor to ensure wingtip and tail clearance if pushing the aircraft
into the hangar.
Good Airmanship dictates that:
• A brief walk around should be conducted prior to returning inside to ascertain
the aircraft’s serviceability.
• Any debris such as food wrappers, scrap paper, empty oil bottles etc; should be
removed from the aircraft not only as a matter of courtesy to future users but
more importantly as a matter of safety as these items could constitute a hazard
during flight.
• Any lost items need to be located – pen/pen lids can become lodged within the
flight controls and become a hazard to the safety of the next flight. If they cannot
be located inform your instructor or reception staff.
• The checklist belonging to the aircraft should be replaced in the left-hand map
pocket for the next user. If the checklist becomes damaged or lost during flight,
please advise an instructor or staff member immediately.
VDO and Tacho time should be entered in the appropriate columns of the Sign-Out Sheet.
Flight folder & keys returned to reception staff.
Any perceived damage noticed during the post flight walk around or an incident such as a
hard landing must be reported immediately to an instructor.
A debrief will then be received from the instructor or an instructor if the flight was a solo
training exercise. At the conclusion of the debrief, the student must enter details of the
flight in their personal logbook.
The student should take note that the logbook is not only their property, but also
responsibility, and should be correctly updated at the end of each lesson. The student
should then ascertain the time and type of their next lesson and study the required
sequence in the Student Training Manual.
If the flight carried a Search and Rescue Time (SARTIME), cancel it with Flightwatch via
telephone on 1800 814 931. A telephone call, rather than a radio call to Brisbane Radar, is
the preferred method to cancel SARTIME.
1.5 Logbooks
Under CASR part 141, the students are no longer required to keep their student logbooks
at the Aero Club. It is your responsibility to keep your logbook up to date. Following the
Pre-Test, the instructor conducting the Pre-Test, will reconcile your logbook against your
training record. Inaccurate and incomplete logbooks create an unnecessary
administrative burden, which can be avoided if you maintain your logbook correctly.
Instructions for completing the logbook are contained in the rear of each logbook.
If you are aiming to achieve a Commercial Licence, your logbook is the first item your future
employer is going to ask for at your interview. A poorly presented logbook speaks volumes
about any potential employee. Make sure that you use one black or blue pen throughout
your logbook and write in a neat and tidy manner.
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2.0 Documentation
2.1 Operations Manual

Part 141 Operations Manual is generally kept behind the front counter. It contains the
standard operating procedures for RAC training operations including all training syllabi.
2.2 Sign Out Sheets

A pilot hiring an aircraft through the Aero Club is required to fill out the Sign-Out Sheet
prior to accepting an aircraft folder. It is important that the correct date and an ETD to
the nearest half hour is recorded. If the student does not yet hold a medical or licence it
is acceptable to leave those columns blank, however if a licence and medical are held
and or required for a flight these must be recorded accurately. If the flight is a Dual
training flight, it is accepted that the ‘Flight Review’ and ‘Last RAC Flight’ columns are
noted as ‘Dual’, however if Solo Training of Private hire, the hirer’s last RAC flight and
flight review expiry must be recorded accurately.
Upon completion of a lesson or private hire, the VDO and Tacho times must be correctly
recorded on the sign out sheet, as this will be used for invoicing and training records.
2.3 Flight Log

The Flight Log is used to record the start and finish of your time with the aircraft.
Normally the aircraft will have a VDO or Hobbs meter and a tacho (engine RPM). The
VDO time is what you will record in your logbook. Always check the entry of the
previous flight is correct, against that displayed in the cockpit. Your start figures should
match their end figures. If there is a discrepancy, inform your instructor.
2.4 Maintenance Release

Think of the Maintenance Release (M.R.) as an accurate and convenient window on the
health and recent activity of an aircraft. Every aircraft must carry a current MR that has
been issued by an authorised person and signed by the person responsible for the
periodic inspection.”
Out-n-back
Civil Aviation Safety Authority (CASA) Website
“Sub-regulation 133 (1) (c) of the CARs directs that an aircraft shall not commence flight
unless there is in force a valid maintenance release covering the period of that proposed
flight. This is to ensure that the pilot-in-command is made aware that all required
maintenance on the aircraft has been completed and certified, that no maintenance is
scheduled to take place during the proposed flight and of all defects in the aircraft.”
CAAP 43-1 (1)
Civil Aviation Safety Authority (CASA)
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CASA split aircraft up into two maintenance categories, CLASS A and CLASS B. The
definitions of these categories are:
CLASS A - Regular Public Transport Aircraft (RPT).
CLASS B - Any other category than RPT.
Club aircraft are only operated in the ‘Private’, ‘Air work’ or ‘Charter’ category.
Therefore, the aircraft are maintained under the CLASS B maintenance requirements.
CASA Stipulate the requirements for each class of aircraft in the Civil Aviation
Regulations (CARs). The requirements are:
CLASS A
1. CASA CAR 39 - An approved system of maintenance.
CLASS B
1. CASA CAR 42A - The manufactures schedule of maintenance.
- The Cessna Progressive Care Program.
- 200 Hours or 1 year, whichever comes first.
- Details of maintenance required in the aircraft maintenance
manual.
2. CASA CAR 42B – The CASA Schedule.
- CASA CAR Schedule 5.
- 100 Hours or 1 year, whichever comes first.
3. CASA CAR 42C – A CASA approved system of maintenance.
“When issuing a maintenance release for a private CLASS B aeroplane below 5700 kg, the
person signing the maintenance release (Aircraft Maintenance Engineer) is to list all
calendar time based maintenance due in the next 12 months as well as an estimate,
based on previous operation of the aeroplane, of time-life’s maintenance that is
expected to fall due within the next 12 months.”
CAAP 43-1 (1)
Civil Aviation Safety Authority (CASA)
It is the responsibility of the Pilot in Command to ensure the aircraft will not exceed any
of these limitations during the flight. The astute pilot should check the maintenance
release prior to conducting the pre-flight inspection.
A copy of a maintenance release has been attached as Appendix A. The MR should be
checked in order of the parts. I.e. Part 1, 2, 3.

Maintenance Release Part 1.
Check that the current date is

Check that the not later than the expiry date
MR refers to and the current time-in-
your aircraft service does not exceed the
expiry hours
Check dates and times that

maintenance items are due and
ensure your flight will not
exceed the hours.

Maintenance Release Part 2

This section is used for issues that are outside the scope of scheduled maintenance and
is typically discovered by the pilot of the aircraft. As a student pilot, prior to holding a
licence, any issues discovered should be notified to Head of Operations or an Instructor
so that they can determine if the issue should be endorsed on the Maintenance Release
in Part 2. Not all issues in Part 2 will ground an aircraft. If you need clarification, feel
free to speak with an instructor.

Maintenance Release Part 3

When the daily inspection has been completed, the pilot in command, other than a
student pilot, or other approved person must certify for the satisfactory inspection by
signing Part 3 of the Maintenance Release. CAR43B requires that at the completion of
each day’s flying, the pilot in command or other approved person records on the
Maintenance Release the total flight time for that day.

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3.0 Redcliffe Procedures
3.1 Class G Radio Procedures

Redcliffe aerodrome (YRED) is in Class G airspace. Class G is non-controlled airspace,
meaning that no clearances are required, and no control tower is keeping an eye on
everyone. Since the airspace is not controlled, it is up to the pilots to maintain their
own separation from each other, meaning we need radios to communicate with each
other. Below is an example of the standard radio calls used within Class-G airspace.

Radiotelephony pronunciation of letters and numbers shall be in the phonetic form as follows:
A ALFA Al fah N NOVEMBER No VEM ber 0 ZE-RO

B BRAVO BRAH voh O OSCAR OSS cah 1 WUN
C CHARLIE CHAR lee P PAPA Pah PAH 2 TOO
D DELTA DELL tah Q QUEBEC Keh BECK 3 TREE
E ECHO ECK ho R ROMEO ROW me oh 4 FOW er
F FOXTROT FOKS trot S SIERRA See AIR rah 5 FIFE
G GOLF GOLF T TANGO TANG go 6 SIX

H HOTEL Hoh TELL U UNIFORM YOU nee form 7 SEV en
I INDIA IN dee A V VICTOR VIK tah 8 AIT
J JULIETT JEW lee ETT W WHISKEY WISS key 9 NIN er
K KILO KEY loh X X-RAY ECKS ray DECIMAL DAY SEE MAL
L LIMA LEE mah Y YANKEE YANG key HUNDRED HUN dred

M MIKE MIKE Z ZULU ZOO loo THOUSAND TOU SAND
3.2 Taxi and Departure

It is important to pre-select a departure runway and brief yourself prior to engine start.
The decision on which runway to use will be based on several factors including wind,
aircraft already established in the circuit, noise abatement and departure track. If there is
light or nil wind, it is preferred to use runway 07 for take-off and 25 for landing to avoid
neighboring residents. In other cases, take-off and landing should be made into wind,
unless a circuit direction has already been established and any tailwind component does
not exceed that of the aircraft’s maximum permissible.
Before broadcasting any intentions, it is important to ensure the radio equipment is
serviceable by conducting a radio check just after engine start. An example radio
broadcast for a radio check would simply be:
“Redcliffe traffic, Cessna one-seven-two, Sierra-Papa-Papa, request radio check,

Redcliffe.”
A broadcast of taxi and departure intentions should be made on the aerodrome Common
Traffic Advisory Frequency (CTAF) (127.15) immediately prior to taxi using correct radio
telephony phraseology. An example broadcast would be
“Redcliffe traffic, Cessna one-seven-two, Sierra-Papa-Papa, taxying runway zero-
seven for departure North, Redcliffe.”

The radio transmission should be rated by another station (aircraft or ground based radio)
on the same frequency on a scale out of 5. ‘0’ being unreadable and ‘5’ being loud and
clear. It is good airmanship to respond to the person rating your transmission with a rating
of how you read them.
E.g. YRE: “Sierra-Papa-Papa, Yankee-Romeo-Echo,
reading you five!” You: “Yankee-Romeo-Echo, Sierra-
Papa-Papa, reading you five!”
It is a requirement at Redcliffe Aerodrome that the entire runway be used for take-off. This
means that all aircraft must back-track the runway and turn around to line up on the
centreline prior to rolling. The correct radio call prior to entering the runway would be:
“Redcliffe traffic, Cessna one-seven-two, Sierra-Papa-Papa, entering and backtracking
zero-seven, departure North. Redcliffe”
Departures to the North generally are at an altitude of 1000 feet and along the coast of
Deception bay until Beachmere. This ensures separation from arriving aircraft from the
same point at 1500 feet.
3.3 Arrival
Arrivals from the Northern training area will be conducted via Beachmere at an altitude
not below 1500’. Due to the controlled airspace above the field, pilots should maintain
1500’ as accurately as possible to remain outside controlled airspace (OCTA) and
maintain adequate separation from departing traffic at 1000’. This is maintained until
on the non-active, or “dead-side” of the circuit. A diagram explaining circuit joins can
be seen below.
Unless life jackets are worn, pilots should fly along the coast within gliding range of land.
3.4 Circuit Joining

The circuit shall be joined in accordance with the AIP and ERSA and as seen in the below
diagram. At least one two circuit legs must be flown, in other words, no straight in
approaches are to be made. For most operations, the standard arrival would be
overhead at 1500’ and descend on the non-active side for a midfield crosswind join to
the active runway.
The correct circuit direction at Redcliffe, outlined in the ERSA, is left hand turns for
runway 07 and right hand turns for 25.
At least two circuit legs must be flown, in other words, no straight in approaches are to be
made.
It is important that pilots maintain a high level of situational awareness while in the
circuit due to the high volume of training aircraft in the area. Pilots will do this by
monitoring and broadcasting on the CTAF frequency and maintaining a good look-out.
The minimum required radio broadcasts while conducting circuits are a joining call and

a base call.
e.g. Joining the circuit: “Redcliffe Traffic, Cessna one-seven-two, Sierra-Papa-
Papa, Joining mid-field crosswind, runway zero-seven, Redcliffe.”
Turning base: Redcliffe traffic, Cessna one-seven-two, Sierra-Papa-Papa, turning
base, runway zero- seven, touch-and-go, Redcliffe.”

4.0 Operating Procedures
4.1 Pre-Flight briefing

PRE-FLIGHT BRIEF
In the briefing room the instructor will present the student with a pre-flight brief. The
pre-flight brief will cover the theory required to conduct the flying sequence and any
threat and error or airmanship points for that lesson. This is the perfect opportunity for
students to ask questions about a previous lesson or about the upcoming flight
component of the current lesson. The initial lessons in the RPL syllabus generally all
follow a similar structure with clear aim, objectives, and content.
Once a student has gained a bit of experience the instructor may ask their student to
brief them on the conditions for the day including weather, NOTAMS, aircraft
maintenance, and weight and balance information for the flight.
At the aircraft:
PASSENGER BRIEF
Refer to Appendix 3
DEPARTURE BRIEF AND TAKEOFF SAFETY BRIEF
Pre-Take-off Considerations (Take-off Safety Brief (TOSB))
The purpose of pre-take-off considerations is to prepare you to act quickly in the unlikely
event of an engine failure during or after take-off.
On training flights, they are to be said aloud. However, if you are carrying passengers do
not call them aloud, as you may cause undue concern. You should still recall these items
internally.
The following brief is to be conducted before engine start with the emergency
procedures section being reviewed and confirmed prior to take-off. (Refer to Appendix
4)
It is important to realise that the TOSB in appendix 4 is a generic sample, and should be
altered based on the specific conditions of the day (aircraft type, wind strength, airport
of departure, aircraft weight)
Example: “With an engine failure once established on crosswind and not below 900 feet
AGL – I will turn
back for a landing runway 25”.
Extra height has been added because on this day, there is a strong wind that will shorten
the glide distance when turning back.
Example: “With an engine failure airborne and insufficient runway remaining – I will
adopt the glide attitude, select a field within 30 degrees either side of runway heading
and land. Today on runway 25 we have the open ground to the right” This is specific to

a take-off on runway 25 at Redcliffe

The TOSB should be concise, short, and specific to the
takeoff conditions. If time permits, conduct shutdown
sequence from your aircrafts POH.
The use of flaps in these circumstances will depend on the availability of a landing area.
If there is a field close by, full flap may be required. If the field is some distance away,
flaps should be left until a safe landing is assured.
4.2 Normal Procedures

We use a scan flow (Refer to Appendix 5 and for G1000 equipped aircraft, refer to
Appendix 6 and checklist technique, based on Boeing procedures, common to many
charter and airline organisations. The methodology behind these procedures is as
follows:
▪ The POH is the authority for operating the aircraft.
▪ In the cockpit the pilot must perform the procedures outlined in the handout from
recall and follow a scan flow technique. Once all actions have been completed, the
pilot refers to the Checklist to confirm all vital checks have been completed.
Checklists are used to verify that critical items affecting safety have been
accomplished. These procedures are designed to minimise crew workload and are
consistent with flight deck technology.
▪ a discrepancy occurs between a procedural item and the checklist, it is mandatory
that the checklist be discontinued until the respective item is properly resolved.
Good airmanship dictates that the pilot will commence the checklist from the start
again if distraction for the task occurs.
4.3 Start & Taxi Procedures

To start the engine, conduct a scan flow to ensure everything is set correctly and use the
checklist to ensure nothing was missed. Before starting, check the oil temperature
gauge to ascertain whether the engine temperate is warm or cold. If the needle is in
the green the engine is already warm, the engine priming procedure may be omitted. If
it is the first flight of the day, or if the engine has been sitting on the ground for an
extended period (especially in cold weather), a prime will be necessary. To prime the
engine, first ensure the master switch is on and the throttle is open about two
centimeters. Then switch the electric fuel pump on, before advancing the mixture
control to full. Monitor the fuel flow gauge and prime for approximately 5 seconds or
until a positive fuel flow reading is observed before returning the mixture control to
idle cut off and then switching off the fuel pump.
Once primed, ensure propeller area is clear and crank the engine until it has fired. When
the engine has started, let go of the key and slowly advance the mixture to rich and
adjust the throttle to keep the RPM around 1000.

Once the engine has started, complete the scan flow and checklist items before taxying.
Immediately after leaving the parking spot and commencing taxi, the brakes of the
aircraft should be checked for serviceability. You should feel positive and even pressure
on both pedals. Taxi speeds should be kept at a jogging pace and minimal power
settings used to maintain speed without relying heavily on the brakes.
Looking out the side window will help judge speed. To minimise spark plug fouling there
is a leaning for taxi technique outlined in the pilot operating handbook.
[Most of the aircraft flown at the club have similar start-up procedures however the
above procedures are based on the C172S model. If flying another aircraft, careful
study of the aircraft’s Pilot’s Operating Handbook should be made for differences in
procedure]

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5.0 Preparation for Flight

The purpose of the Student Training Manual is to ensure maximum benefit is obtained from
every training event. Well-directed preparation will result in the utilisation of training time
being more efficient. Having a clear understanding of your training syllabus will give you
the ability to always stay one step ahead in your training. The principle of successful
preparation is to pick the relevant material from the detailed texts. A list of relevant study
resources is outlined in the next section which will also assist in preparing you for your
training and the exams that will ensue.
Preparation for a training event is itself a skill that must be learnt over time. Expect to
make mistakes and get feedback on your methods of preparation as your flying training
progresses. Learn from these to focus and fine-tune your preparation.
Being physically prepared is also just as important as being mentally prepared. Having good
rest, staying
well-nourished and hydrated will help performance both on the ground and in the
cockpit. Wearing sunglasses and other sun protection such as hats and sunscreen is also
highly recommended to alleviate such distractions while flying.
In summary:
Establish the lesson requirements from the syllabus and study the numbers and limits from
the manuals.
Each training sequence and technique will build logically from this information, provided
you use your experience so far and apply these principles to the unknown.
Make sure to get adequate rest and eat before a lesson. Bring sunscreen, sunglasses, and
water along to the lesson.

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6.0 Resources
A wide range of reference material is available. A sound knowledge of what information is
available and where it can be found is essential if you are to prepare fully for each flight.
The following list is by no means exhaustive.
Flight Manual: The aircraft flight manual contains the following information:
▪ Aircraft performance and limitations,
▪ Normal and emergency procedures, and
▪ Flight characteristics.
Operations Manual: Provides company specific procedures. It is required reading for all
students.
Aircraft Checklists: Provides specific checks and procedures for operating a particular
aircraft. type.
Textbooks: There are many textbooks available for purchase online and from reception
at the club. Speak to your instructor to work out which texts and/or packages they
recommend for you.
Visual Flight Rules Guide: The VFRG covers most of the important air laws, procedures
and requirements for visual flying and will be a good reference for study during your
flight training.
Flight Publications and Regulations: You will need to become very familiar with the
contents of these documents. Some textbooks and the VFRG summarise and condense
the information from legislative documents, however it is just as important to
understand where the information you are reading derives from.
▪ AIP - Aeronautical information Publication
▪ ERSA – En-Route Supplement Australia
▪ CAO – Civil Aviation Order
▪ CAR – Civil Aviation Regulation
▪ CASR – Civil Aviation Safety Regulation
▪ CAAP – Civil Aviation Advisory Publication
You can access the AIP and ERSA on the Airservices website:
https://www.airservicesaustralia.com/aip/aip.asp.
NAIPS is another resource available through Airservices in which meteorological
information can be obtained, flight notifications submitted, and other resources found.
Redcliffe Aeroclub has a login which members can access with the following details.
https://www.airservicesaustralia.com/naips/Account/Logon
Charts: Maps and charts will be essential when beginning navigation training but can
still be useful in earlier training lessons to familiarise yourself with the training area and
local airspace boundaries.

Your own notes: You should make full use of your own notes for preparation and revision.

7.0 Syllabus Outlines

The following syllabi are used by The Redcliffe Aero Club for students other than those
students undertaking a Vocational Educational Training (VET) program. VET students
will be provided with a specifically designed syllabi and associated training plans.

7.1 Recreational Pilot Licence (RPL) Training Syllabus

Pre-Solo Phase
Syllabus Name Lesson Name Brief Dual Solo Gnd. Sch.

Operation of Controls 1.0 1.0 0.0 0.0
Straight & Level 0.5 1.0 0.0 0.0
Recreational Pilot Licence
Climbing & Descending 0.5 1.0 0.0 0.0

Turning 0.5 1.0 0.0 0.0
Stall Recovery 0.5 1.0 0.0 0.0
Take-off and Circuits - First Period 0.5 1.0 0.0 0.0
Radio Exam 0.0 0.0 0.0 1.0
(RPL)
Pre-Solo Exam 0.0 0.0 0.0 1.0

Circuits - Second Period 0.3 1.0 0.0 0.0
Circuits - Third Period 0.3 1.0 0.0 0.0
Circuits - Fourth Period 0.3 1.0 0.0 0.0
Circuits - Fifth Period 0.3 1.0 0.0 0.0
Performance Calcs And Safety 0.0 0.0 0.0 2.0
Circuits - Solo Check 1 0.3 1.0 0.0 0.0
Circuits - First Solo 0.0 0.0 0.3 0.0

Pre-Area solo Phase
Circuits - Solo Check 2 0.0 0.6 0.7 0.0
Recreational Pilot Pre-Area Solo Exam 0.0 0.0 0.0 1.0

Licence (RPL)
Circuits - Solo Practice 0.0 0.0 1.0 0.0
Advanced Stall Recovery 0.5 1.0 0.0 0.0
Crosswind Circuits 0.5 1.0 0.0 0.0
Crosswind Circuits - Solo 0.0 0.0 1.0 0.0
Forced Landings 0.5 1.0 0.0 0.0
Forced Landings and Emergency Procedures 0.3 1.0 0.0 0.0
RPL EXAM 0.0 0.0 0.0 4.0
Pre-RPL Phase
First Area Solo 0.0 0.0 1.0 0.0

Steep Turns 0.5 1.0 0.0 0.0
Recreational Pilot
Steep Turns and Compass Turns 0.3 1.0 0.0 0.0

Steep Turns - Solo 0.0 0.0 1.0 0.0
Licence (RPL)
Max Performance Circuits 0.5 1.0 0.0 0.0

Precautionary Search 0.5 1.0 0.0 0.0
Precautionary Search - Solo 0.0 0.0 1.0 0.0
Instrument Flight - Full Panel 0.5 1.2 0.0 0.0
Instrument Flight - Limited Panel 0.5 1.2 0.0 0.0
Pre-RPL Check 4.0 1.5 0.0 0.0
Consolidation (optional) 0.0 1.0 0.0 0.0
RPL Flight Test 0.0 1.0 0.0 0.0
TOTALS 13.6 25.5 6.0 9.0

7.2 Private Pilot Licence (PPL(A)) Training Syllabus
Syllabus Name Lesson Name Brief Dual Solo Sim I/F Gnd. Sch.
Nav 1 Brief 4.0 0.0 0.0 0.0 0.0 0.0

Nav 1 0.0 2.5 0.0 0.0 0.0 0.0
Nav 2 Brief 2.0 0.0 0.0 0.0 0.0 0.0
Nav 2 0.0 2.4 0.0 0.0 0.0 0.0
Nav 3 Brief 2.0 0.0 0.0 0.0 0.0 0.0
Nav 3 0.0 3.4 0.0 0.0 0.3 0.0
PPL(A) EXAM 0.0 0.0 0.0 0.0 0.0 4.0
Private Pilot Licence (PPL(A))
Safety Behaviours Kit - Workbook 0.0 0.0 0.0 0.0 0.0 0.5
Review
Nav 4 Brief 2.0 0.0 0.0 0.0 0.0 0.0
Nav 4 - Solo 0.0 0.0 2.5 0.0 0.0 0.0
Sim Brief 2.0 0.0 0.0 0.0 0.0 0.0
Sim 0.0 0.0 0.0 1.0 0.0 0.0
Nav 5 Brief 2.0 0.0 0.0 0.0 0.0 0.0
Nav 5 0.0 2.7 0.0 0.0 0.3 0.0
Nav 6 Brief 2.0 0.0 0.0 0.0 0.0 0.0
Nav 6 0.0 3.8 0.0 0.0 0.3 0.0
Nav 7 Brief 2.0 0.0 0.0 0.0 0.0 0.0
Nav 7 0.0 3.7 0.0 0.0 0.3 0.0
Sup Nav Brief (optional) 1.0 0.0 0.0 0.0 0.0 0.0
Consolidation (optional) 0.0 2.0 0.0 0.0 0.0 0.0
Nav 8 Brief 2.0 0.0 0.0 0.0 0.0 0.0
Nav 8 - Solo 0.0 0.0 4.0 0.0 0.0 0.0
PPL(A) Pre-Test Brief 4.0 0.0 0.0 0.0 0.0 0.0
PPL(A) Pre-Test Flight 0.0 3.0 0.0 0.0 0.3 0.0
TOTALS 25.0 23.5 6.5 1.0 1.5 4.5

7.3 Commercial Pilot Licence (CPL(A)) Training Syllabus
Syllabus Name Lesson Name Brief Dual Solo Sim I/F

Commercial Operations Brief 4.0 0.0 0.0 0.0 0.0
Nav 1 - Long DR & CTR Landing 0.0 5.0 0.0 0.0 0.3
PIC X-Country Consolidation 0.0 0.0 1.0 0.0 0.0
IF - Full Panel 0.5 1.0 0.0 0.0 0.8
IF - SIM ADF 0.0 1.0 0.0 0.0 1.0
IF - A/C ADF 0.0 1.0 0.0 0.0 0.8
IF - SIM VOR 0.0 1.0 0.0 0.0 1.0
Aeroplane Category Rating (CPL(A))
IF - A/C VOR 0.0 1.0 0.0 0.0 0.8

IF - A/C VOR & ADF 0.0 1.0 0.0 0.0 0.8
IF - SIM GNSS 0.0 0.0 0.0 0.9 0.0
IF - LTD Panel & UA 0.0 1.2 0.0 0.0 1.0
General Flying - Precision CCTS 0.0 1.0 0.0 0.0 0.0
General Flying - Precision CCTS Solo 0.0 0.0 1.0 0.0 0.0
STOL 0.0 1.0 0.0 0.0 0.0
STOL Solo 0.0 0.0 1.0 0.0 0.0
General Flying - S&L (Range, Endurance, Slow) 0.0 1.0 0.0 0.0 0.0
General Flying - Steep Turns/Limit Turns/Side Slip 0.0 1.0 0.0 0.0 0.0
General Flying - Steep Turns/ Limit 0.0 0.0 1.0 0.0 0.0
Turns/Side Slip Solo
Nav 2 - CTA Workload 0.0 2.5 0.0 0.0 0.0
Nav 3 - Solo 0.0 0.0 4.0 0.0 0.0
General Flying - Advanced Stalls & Incipient Spins 0.0 1.0 0.0 0.0 0.0
General Flying – Cross Wind CCTS 0.0 1.0 0.0 0.0 0.0
General Flying - CCT Emergencies 0.0 1.0 0.0 0.0 0.0
Nav 4 - Solo 0.0 0.0 4.0 0.0 0.0
Nav 5 - Long DR & CTR Landing 0.0 5.0 0.0 0.0 0.3
Nav 6 - Solo 0.0 0.0 5.0 0.0 0.0
Nav 7 - CTA Workload & DR Nav 0.0 2.5 0.0 0.0 0.3
General Flying Revision - Solo 0.0 0.0 1.0 0.0 0.0
CFI - Test Form Airwork & Test Form Theory 5.0 1.5 0.0 0.0 0.1
CFI - Dual Comm Nav 8 - CPL(A) Pre-Test Nav Ex 0.0 4.0 0.0 0.0 0.3
TOTALS 9.5 34.7 18.0 0.9 7.5

7.4 Instrument Flight Ratings (IFR) Training Syllabi
Syllabus Name Lesson Name Brief Dual Sim I/F Gnd. Sch.
Basic and Advanced IF Briefing 1.0 0.0 0.0 0.0 0.0
Basic and Advanced IF 0.0 0.0 2.0 2.0 0.0
ADF Briefing 1.0 0.0 0.0 0.0 0.0
ADF 0.0 0.0 2.0 2.0 0.0
Operational Rating - Instrument Rating (MEA)
VOR Briefing 1.0 0.0 0.0 0.0 0.0

VOR 0.0 0.0 2.0 2.0 0.0
DME Briefing 1.0 0.0 0.0 0.0 0.0
DME 0.0 0.0 1.0 1.0 0.0
RNAV Briefing 1.0 0.0 0.0 0.0 0.0
RNAV 0.0 0.0 1.5 1.5 0.0
ILS Briefing 1.0 0.0 0.0 0.0 0.0
ILS 0.0 0.0 1.5 1.5 0.0
Departure and Arrival Procedures 1.0 0.0 0.0 0.0 0.0
Briefing
Departure and Arrival Procedures 0.0 0.0 1.5 1.5 0.0
Nav 1 Brief 1.0 0.0 0.0 0.0 0.0
Nav 1 Sim 0.0 0.0 2.0 2.0 0.0
Nav 1 Flight 0.0 2.5 0.0 2.1 0.0
Nav 2 Sim 0.0 0.0 2.8 2.8 0.0
Nav 2 Flight 0.0 2.8 0.0 2.4 0.0
Nav 3 Sim 0.0 0.0 2.5 2.5 0.0
Nav 3 Flight 0.0 2.5 0.0 2.1 0.0
Nav 4 Sim 0.0 0.0 2.5 2.5 0.0
Nav 4 Flight 0.0 3.0 0.0 2.6 0.0
Nav 5 Sim 0.0 0.0 2.0 2.0 0.0
Nav 5 Flight 0.0 2.5 0.0 2.1 0.0
Optional ILS Nav 0.0 3.0 0.0 2.6 0.0
RAC ASSESSMENT (GROUND) 0.0 0.0 0.0 0.0 4.0
RAC ASSESSMENT (Practical) 0.0 4.0 0.0 3.6 0.0
TOTALS 8.0 20.3 23.3 40.8 4.0

7.5 Theory Exams

Completion of scheduled theory exams is critical to the successful progression of your
training. You should check your syllabus and make sure your self-study allows you to meet
the syllabus requirements. Failure to pass the scheduled exams will delay your training.
Booking the relevant examination is your responsibility.
All theory exams are based on the Manual of Standards (MOS). You should refer to the
MOS and use it as a study guide.
A summary of exams up to, and including, Multi-engine Command Instrument Rating is as
follows:
Phase of Training Exam Administrator Location

RPL(A) Pre-solo RAC RAC
RPL(A) AROC RAC RAC
RPL(A) Pre-area solo RAC RAC
RPL(A) RPL(A) RAC (CASA exam) RAC
PPL(A) PPL(A) RAC (CASA exam) RAC
CPL(A) CNAV - CPL(A) ASPEQ (CASA Archerfield and
Navigation CMET - exams) Maroochydore
CPL(A)
Meteorology CHUF -
CPL(A) Human
Factors
CLWA - CPL(A) Flight
Rules
& Air Law CADA -
CPL(A)
Aerodynamics CSYA -
CPL(A) Aircraft
General Knowledge
CFPA - CPL Operation,
Performance & Flight
Planning
IFR IREX ASPEQ (CASA Archerfield and

Exams) Maroochydore

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8.0 Pre-solo requirements

After your Stalling lesson, you will progress into your Circuit Training Phase of your RPL.
During this phase of your training, you will eventually conduct solo flights, acting as Pilot-
In-Command (PIC). Before you can act as PIC, you must complete several pre-requisites.
These are described in the following paragraphs.
8.1 Aviation Reference Number (ARN)

You must apply for your ARN through CASA. Check the CASA website and download the
appropriate application form, which you must submit to CASA. This ARN is like a
customer reference number. This number will be used by CASA as a management tool.
Applying for an ARN should be done as early as possible in your flying, as this will enable
you to undergo a medical, which will identify any medical issues which might impede
your flight training.
8.2 Aviation Medical

Once you have obtained your ARN from CASA, you can use your ARN to complete your
aviation medical with a Designated Aviation Medical Examiner (DAME). There is a list of
DAME on the CASA website, as well as instructions on the associated process.
There are classes of medical examinations. For those wishing to fly professionally; a Class
1 Medical is required.
8.3 General English Language Proficiency (GELP) Assessment

It is a requirement for all students to apply for a GELP Assessment. Application forms are
available on the CASA website. These assessments are simple but will require the
presentation of evidence associated with your education. They will include a practical
exercise through which your language proficiency will be assessed.
8.4 Aviation Security Identification Card (ASIC)

Current Civil Aviation Regulations (CAR) require that you be subject to an aviation
security status check prior to operating the aircraft as PIC. This can be achieved through
applying for an Aviation Security Identification Card (ASIC). An ASIC is required for you
to have access to sensitive areas, such as controlled aerodromes. Such access will be
required for you to complete your PPL(A) training.
8.5 Pre-solo Exam

The pre-solo exam is an on-line, in-house, exam administered by the RAC. You will be
allowed 30 minutes to complete the exam. Exams consist of 20 questions. Practice
exams are available.

8.6 Aviation Radio Operator Certificate (AROC) Exam

The AROC exam is an on-line, in-house, exam administered by the RAC. You will be
allowed 30 minutes to complete the exam. Exams consist of 20 questions. Practice
exams are available.
8.7 CASA Single Engine Endorsement Questionnaire

This is a generic questionnaire, which will necessitate you studying the relevant Pilot
Operating Handbook (POH). POH for each aircraft are available on the company
website. The completion of the questionnaire will form part of your formal
endorsement on the aircraft. The questionnaire can be located on the CASA website at:
https://www.casa.gov.au/sites/default/files/_assets/main/fcl/download/se_pist.pdf?acsf_fi
les_redirect
Once you complete the questionnaire, you must present it to an instructor for
endorsement. The front cover will be retained for your training record.

9.0 RPL Theory Lessons
9.1 Operation of Controls

Introduction
The first lesson is an introduction to the aeroplane in which you will be conducting most
of your training in as much as it is a lesson on the fundamental effects of each of the
aircraft’s primary and ancillary controls. The effects and operation of controls learnt in
the lesson will carry through to all aspects of flying in the future.
Eye Height
It is important to always have the same eye height on every flight, so that your
perspective out the windscreen is always the same and should be the same as your
instructor. The correct position for the Cessna 172 is where your eyes are in line with
the upper lining of the side window, or where you can just see the rivets on the nose
cowling.
On your first lesson you should take the time to learn where the seat needs to be
position for you to achieve this eye height. Cushions may be required, which is nothing
to be embarrassed about, as the seats have limited movement and we are all built very
differently. The importance of achieving accurate eye height for accurate flying far
outweighs the significance of using a cushion to achieve the necessary result.
Attitude
The attitude is the relationship between the aircraft’s nose and wings relative to the
natural horizon. In visual flying we reference the natural horizon to the angle and
distance of the instrument combing by looking out the windscreen.
The natural horizon is where the ocean meets the sky. When mountains, cloud or low
visibility obscure the natural horizon, you will need to make an educated guess as to
where the natural horizon is sitting.
Balance
An aircraft is said to be in balance when its longitudinal axis is in line with the relative
airflow. This is achieved by use of rudders and referencing the balance ball. When an
aircraft is out of balance you can also feel it by being forced to either side of your seat, like
turning a corner in a car.
Primary, Secondary and Further Effects

Elevator
The elevator is the control surface on the horizontal tail plane that can be deflected up and
down.
Primary
The primary effect of the elevator is to pitch the aeroplane. When the control

column is moved rearward the elevator deflects upwards, causing a downwards

movement of the tail and the nose to pitch up. When the control is moved
forward the elevator is deflected downwards causing an upwards movement of
the tail-plane and the nose to pitch down.
Secondary
There is no secondary effect of pitch.
Further
Assuming power setting remains constant, the result of the nose pitching
upwards higher than the level attitude creates an increase in drag, resulting in a
decrease in airspeed and increase in altitude. If the nose is pitched downward a
decrease in drag results in an increase in airspeed and a reduction in altitude.
Ailerons
The ailerons are the control surfaces on the outside trailing edges of each wing. They
pivot in opposite directions, as one side is deflected up the other side will deflect down.
Primary
The primary effect of the ailerons is to roll the aeroplane.
When the control column is rotated to the right (clockwise) the left aileron will
deflect downwards and the right aileron deflect upwards and the result is a roll to
the right. Once the controls column is neutralised the rolling ceases and a steady
right bank is maintained.
If the control column is rotated to the left (anti-clockwise) the left aileron is
deflected upwards and the right aileron deflected downwards, and the result is a
roll to the left. Once the controls column is neutralized the rolling ceases and a
steady left bank is maintained.
Secondary
The secondary effect of the ailerons is a yaw of the aeroplane.
Once the aeroplane has rolled to the right, neautralise the controls and notice the
nose will begin to yaw to the right.
Once the aeroplane has rolled to the left, neautralise the controls and notice the
nose will begin to yaw to the left.
Further
Since the secondary effect of roll is yaw and the secondary effect of yaw is roll, if
the aircraft is left unchecked, it may enter a spiral descent.
To recover a spiral descent. Simply roll the wings level then gently pitch the nose
up until out of the descent.
Rudder
The rudder is the control surface on the trailing edge of the tail which can be
deflected left or right.

Primary
The primary effect of the rudder is to yaw the aeroplane.
When the right rudder pedal is pressed, the rudder will deflect to the right
causing the nose to yaw to the right.
When the left rudder pedal is pressed, the rudder will deflect to the left causing
the nose to yaw to the left.
Secondary
The secondary effect of yaw is to roll in the same direction.
As the nose yaws right, without use of the ailerons the nose will
roll to the right. As the nose yaws left, without use of the
ailerons the nose will roll to the left.
This effect is more noticeable than the secondary effect of roll.
Further
Since the secondary effect of roll is yaw and the secondary effect of yaw is roll, if
the aircraft is left unchecked, it may enter a spiral descent.
To recover a spiral descent. Simply roll the wings level then gently pitch the nose
up until out of the descent.
Effect of Power
Without using the flight controls if the power is increased (forward throttle). The nose
will pitch up and yaw left (slipstream effect). When the power is reduced (rearwards
throttle), the nose pitches down and yaws right (lack of slipstream).
Generally, when increasing power, the goal is to increase the airspeed of the aeroplane
and the opposite when reducing power. Thus, it is important to maintain the nose
attitude while increasing or decreasing power so that deviations from the required
outcome are prevented.
When increasing power, hold the desired nose attitude with elevator (forward pressure),
wings level with the ailerons. Coordinate with rudder pressure to maintain balance (skid
ball centred). Trim off the control forces that are created. Remember final trim will not
occur until the airspeed has stabilised.
When decreasing power, hold the desired nose attitude with elevator (back pressure),
wings level with the ailerons. Coordinate with rudder pressure to maintain balance (skid
ball centered). Trim off the control forces that are created. Remember final trim will not
occur until the airspeed has stabilized.
Effect of Slipstream
Due to the propeller accelerating the airflow over the Elevator & Rudder control surfaces
they become more effective at high power settings.
When the aircraft is at low airspeed and high power the ailerons are not in the path of
the accelerated airflow and feel ‘sloppy’ when the elevators & rudder is still responsive.
There will be a strong tendency for the aircraft to yaw left and right rudder will be

required to overcome this yaw.

Effect of Airspeed
Airflow over the control surfaces creates the force required to manoeuvre the aircraft.
The faster the airflow (increased airspeed) the greater the force created.
When the aircraft is at slow airspeeds the control surfaces need to be moved through a
greater angle of deflection to create the same movement – as such the flight controls
are said to feel ‘sloppy’ as they are less responsive (rate of movement is reduced).
When the aircraft is at high airspeeds the control surfaces need to be moved through a
smaller angle of deflection to create the same movement – as such the flight controls
are said to feel ‘firm’ as they are very responsive (rate of movement is increased) and
care should be taken if the aircraft is in the yellow arc.
Effect of Airspeed on RPM
As the aircraft is has a fixed pitch propeller the RPM will be affected by changes in airspeed
and the throttle
will need to be adjusted to maintain a set power or RPM setting. Increases in airspeed
will increase the RPM for a set throttle position. Decreases in airspeed will decrease the
RPM for a set throttle position.
If the aircraft enters a spiral descent another effect of the increasing airspeed is to
increase the RPM and if not ‘checked’ the RPM could exceed redline. In the spiral dive
recovery technique if the airspeed is at the top of the green range or in the yellow –
immediately (but smoothly) reduce the power to idle (close the throttle). This will be
practiced in later lessons.
Effect of flaps
Changing the flap position causes a pitching tendency, extending flaps will cause the
nose to pitch up and raising the flaps will cause the nose to pitch down. Extending Flaps
also increase the lifting ability of the wing and increases the drag. The attitude will need
to be held constant and the aircraft re-trimmed when the airspeed stabilises.
Always check that the aircraft is within the flap operating range before using them.
Extend and raise flaps in stages.
Effect of Trim
All aeroplanes have an elevator trim that can relieve the pilot of sustained fore and aft
pressures on the control column.
To trim the aeroplane correctly in pitch, hold the desired Attitude with pressure on the
control column. Next, place your hand on the trim-wheel and trim to relieve pressures so
that the desired attitude is held without you exerting any pressures on the control
column.
If you are holding Forward pressure on the control column to maintain the Attitude – then
roll the top of the Trim wheel Forward. (Holding Forward – Rolling Forward)

If you are holding Rearward (Back) pressure on the control column to maintain the Attitude
– then roll the top of the Trim wheel Backwards. (Holding Back – Rolling Back)
If the load is high, trim quickly. As the load reduces, trim more finely (smaller and smaller
adjustments). Gradually the pressure on the control column can be relaxed.
Changes of trim may occur with changes of power, airspeed, flight configuration and
loading.
The FINAL trim position will not occur until the airspeed has stabilised.
9.2 Straight and Level

Introduction
Around 90% of all flying is conducted straight and level, meaning constant speed,
direction, and altitude. During visual flying, accurate altitude is maintained by holding a
constant attitude to the horizon and keeping the aeroplane in trim. This will also help
maintain a constant speed. Constant direction is maintained by reference to a visual
feature such as a mountain, river, building or other obstacle. Not only does this help
with accurate direction holding but will also allow you to notice changes in attitude and
lookout for hazards such as traffic, weather, birds, or other obstacles.
Steady Straight and Level flight, balanced and in trim, is desirable both for comfort and
good aeroplane performance. A sign of a good pilot is how well they maintain straight
and level flying.
Relationship between Attitude and Airspeed
In straight and level flight the aerodynamic forces are in equilibrium, meaning Lift is
equal to Weight and Thrust is equal to Drag. More information about this can be found
in the FTM and will be discussed during your brief.
The tradeoff box below represents the relationship between attitude (A), airspeed (V, for
velocity) and lift required to overcome weight for constant altitude.
As the airspeed is increased (represented by increasing size of the Vs), the angle of
attack must be reduced (represented by the decreasing size of the As) to maintain the
same amount of lift for that weight. As the aircraft is slowed (decreasing Vs) the angle of
attack must increase to maintain the same amount of lift.

Theoretically we can configure the aircraft at any angle of attack (before the stall) and
speed setting to achieve straight and level flight, however we typically establish some
basic configurations for ease of reference. The configurations are established using the
following expression:
Power + Attitude = Performance
A change in power setting will achieve a change in airspeed which results in the need for
a change in attitude as established above. The three configurations we teach at RAC are
slow, normal and fast cruise.
Configuration Power + Attitude = Performance

Slow Cruise 2000RPM 3 Fingers 85KIAS
Normal Cruise 2300RPM 4 Fingers 110KIAS
Fast Cruise 2500RPM 5 Fingers 120KIAS
Work cycles
To ensure we are accurately flying with the wings level and correct pitch, looking out for
traffic, and maintaining performance, we use standard work cycles. The maintenance
work cycle, Attitude – Lookout – Attitude - performance (ALAP) ensures we maintain
constant attitude, adopt a correct lookout technique, and only use instruments as the
final means to determine performance.
When transitioning between cruise configurations we use the transition cycle; Power –
Attitude – Speed – Trim (PAST). This ensures the aircraft is smoothly transitioned
between speeds while accurately maintaining altitude. It is important to let the aircraft
speed up or slow down when transitioning before making a change to attitude,
otherwise the aircraft may gain or lose altitude accordingly. Your instructor will guide
you through the transition but it’s important to also keep in mind that small changes in
attitude can result in large changes in performance. Trim should only be adjusted once
the speed has stabalised.
Because the aircraft you will be flying during your initial training will most likely have a
fixed pitch propeller, as the aircraft experiences changes in airspeed, the propeller too
experiences changes in RPM. As the airspeed increases RPM increases and RPM
decreases and the airspeed decreases. Thus, we Check – Adjust – Retrim (CAR) to

maintain desired power setting and performance.

Stability
Stability is an objects tendency to return to its original position. In the pitching plane a
Cessna 172 is quite positively stable. In the rolling plane the Cessna 172 is positively
stable at low angles of bank, neutrally stable at medium angles of bank and negatively
stable at steep angles of bank. The Cessna 172 is positively stable in the yawing plane.
Deviations from Straight and Level
If the aeroplane tends to climb, regain the desired altitude by gently applying forward
pressure and lowering the nose slightly below the straight and level attitude. If the
altitude deviation is more than 100ft above desired, reduce the RPM slightly in addition
to lowering the nose to assist in the descent. Once at the desired altitude, reset the
power and attitude and retrim to maintain desired altitude.
If the aeroplane tends to descend, regain the desired altitude by gently applying back
pressure and raising the nose slightly above the straight and level attitude. If the
altitude deviation is more than 100ft below desired, add power to full in addition to
raising the nose to assist in the climb. Once the desired altitude is reached, lower the
nose back to the straight and level attitude and wait for the aircraft to accelerate to the
target speed before reducing power back to the correct setting and trim.
It’s also important to maintain direction while also concentrating on maintaining height.
If the heading begins to wander, gently roll the wings toward the desired heading using
coordinated rudder and aileron controls. When on the desired heading, roll the wings
level and ensure the aircraft is in balance to avoid a drift in heading.
Balance
Whilst it is possible to maintain straight and level flight out of balance, it is not a
comfortable or efficient flight configuration to maintain. Flying out of balance causes
the occupants of the aircraft to lean to one side, like driving a car around a corner. It
also results in slower airspeeds for the same power setting, meaning higher fuel
consumption for the same distance.
Use the balance ball as a reference to maintain balance.
Cruising with Flaps Extended
The slower you fly the aircraft the more you will have to pitch to the nose up to maintain
altitude. In some circumstances you may wish to fly slow with an improved forward
visibility. Lowering flap to the first stage (10° in a C172) allows the aircraft to fly slower
with a normal cruise attitude. This is sometimes referred to as the bad weather
configuration.
To lower flap, ensure the airspeed is below the maximum operating speed for that
setting (110KIAS for 10° in a C172s), lower the first stage of flap and lower the nose to
the correct attitude simultaneously to prevent ballooning. As the increased drag sets in,
increase RPM as required and trim.
To raise flaps, ensure the airspeed is adequate according to POH recommendations.
Always raise flaps in stages, raising the nose incrementally between stages to prevent

sink and to maintain altitude. Adjust power and trim as required.

Threat and Error Management
Threat and Error Management is the principle of minimising risk by managing threats
and errors before they lead to undesired aircraft states. Threats and errors can be
associated with the pilot, the aircraft or the environment.
Environment
The training area can be a busy place and other aircraft can pose a threat to our
operations. Maintaining a good lookout is imperative to maintaining separation while
conducting any operation when visual flying.
An effective lookout requires the pilot to actively look in an orderly sequence around the
aircraft. You need to pause and allow your eyes to focus and process what it is seeing to
identify threats. It is also important to move your head to clear blind spots and to sight
hazards, behind, left, right, ahead, above and below.
All sighted traffic is to be reported to the instructor or other crew using the clock code
method. e.g.
“Traffic, 1 o’clock, high, crossing left to right.”
Aircraft
Being aware of how the engine is running can identify hazards associated with the
aircraft before they lead to undesired aircraft states. The engine instruments should be
checked regularly, noticing where the needles are pointing on each. Typically, if the
needles are indicating within the green range the engine is performing within its
operating limits.
Begin the habit of regularly checking the fuel level of each tank, taking note of any
asymmetric burning or abnormally high fuel consumption.
9.3 Climbing and Descending

Introduction
During every flight there must be a climbing phase and of course what goes up, must
come down. Therefore, climbing and descending is an important phase of flying to
become highly proficient at during the early stages of training.
Generally, if the nose is pointed above the horizon the aircraft will climb, and if the nose
is pointed below the horizon with a low enough power setting the aircraft will descend.
However, it is important to learn specific attitudes and power settings to achieve the
specific performance for required purposes.
Types of Climbs and Descents.
There are many different types of climbs and descents that may be achieved however
there are a few configurations we commonly focus on, as they achieve specific results
for the required purpose:

Best Rate of Climb

Known as VY, the best rate of climb is used to achieve the most height in the shortest time. It is the
most common climb in the RPL phase of training, and you should become familiar with the attitude
and speed early on. The POH specifies indicated airspeeds for best rate of climb and expected rates
of climb under certain conditions. It’s important to ensure you are targeting the IAS for your aircraft
as opposed to a specific rate of climb as this will vary markedly over different conditions.
Best Angle of Climb
Known as VX, the best angle of climb is used to achieve the most height over a given
distance. A common use for this type of climb would be for obstacle clearance following a
short field take off. It’s important to read the POH procedures for short field take off as the
target speed for obstacle clearance changes with flap set to 10°
Cruise Climb (Normal / Enroute Climb)
The cruise climb compromises vertical speed for horizontal speed with the main goal
being to achieve good cruise performance while still climbing at a moderate rate. There
is no specific performance to target for the cruise climb, however a good rule of thumb
is VY + 10 knots. The cruise climb also offers much better engine cooling and forward
visibility.
Glide Descent
A glide descent is a descent at idle power used mainly to practice engine failures. To
achieve the best horizontal distance during a glide descent we fly at Vg which is
stipulated in the POH and may vary at different aircraft weights. When practicing glide
descents, the engine cools rapidly meaning close attention should be paid to the oil
temperature gauge. Periodic warming should occur every 1000ft during a glide to assist
in the prevention of spark plug fouling. Gently increase the rpm toward the green arc
on the tach and return to idle.

Cruise Descent
Cruise descent is the most common type of descent. It maintains good horizontal
performance while still descending at a reasonable and comfortable rate of descent.
Generally, the cruise IAS can remain constant and the performance that is targeted is a
vertical speed of 500 feet per minute.
This is the only type of climb or descent that used the VSI as the main performance
instrument. Care must also be taken to keep the airspeed out of the yellow arc (on the
ASI) if not operating in smooth conditions.
Aimpoint Descent
The aimpoint descent is that used on the base and final legs of the circuit. The idea is to
target a specific aimpoint on the ground as opposed to a specific rate of descent or
airspeed.
Just like flying straight and level, to achieve specific climb or descent performance:
Power + Attitude = Performance
Climbing

Cruise Climb Full Nose on Horizon 95KIAS
Best Rate (Vy) Full Top of Instruments 74KIAS
Best Angle (Vx) Full Corner of Combing 62KIAS
Work Cycles
Entering a Climb
Prior to entering a climb, pick a reference point ahead to track towards and conduct
a good lookout.

To enter a climb, we use the transition cycle; Power – Attitude – Speed – Trim
(PAST). Setting an attitude and holding it constant while waiting for the speed to
stabilize will achieve much more accurate and comfortable flying than chasing a
target airspeed. Remember that small changes in attitude can result in large
changes in performance. It is important to note that all climbs will use full power
and due to the increase in slipstream remember to use right rudder to maintain
balance.
Maintaining a Climb
The maintenance cycle for any manoeuvre is always Attitude – Lookout –
Attitude – Performance (ALAP). However, during a climb, the high nose attitude
limits forward visibility and so every 500 feet the nose should be lowered to
conduct a lookout for traffic, terrain, or weather and to maintain direction.
Whilst you are between the 500ft check heights you still need to be looking out in
all areas that are not obscured by the high nose. Engine instruments should also
be monitored periodically to identify any overheating. If the temperature rises
excessively, lower the nose to increase forward airspeed.
Exiting a Climb
Anticipation of the level off should occur within a few hundred feet of the target
altitude, however the actual level off should not occur until reaching that
altitude. To exit the climb the work cycle is: Attitude – Speed – Power – Trim
(ASPT). After lowering the nose to the straight and level attitude, the power
should be left at full until the aircraft has had a chance to accelerate. Once within
10% of the desired speed, reduce the power to a cruise setting and trim as
required.
Descending

Cruise Descent 2100RPM 5 Fingers 500fpm
Glide Idle 4 Fingers 68KIAS
Aimpoint 1500RPM Half Sky & Ground 65-75KIAS

Work Cycles
Entering a Descent
Prior to entering a descent, pick a reference point ahead to track towards and
conduct a good lookout.
To enter a descent, we use the same transition cycle; Power – Attitude – Speed –
Trim (PAST). Setting an attitude and holding it constant while waiting for the
speed to stabilise will achieve much more accurate and comfortable flying than
chasing a target airspeed. Remember that small changes in attitude can result in
large changes in performance.
Maintaining a Descent
The maintenance cycle for any manoeuvre is always Attitude – Lookout –
Attitude – Performance (ALAP). When in a glide descent power setting is
constant (idle) and so airspeed and rate of descent are both controlled by use of
the elevator (pitch). In any other descent the power is variable and so we use
the elevators to control rate of descent and power to control airspeed. This has
a more direct effect than doing it in the reverse sense which may be taught at
other schools.
Exiting a Descent
Anticipation of the level off should occur within a few hundred feet of the target
altitude, however the actual level off should occur at 50 feet above the target
altitude for a cruise or aimpoint descent and 100 feet for a glide descent. To exit
the descent the work cycle is the same as the transition cycle used to enter the
descent; Power – Attitude – Speed – Trim (PAST).
Threat and Error Management Use of Throttle

Smooth operation of the throttle is important for maintaining an engine well.
The technique for good throttle operation is to open or close the throttle over a
three second period.
The engines also do not like going to full power after prolonged descents at idle
power. It is important to remember to warm the engine every 1000 feet by
advancing the throttle up to the green range over three seconds and back to idle
over 3 seconds. Again, once returning to cruise or full power when leveling off,
anticipate the level off early and gently increase the throttle.
Use of Flap
Use of flap will degrade climb performance, decreasing both the rate and angle of
climb.
Flap will also increase the angle and rate of descent which can be useful when we
need to get down quickly, but not so good when trying to maximise gliding range.
Care should also be taken not to exceed the flap operating speed limits specified in
the POH.

9.4 Turning
Introduction
Navigating the aircraft whether in the circuit, the training area or cross country would
not be possible without making the aircraft change direction. Turning is the act of
changing the aircraft’s direction of travel and is achieved by rolling the wings to certain
angles of bank. The greater the angle of bank the faster the aircraft can change
direction.
Types of Turns
Gentle (15° AOB)
Used for small heading changes, climbs and instrument flight.
Medium (30° AOB)
Most common type of turn, used during all level flight and descents.
Steep (45-60° AOB)
A more advance maneuver used for collision avoidance, and skill building. Only
to be conducted in level flight and slow descents.
Timed Turns
Most common timed turn is a rate one turn. This turn takes 2 minutes to turn
around 360° (3°/sec) and is used primarily during instrument flight but can be
conducted in all phases of flying. The angle of bank is variable and is calculated by
airspeed/10 + 7.
The type of turns focused on during your initial turning lesson will be gentle and medium
turns.
30° 30°

Work Cycles Entering a Turn

Prior to entering the turn select a reference point to roll the aircraft out on.
Conduct a lookout in every direction around the aircraft, tipping the wings to
clear the blind spot as you look left and right.
The work cycle for entering a turn is Bank – Balance – Backpressure (BBB). To enter
the turn, eyes must be ahead looking at the attitude, use a coordinated use of
Aileron & Rudder to roll the Attitude to a predetermined bank Attitude. Use the
elevators (backpressure) to select and hold the horizon in a position that will
maintain the desired performance (Level flight, Climb Speed, Descent
performance/speed).
At smaller angles of bank only a small amount of back pressure will be required.
(Techniques for Steep Turns will be covered in a latter lesson).
In climbing turns, as you already have rudder applied to counter the slipstream you
will have to increase or decrease the amount of rudder currently applied. It would
not be normal to apply left rudder when entering a left climbing turn but to instead
relax some of the right pressure being used to maintain the climb.
Once the desired bank attitude is reached, centralise the ailerons to maintain it.
Maintaining a Turn
The maintenance cycle for any manoeuvre is always Attitude – Lookout – Attitude
– Performance (ALAP). In large angle of banks expect to be making corrections
to maintain the bank attitude due to over banking tendencies.
Once the correct attitude is established, lookout into the turn, make sure that you
clear any blind spots in the direction of the turn. Readjust any minor deviations in
attitude before looking inside to assess the performance (Angle of Bank, Altitude,
Balance or Airspeed). Set accurate or at least initially, approximate attitudes
visually outside, before looking inside. When you do look inside, only look at one
instrument then look back outside to make sure that the Attitude has not changed.
Small changes in Attitude position will result in large errors in performance (and
due to the design of the performance instruments, the information will ‘lag’
what the Attitude will tell you).
Exiting a Turn
The same work cycle is used to exit as we used to enter; Bank – Balance –
Backpressure (BBB).
Approaching the preselected reference point, we need to anticipate the amount of
time required to roll out of the turn (rate of turn). It is not desirable to ‘snap’ the
wings level. Using a lead angle of approximately half the angle of bank will result
in good roll out speed. This will be estimated when using visual features.
During this rollout remember to use a coordinated use of Ailerons & Rudder.
Relax the back pressure otherwise you will roll wings level to a nose high

attitude and the aircraft will climb.

Corrections During the Turn
If the performance is not as required during a turn, make the correction by
looking ahead at the Attitude and changing it. Do not fall into the trap of looking
at the performance instrument whilst make attitude corrections with the
controls – it will result in you over correcting and creating an even worse
situation. As mentioned earlier the instruments ‘lag’ behind the Attitude of the
craft.
If the aircraft starts to descend during a turn, pulling back harder on the controls
often just increases the forces into the turn rather than arresting the descent. A
better technique is to roll out of the turn slightly, readjust the attitude and the
roll back into the turn using appropriate rudder and back pressure.
Adverse Aileron Yaw
When the ailerons are deflected without the coordinated use of rudder, the nose
will initially yaw out of the direction of the turn, this results in a unstable start to
setting the correct attitude and inevitability will result in altitude issues, angle
bank issues and from a passenger point of view a comfort issue.
Adverse aileron yaw can be overcome by using both Aileron & the Rudder in a
coordinated manager whenever the ailerons are deflected (entry to a turn, exiting
the turn for example).
Balance
Again, the rudder will be used to keep the aircraft in balance in all turns.
Although it is possible to turn the aircraft with rudder only and keep the wings
level this is a very uncomfortable situation as the aircraft is grossly out of
balance and will result in increased drag. Even for small heading changes use the
Ailerons to changes direction and rudder to maintain balance.
Use of Trim
Turns are normally a short term manoeuvre, as such the aircraft is not re-
trimmed for the turn, the pilot accepts the extra flight load on the control
column and maintains an accurate attitude. By not trimming the aircraft, once
the aircraft has recovered the lost airspeed that occurs during turns, the aircraft
is already in trim (remember that the airspeed needs to be recovered for this to
be true).
Rate of Turn
How quickly the aircraft changes direction around the horizon – typically larger
angle of bank larger rate of turn. Refer to briefing material for relationships and
formulas.
Radius of Turn
How large a circle the aircraft makes while completing a turn – typically larger
angle of bank smaller radius of turn. Refer to briefing material for relationships

and formulas.
Load Factor
The apparent increase in weight that is felt by the pilot and components of the
aircraft. Covered in more detail in the Steep Turning lesson.
Threat and Error Management Spiral Dive/Descent

Typically occurs due a missed handle turning manoeuvre (more common from
steep turns than gentle or medium turns). If allowed to continue will result in a
high and increasing airspeed, rpm & load factor. It should be recovered as soon
as it is recognised (as discussed in Effects of Controls).
Lookout
Before any turn, climbing, descending or level turns a thorough lookout must
occur. It is started from the opposite direction to the turn so that where you last
looked is where the aircraft will shortly be turning towards. Remember to move
your head to clear blind spots and in high wing aircraft you will need to lift the
wing tips to clear the area hidden by them.
9.5 Stall Recovery

Introduction
When referring to stalling an aircraft we are not talking about stalling the engine (like
stalling a car), but instead we are referring to aerodynamically stalling the wing.
When an airfoil is increased to beyond it’s ‘critical angle of attack,’ the airflow on the
upper surface of a wing is unable to follow the shape of the wing and so separates. This
results in a loss of lift and a change in the pitching moment. There is still lift being
produced on the forward portion of the wing, however, not enough to support the
weight of the aircraft so the aircraft will descend against the pilot’s control.
Since the airfoil stalls at an angle of attack (the critical angle of attack) this may occur at
a multitude of airspeeds depending on the configuration of the aircraft. The critical
angle is often said to be around 16° for most general aviation aeroplanes, however the
exact angle doesn’t really matter. The POH stipulates a range of speeds that the
aircraft will stall at in different configurations, but one factor that will almost always
remain the same in a stall is the aft position of the control column, i.e. The deflection
angle of the elevator.
This also means that a stall can occur during a climb, descent, turn, and straight and
level. It is therefore important to notice the symptoms of an imminent and a fully
developed stall, in order to avoid an inadvertent stall.
Symptoms
Imminent Stall
These are the symptoms that should alert a pilot to an approaching stall. If
recovery is made during this phase there should be zero height loss.

- High nose attitude

- Low and decreasing airspeed
- Reduced noise
- Reduced control effectiveness
- Stall horn
- Buffet
- Aft control position
Developed Stall
- Un-commanded rate of descent
- Un-commanded nose pitch down
- Possible wing drop
Exercise
Pre-Stall Checks (HASELL)
H – Height; sufficient to recover by 3000ft
A – Airframe; Flaps / landing gear set as required, trim for straight and level
S – Security; loose items, hatches, and harnesses secure
E – Engine; T’s and P’s in the green, fuel selection checked, mixture rich, carb heat
and cowl flaps as required
L – Location; clear of control steps, built up areas, cloud and near forced landing area
L – Lookout; clearing turns 90° in each direction – thorough lookout in all
directions. Conduct one 90° turn between subsequent stalls.
Stall Entry
- Close throttle (consider carb heat and cowl flaps if fitted)
- Prevent yaw with rudder
- Maintain altitude as speed decreases
- Ailerons neutral
- Continue to pull back on control column as stall warning sounds to induce the stall
Recovery
Imminent stage:
The angle of attack is approaching the critical angle. The angle of attack needs to
be reduced and airspeed increased.
- Ease control column centrally forward
- Apply full power (smoothly)

- Accelerate to a safe speed

- Level wings with aileron (as wings are not stalled)
Fully developed:
The angle of attack has exceeded the critical angle. The angle of attack needs to be
reduced and airspeed increased.
- Ease control column centrally forward to the straight and level attitude
- Apply full power (smoothly)
- Then level wings with aileron (as wings are not stalled)
- Recover to straight and level or climb (retracting flaps in stages)
If power is not available, the recovery is made by simply lowering the nose to the glide
attitude or until the stall horn ceases. This will reduce the angle of attack and convert
altitude for speed. You can expect to lose more height (200-300ft) than a powered
recovery.
A powered recovery, if applied correctly, should result in a height loss of around 50ft. The
correct technique is to smoothly apply power over 3 seconds and apply rudder to
overcome the yaw from
the slipstream and prevent a wing drop. You should not have to lower the attitude below
the straight and level attitude to recover completely. Once the airspeed has accelerated
through 55knots the wings may be leveled with ailerons, first stage of flap retracted, and
the nose pitched to the horizon to commence a climb. Above 60knots the final stage of
flap is retracted, and the aircraft will accelerate to VY. The aircraft is completely recovered
when leveled at the original altitude and on the original heading.
Configurations for Practicing Stalls:
Clean stall
Power Idle, flaps up, gear up, in balance
Approach stall
Power 1500rpm, flaps down, gear down, in balance
Wing Drop
Power 1500rpm, flaps down, gear down, no rudder input on entry (recover with
rudder)
Threat and Error management.
There are several threats and common errors that may occur during stalling exercises
including but not limited to: not having sufficient height to recover, mishandling the
engine, penetrating controlled airspace and conflicting with other traffic. These threats
can all be managed by conducting the HASELL checks before commencing the airwork.
To maintain situational awareness and reconfigure for subsequent stalling practice we

will also adopt a modified “HELL” check between stalls.

It is also important to consider operating limits for your aircraft, particularly when
conducting stall recoveries with flap and gear extended.
9.6 Circuit Operations (Refer to Appendix 7)

Introduction
The circuit pattern is designed to manage the flow of traffic around an aerodrome,
almost like lanes on a busy street. Every Flight starts and ends with a circuit in some
form or another, so a large portion of training is dedicated to perfecting the art of
circuit flying.
The circuit lessons combine the skills and techniques learned in the first five lessons;
climbing, climbing turns, straight and level, configuration changes while maintaining
straight and level, descending, descending turns and finally landing will utilise a similar
technique to the stall entry. You will now have to compress everything that has been
taught into a short 5 to 6-minute time frame to complete a full pattern, take-off to
landing.
From the first circuit lesson until your first solo, you will remain in the circuit pattern,
each lesson building from the foundations of the last and introducing a new element.
You will cover general circuit flying, take- off and landing, go-arounds (missed
approach), circuit emergencies, flapless circuits and adjusting your pattern for wind.
The Circuit Pattern
Runway names are denoted as two-digit numbers which are derived from the runway’s
magnetic heading to the nearest 10 degrees. At Redcliffe, the runway direction is 07/25
meaning runway 07 is on a heading of 070 degrees magnetic (actually 066°M) and 25 is on
a heading of 250 degrees magnetic (actually 246°M).
Take-off and landing of aircraft is generally conducted into wind to minimise the distance
required for each. That means that arriving and departing aircraft are both going in the
same direction. There are five legs to a circuit: Upwind, Crosswind, Downwind, Base and
Final. Each leg creates a rectangular shape extending out from the take-off direction in
left or right hand turns and ending in the landing direction.
The standard circuit pattern uses left hand turns, however sometimes due to local
regulations circuits may be conducted using right hand turns. This information would be
stipulated in the ERSA. At Redcliffe, the circuit uses left hand turns on runway 07 and right
hand turns on runway 25, this means that the circuit is always on the Northern side of the
runway.
The side of the runway that the circuit lies on is known as the active (or live) side. The
side of the runway in which the circuit is not active is known as the non-active (or dead)
side. Traffic on the active side must follow the circuit direction and the non-active side
may be used to manoeuvre the aircraft into a position to join the circuit appropriately.

Downwind
Base Crosswind
Final Upwind
Take off and Initial Climb (Upwind)

At Redcliffe, you must always back-track the runway in use to maximise take off length
available. You should make the turn to line up on the centerline in a direction to face the
circuit traffic. Before starting the take-off, roll select a reference point at the end of the
runway to use as an aid to keep the aircraft straight during take-off. A further aim point
should be selected on or just above the horizon to aid in centerline tracking after
rotation. The take-off is commenced by releasing the toe brakes if applied, sliding both
heels to the floor (i.e., toes off the brakes) and applying full power checking and
completing the Rolling Checks (i.e. refer to take-off decisions in the TOSB).
Your eyes should be focused on the reference points selected on line-up, use the rudder
to keep the aircraft tracking along the centreline. The aircraft will want to yaw left
unless a wind is blowing from the right. Do not make large sudden rudder inputs on the
ground, like taxing, adjust bring the aircraft back to the centerline further down the
runway.
In a crosswind, use the ailerons to counter the effect of the wind, ailerons are deflected
into wind. Start at full deflection and reach the neutral position by the time you are
ready to rotate – if ailerons are still deflected the aircraft will bank/roll once airborne.
The wind will want to weathercock the aircraft, so you will need to actively use the
rudder to maintain centerline tracking.
When the aircraft accelerates to rotate speed, VR, raise the nose to the horizon and
maintain that attitude. The aircraft will climb away from the ground and begin to
accelerate, the aircraft should be at VTOSS by 50’. VTOSS is the Takeoff Safety Speed that
should be reached by 50’. This ensures positive control of the aircraft should an engine
failure occur. The speed varies for aircraft and weights, refer to the POH.
Right rudder is used to keep the aircraft in balance (do not use it to change the direction
of the aircraft). At this stage we are still over the runway. Whilst still maintaining a focus
on the reference point, you will notice in your peripheral vision if the aircraft drifts off
the centerline.
Transfer your focus to the reference point on the horizon or in the sky. Select an
Attitude for the type of climb you wish to achieve on Upwind (for example VY). The
aircraft will accelerate towards the target speed – remember that final trim will not
occur until the speed has stabilised.
If there is a crosswind the aircraft will naturally weathercock into wind just after
rotating. This is ok. We wish to fly to the reference point along a specific path (the
extended centreline). This Drift (angle between the Longitudinal Axis and the Track),
allows the aircraft to fly towards the reference point whilst maintaining the extended
centreline. In the training area at 1500’ or more it can be difficult to notice this
sideways movement the aircraft experiences (aircraft is still in Balance), but close to the

ground it will be noticeable.

If the crosswind component is known you can estimate the approximate heading that
will be needed to maintain the centreline track. Wind strength will often vary with
altitude and therefore we should always use a reference point to maintain centerline
tracking after takeoff.
When the correct drift heading is set, the position that the reference point sits in
windscreen will remain constant. The Attitude is not affected, just the position of the
reference point. If you notice the reference point moving in the windscreen, Bank
towards it to reposition it correctly in the windscreen (then wings level again). If the
reference point moves right, bank right. Only a small Angle of Bank is required – we do
not want to overshoot the reference point, nor do we want too large an Angle of Bank
as our climb performance will suffer.
You should not look back towards the runway. This takes your focus away from flying the
aircraft during this critical stage of flight.
After Take-off checks
These checks are completed at a safe height above the ground to ‘clean’ up the aircraft
if required (gear/flaps), confirm normal engine operations, set a climb power setting
(typically maximum continuous power).
These checks are used to confirm that the aircraft has been configured correctly for the
subsequent segment. 300’ AGL (Above ground level) is the nominated height. Some
types of take-off use a small amount of flap to assist, this is usually retracted above a
certain speed & when clear of obstacles – the checks are confirming that the flaps have
been retracted. If a flapped takeoff occurred it will typically be at a different Attitude &
Airspeed than VY, once the flaps have been retracted, select the VY attitude and
accelerate the aircraft, re-trim once the speed has stabilised.
Some aircraft have retractable gear, it would have been retracted soon after lift-off, the
checks are used to confirm that they have been. Before getting too far from the airfield a
check of the Temperatures & Pressures during these checks allow you to make the
decision to turn on to crosswind if departing and complete a circuit and land before any
potential problems develop into an emergency. The reduction in the power, is for those
aircraft that have a limited ‘Full Power’ time (C206), additionally those aircraft with a
CSU will be set to a reduced Climb Power setting. In C172S maximum continuous power
is redline and we will climb if necessary, at Full Power – no reduction.
You will use an After Take-off check that includes items that a C172S doesn’t have – but
the point of including all of them now, is so that you are learning the primacy for when
you advance to those aircraft types that do have them, you don’t have to learn
something new.
You will need to Re-Trim if any Power or Configuration changes occurred during the checks.
Crosswind
Approaching 500’ above the aerodrome elevation conduct a lookout as taught during
climbing. If there is traffic still ahead on upwind or on crosswind delay turning, you do not
want to turn in front of traffic, this will close the separation between your aircraft. Ideally

the traffic is abeam you on downwind as you start the turn onto crosswind. Try not to
delay too long otherwise the circuit spacing becomes too large. Take into consideration the
aircraft you are following if it is slower, you need to allow a little extra space as you will
catch it up to it later in the circuit.
If you have a strong headwind and are climbing a steep angle, you may need to extend
your upwind leg before turning crosswind to ensure you give yourself adequate spacing
for a long downwind leg.
Prior to the turn, identify a reference point under the left wing that you will use to roll
out on for the necessary checks (Orientation / Traffic). The crosswind turn ideally
consists of a continuous turn onto downwind at a constant angle of bank, normally 10° -
15° AOB. Roll out onto your predetermined feature and conduct a quick orientation and
traffic check. You should determine your position and make corrections if required to
roll out on a correct spacing for downwind. Ideally the runway should be just behind
your left shoulder.
Orientation / Traffic Check
A quick check halfway through the turn (facing the reference point - level the wings) to
assess your orientation to the airfield and assess your position crosswind so that you
can make adjustments, (an increase or decrease in AOB) if required, to roll out on the
correct spacing on downwind. Typically, the airfield should be just over your left
shoulder behind the wing (you will learn this in flight).
When you have a crosswind on takeoff, this will result in a head or tail wind on
crosswind. Meaning that your radius of turn is greatly affected – this orientation check
will allow you to adjust and achieve correct downwind spacing every single time.
A headwind on crosswind results in a smaller radius, if no adjustments are made, then
the aircraft will be too close on downwind (which if unadjusted will mean too close on
the base turn & high final approach overshooting the runway). You will be able to tell as
the runway way will not be in the correct position over your left shoulder. A tailwind on
crosswind results in a larger radius, if no adjustments are made, then the aircraft will be
too wide on downwind (which if unadjusted will mean too wide on the base turn & a low
final approach, undershooting the runway and getting too close to terrain).
After the Orientation check and adjustments made, clear the turn (Traffic Check) on to
downwind using the same lookout technique taught in turning. If you did not see an
aircraft that was ahead of you before the crosswind turn, this is your last chance to
check if there is an aircraft to your right closing in. Additionally, to confirm that the
aircraft ahead to your left, is spaced correctly.
Prior to the turn, identify a reference point under the left wing that you will use to roll out
on downwind.
Downwind
Throughout continue the work cycle – (Attitude, Lookout, Attitude, Performance) ALAP.
Ideally you are at 1000’ when you are levelling wings on the downwind leg. This is not
always the case – the performance of the aircraft changes slightly depending on the
conditions of the day, the fuel load, pilot/passages, if a turn was conducted early or late

onto crosswind.
You need to transition from one Attitude to the Circuit Cruise Attitude. As the aircraft
accelerates through 95-100knots reduce the power to the Cruise Power Setting.
Complete the final attitude as required and trim appropriately.
Providing the aircraft is flying wings level with no drift, the correct spacing is indicated
out of the side window by the runway centre line crossing a position across the wing
strut. This is a technique used to visually assess you position. If used correctly, you will
position yourself approximately 1nm from the centreline when at 1000’. Due to the
seating position (which is to the left and right of the centre of the aircraft) your eye
height what you see when you conduct left circuit to right circuit will vary.
Left circuits – the runway should cross approximately 1/3 of the way down from the top of
the wing strut.
Right circuits – the runway should cross approximately ½ of the way along the wing strut.
It is typically referred to as ‘Half Wing Strut’, but understand, that you will need to make
slight adjustments
as required.
If the spacing is incorrect, then alter heading (coordinated turn - do not use rudder
alone) to intercept the correct spacing. As the correct spacing is achieved, readjust the
heading to fly the rest of the downwind at the correct spacing. Only small Angle of Bank
will be required.
If you are wide – the runway will cross higher than expected on the wing strut.
If you are close – the runway will cross lower than expected on the wing strut.
Do not to spend too much time looking at the runway to the detriment of attitude, traffic

& circuit position. During downwind the pre-landing checks shall be conducted. (Refer
C172 Circuit.docx)
These are commenced once the aircraft is trimmed at 1000 feet AGL.
Straight and Level flight must be maintained on downwind so care must be taken when
doing checks. Do not spend too much time with your head inside the cockpit conducting
checks, keep looking up to assess attitude, traffic & position in the circuit.
Aim Point
The aimpoint is a nominated position on the runway that we aim towards to assist landing.
We use the ‘Numbers’ as the aimpoint for most of runways. However, for runways that
have obstacles (fences/trees etc.) near the end of the runway you need to select an
aimpoint this is further into the runway. For runways that use approach guidance (PAPI,
T-VASIS, ILS) the 1000’ markers are used. What needs to be understood that an
aimpoint selected further into the runway will result in a touch down further into the
runway and overall a longer landing distance used.
1st Configuration Change
This is the 1st of 3 configuration changes the aircraft will undergo prior to landing. This
1st change in a normal circuit occurs abeam the aiming point. The power is reduced &
first stage of flaps is selected. The reduction in power will cause the nose to pitch down,
the flaps being extended will cause the nose to pitch up. As the speed reduction is
slower than the flap extension, the result will be initially nose up, as the speed reduces
expect the nose to pitch down.
Prior to extending flaps the airspeed needs to be checked to confirm it is within the flap
extend speed range.
The pilot’s job is to maintain height while this occurs, as such the Attitude needs to be
selected and held accurately.
Due to the pitch down tendency or reducing power and pitch up tendency of extending
flap, there is generally no trim change required in a C172 for this first configuration
change.
Maintain heading, height and speed until the base turn position is reached.
Check speed (white arc), select 20 degrees of flap. Check for traffic, lower the nose and
broadcast your position and intentions (non-towered).
Base
Towards the end of the downwind leg, the runway will pass behind the wing, so it is
important to maintain the downwind heading to keep the correct spacing.
The base turn position occurs when the aircraft is in a position that is 45º from the landing
threshold.
In strong wind conditions, you will adjust your AOB during the turn. Typically, not more
than 30 degrees AOB.
Prior to the base turn, identify a reference point under the wing that you will use to

roll out on. Anticipate the base turn position.
Complete a lookout to identify any threats prior to reducing the power and extending
further flap –
committing the aircraft to a descent.
Set half sky / half ground attitude and adjust power for a speed of 75 kts.
The aircraft needs to start a descent once the power & flaps are changed, if height is
maintained the airspeed loss will be large and could become unsafe. The attitude needs
to be changed to a descending attitude (pitch to select and hold the correct attitude).
The only change to this, would be if, the aircraft has extended downwind or on a wide
base, there would a need to maintain height until the correct point to achieve a
constant descent path. As such turn and maintain height (this is NOT desired if in the
normal base turn position – always start the descent with the turn in that case).
Aspect
The aspect is the shape of the runway. From the aspect you can judge if you are on
profile (correct approach path), left / right or high / low. Then you can make sensible
adjustments to re-intercept the correct profile.
If high – lower the nose to increase the rate of descent, this will increase the airspeed so
reduce the power to maintain speed.
If low – raise the nose to reduce the rate of descent, this will decrease the airspeed so
increase the power to maintain speed.
Refer back to Climbing for more information – remembering that if the power is a
variable it controls airspeed & elevators (attitude) controls rate of descent (and
therefore flight path).
Returning to profile – anticipate the need to stop the adjustment and return to the normal
descent power
& attitude setting. If you wait until it looks correct you will overshoot.
Head/Tail Wind on Rate of Descent
Angle of bank adjustments are mentioned above.
If you have a tailwind on base – this means you will complete the base leg in a shorter
period of time, and for the same rate of descent you will be high turning on to final. If
you have a headwind it will be the opposite and you will be low.
If tailwind – during the 2nd Configuration Change, use a slightly lower attitude to
increase the Rate of Descent, as a result decrease the power to maintain the correct
speed.
If headwind – during the 2nd Configuration Change, use a slightly higher attitude to
decrease the Rate of Descent, as a result increase the power to maintain the correct
speed.

To maintain the approach, path the following is used to help when making assessments:
AIM POINT – ASPECT - AIRSPEED
Throughout the base leg keep assessing your profile.

Anticipate the turn on to final, you need to consider the wind and turn earlier if there is
a tailwind on the base leg. You want to roll out on the centreline of the runway. Do not
overshoot.
Prior to the turn complete a lookout.
Constant Descent Profile
There are many ways to complete the same thing, on the base leg we are choosing to
adopt a constant descent profile. This means that you start descending at a point that
will allow you to continue the descent along the same flight path.
If the base turn position is in the normal position (45deg) then the aircraft starts a
continuous descent from here all the way to touch down.
Variations occur when the aircraft extends downwind or on a wide base position. An
analogy that is used to help understand when to start the descent (the turn may have
already occurred).
The Piece of String Analogy – The descent can be likened to a piece of string that has a
fixed length. If it is attached to the aiming point and extended back along final and then
bent along base it would be just long enough to reach the normal base turn position at
1000’. When the downwind is extended or on a wide base the string will not reach all
the way to the base turn position, thus the descent will need to be delayed until some
point on base, if not final (if very wide).
Final
The turn onto final is not at a specific height – the height will vary depending on when
you turned base. Your goal is to fly a profile by reference to the aspect of the runway.
Early Final - position approximately 1nm from the threshold
Mid Final - approximately 1/2 nm from the threshold
Short Final - close to the approach threshold
On final approach, the aim is to fly the aircraft to a position on short final that is:
- On Centreline
- At the correct height & distance
- In the correct configuration
- At the correct body angle (attitude)
You want to fly through this ‘box’ in the sky every single time consistently.

Stabilised Approach
A ‘stabilised approach’ and must be achieved by 300’ AGL otherwise a go around should be
initiated.
- The aircraft should on centreline
- The aircraft should be on profile
The aircraft should be configured correctly
- The airspeed should be within the correct speed tolerances
- All checks have been completed
When rolling out on finals complete the Finals Checks. (PUFFC). The Final checks need to
be completed before 300’ AGL, otherwise conduct a missed approach. During the Final
checks the aircraft undergoes power, attitude, configuration and airspeed changes.
Make sure that you keep assessing profile with the following work cycle:
AIM POINT – ASPECT - AIRSPEED
Aim Point
Also partially described above in the downwind section.
The Aim point would be the position on the runway where the aircraft would hit if the
landing technique is not used (Flare).
Aspect
The aspect is the shape of the runway. From the aspect you can judge if you are on
profile (correct approach path), left / right or high / low. Then you can make sensible
adjustments to re-intercept the correct profile.
If high – lower the nose to increase the rate of descent, this will increase the airspeed so
If low – raise the nose to reduce the rate of descent, this will decrease the airspeed so
Refer to Climbing for more information – remembering that if the power is a variable it
controls airspeed & elevators (attitude) controls rate of descent (and therefore flight
path).
Returning to profile – anticipate the need to stop the adjustment and return to the normal
descent power & attitude setting. If you wait until it looks correct you will overshoot.
Airspeed
The airspeed needs to be controlled to a small tolerance target speed -0 +5 knots. Power
controls airspeed. As you would have learnt in the theory any additional speed is
additional momentum (energy) that will

result in longer and potentially unsafe landing distances. A speed under the target speed
is not acceptable as the aircraft is less stable, controls become less responsive, you are
closer to the stall (reducing the safety margin), more susceptible to gusts of wind.
TRIM TRIM TRIM – with any adjustments TRIM!
Change in Approach Speed (Early Final to Late Final)
As the aircraft approaches mid final commence the speed reduction to the Vref speed so
that late final the aircraft is re-trimmed at the correct speed before the landing begins.
For example, C172R on base, target speed is 75knots, with the final checks the speed
slows to 70knots during early final, mid to late final the airspeed is slowed to 65knots.
Hold the aimpoint constant as the nose will pitch forward with the reduction in power
to decrease the airspeed.
Landing and Touchdown
A stable approach is required for a safe and consistent landing. Do not accept unstable
or inconsistent approaches, this will lead to bad habits and landing incidents &
accidents.
The first goal for any successful approach is to aim to fly the aircraft to a position on short
final that is:
- On Centreline
- At the correct height & distance
- In the correct configuration
- At the correct body angle (attitude)

You want to fly through this ‘box’ consistently.

Flare and Touchdown
The aim of the flare is to transition the aircraft from the final approach flight path
(‘box’) to a position where the aircraft will touch down on the main wheels at a low,
controlled rate of descent closing the throttle before touchdown. Within the Touch
Down Zone – refer to the Part 61 MOS for the expected distance depending on the
type of approach and phase of training.
From the ‘Box’ continue a little further pointing at the aim point, start slowly reducing
power.
As the aircraft get a little closer, and you will learn the correct visual cues with your
instructor during flight, the aircrafts body attitude needs to be progressively change
from the nose down aiming at the Aim Point attitude to a level then a nose up for touch
attitude.
If you transition from the nose down attitude to the landing attitude too aggressively
you will balloon and you should execute a missed approach – if you continue you will
land long and risk an uncontrolled touchdown.
Airspeed decreasing, AoA increasing
If you raise the nose, too soon at the ‘box’ position, the aircraft will level off, it will slowly
lose speed until it has no choice but to descend (if the pilot is not careful, he can stall it).

The aircraft is too high off the ground and the result will be a high rate of descent and a
hard landing on to the runway that could damage the aircraft/lead to bounce or
wheelbarrowing.
If you wait too long, the nose will touch first and the undercarriage is not designed for
the nose wheel to take any of the initial touch down forces, this can lead to aircraft
damage/wheelbarrowing.
At the right visual cue you transition (flare) from nose down to level attitude (hold-off),
look to level off just above the runway surface and as the speed washes off you will ‘see
in your peripheral vision’ or ‘feel’ further ‘sink’ - at this point complete the touchdown
by selecting the landing attitude, which is main wheel first (aircraft nose no higher than
the end of the runway).
During the flare, transfer your vision to the far end of the runway to assist judgement
during the hold-off and be patient (do not force the landing – do not push forward, the
airspeed will wash off and the aircraft will sink otherwise conduct a missed approach).
Looking at the far end of the runway allows better centreline tracking & your peripheral
vision will be able to detect changes in vertical height (picks up movement).
Be careful not to raise the nose too high otherwise you could get into an exaggerated
nose high attitude and risk striking the tail. Do not raise the nose above the end of the
runway during the flare otherwise you will directional information & as previously
mentioned possible tail strike.
Use of the CONTROLS
Elevators - control the flare/hold off and touchdown.
Ailerons - are used to position the aircraft over the centreline so that you touchdown on
the centreline or within the specified tolerances (refer to the MOS). Use small angles of
bank. In crosswind situations it is normal to touchdown the into wind wheel first then
the other main wheel followed by a controlled touchdown of the nose wheel.
Rudder - is used to align the longitudinal axis of the aircraft with the centreline so that
the aircraft does not touch down sideways on the undercarriage (the undercarriage is
not designed to take sideway loads). Your goal is to land straight and this is easiest, if
the aircraft is over the centreline, not to the left or right (otherwise you will have a
tendency to point towards the centreline which will be a sideways touchdown). Always
touchdown parallel to the centreline.
As the main wheels touch the runway, the aircraft will tend to pitch nose down.
Anticipate this, in a controlled manner, lower the nose wheel onto the runway and
keep the aircraft on the centreline with nose wheel steering through the rudder.
The Landing Roll
The rudder is used to maintain the centreline (as per takeoff). The ailerons are
progressively deflected into wind as the aircraft slows (opposite takeoff).
After the nose wheel is on the runway, plan the deceleration to achieve normal taxi
speed at the required turn off point. As the brakes are applied, the control yoke should
be progressively moved to the rear to keep the weight on the main wheels. Braking
pressure can be progressively increased as the aircraft slows down. Before turning off

the runway, assess the aircraft speed, the aircraft cannot be turned 90deg at more than
a fast walking pace.
After landing checks will be carried out only when clear of the flight strip.
Associated Circuit Procedures
The following procedures are included to be used where applicable in circuit operations.
Optimum braking technique
The most efficient braking technique involves one continuous even application of brakes
while keeping maximum weight on the main wheels with the nose wheel still on the
ground.
If the aircraft must be stopped in a short distance, you must achieve the correct Vref
speed and put the aircraft smoothly on the runway at the start of the touch down zone.
Smoothly lower the nose wheel and commence even braking immediately. The control
yoke should be progressively moved to the rear at a rate sufficient to just keep the nose
wheel on the ground, this rearwards movement shifts the weight of the aircraft onto
the main wheels increasing friction and braking efficiency.
Braking pressure is progressively increased as the aircraft slows down. During the early
stages of the landing run, sufficient braking pressure is available to lock the wheels and
possibly cause a tire blow out. A skidding wheel, which can cause a blown tire, is
indicated by an audible squeal and / or juddering. If you lock the brakes, release some
of the pedal pressure until the symptoms stop, then re-apply brakes without locking
them up again.
Landing on wet runways
When the landing surface is wet and particularly when there are pools of water present,
the aircraft will aquaplane in certain conditions. Aquaplaning is manifested by a
marked reduction in braking efficiency, where effective braking is lost, and the wheels
may stop rotating. If only one-wheel aquaplanes, the aircraft will turn away from that
wheel, i.e. if the left wheel aquaplanes the aircraft will swing right.
Crosswinds
Refer to the POH for the position of the controls when operating under crosswind
conditions, particularly during taxi. Use of the controls during the circuit has been
mentioned in the previous sections.
Touch and Go Landing
After landing, with the nose wheel on the ground and established on the centreline, with
the aircraft stable:
- Select flaps up (confirm visually)
- Select full power
- Maintain the centreline / centre of the runway with the rudder pedals
- Continue with Takeoff
- Caution – with the aircraft trimmed for landing there will be a strong tendency for

the nose to pitch up as speed is increased, that you must counter act.
Full Stop Landing
A full stop landing occurs when the aircraft comes to a complete stop. The expectation is
that the aircraft will vacate the runway after landing.
Traffic
Traffic density in the circuit pattern can be high. The PIC is responsible to See and Avoid
other aircraft. You need to keep a mental picture of aircraft in the circuit. Do not turn
inside other aircraft. Avoid transmitting over other pilot transmissions. Listen to other
Radio calls to make it easier to identify the position of other traffic. If in doubt SPEAK UP.
You need to be able to sight & follow traffic by First Solo.
LOOKOUT before every turn.
Radio Calls / ATC
Learn the required radio calls and understand what is expected in return this will allow
you more mental capacity to focus on other tasks. If in doubt use plain English. You
need to be proficient before First Solo.
Missed Approach / Go-Around
The situations where a missed approach is necessary are:
o Runway obstructed (landing or taking off aircraft does not have the required
spacing as per the AIP/JEPPs)
o Traffic ahead not sighted
o Aircraft well above or well below correct glide path
o Aircraft not stabilised on approach by 300 feet AGL
o Stall warning sounds but not established in the hold off at the correct height
o Excessive nose high attitude (nose above the horizon) during the flare
o Any time the PIC deems necessary
o ATC instructions
The missed approach procedure is:
o Full Power
o Apply forward pressure to maintain a straight an level attitude
o Retract the first stage of flap
o Pitch the nose to start a shallow climb
o Above 56KIAS retract the second stage of flap
o Pitch the nose slightly higher
o Above 60KIAS and a positive rate of climb retract the final stage of flap
o Climb at best rate of climb.

Make a radio call once the aircraft is safely under control in the climb, not first.
Follow up the Missed Approach / Go-Around with After Takeoff checks (you may be above
300’ and you
will forget them if that is your only que as to when they are conducted).
Wind Gusts
Apply half the gust factor to the approach speed.
For example: Wind is 100 at 10 knots
gusting 20 knots. The gust factor is 20-
10, so 10 knots.
Approach speed is VREF + 5 (half gust factor).
Separation from Aircraft Taking off & Landing
You need to fly the aircraft to keep spacing with other traffic in the circuit or about to
enter the circuit. You will catch aircraft if you turn inside them, or you are faster than
them, and when you are on final and they are slowing on the runway (especially if they
full stop). You as the PIC are ultimately responsible. The JEPP/AIP has the separation
minima for take-off and landing, refer to the ATC section. Take note that for light
aircraft they can be closer but remember to apply the greater separation for bigger
aircraft.
Circuit emergencies (Refer to Appendix 8)
Rejected take-off
The pilot may decide to reject, or abort, a take-off for many reasons, including:
o An obstruction on the runway
o Loss of engine power
o Faulty instrument indications
o A command from ATC
o Procedure to abort the take-off
o Close the throttle fully
o Keep aeroplane straight with rudder
o Brake firmly, (refer to the Optimum braking technique in the Circuits lesson)
o If necessary, shut down the engine
o Radio your situation to ATC
Engine failure after take-off (EFATO)

The EFATO is normal practiced soon after liftoff and must be recovered (Go-Around
initiated) by the upwind end of the runway and 100ft AGL. This exercise simulates an
engine failure below 500ft AGL.

No matter when the engine fails in flight, the priority is to maintain safe control of the
aeroplane. If control is not maintained then you have no options available, do not allow
the aircraft to stall.
The EFATO drill is:
- Immediately lower the nose to the gliding attitude to maintain flying speed
- Select a field with +/- 30⁰ of nose. Do not turn back to runway
- Use flaps as required to land in selected field
- Complete emergency checks (time permitting) – carburetor heat on, mixture rich,
fuel on
- Mayday call (time permitting)
- Secure engine (time permitting) – fuel off, mixture idle cut-off, magnetos off,
master off (when flaps extension no longer required)
Maintaining flying speed is vital and more important than any radio call or emergency
check. A turn back to the airfield is when most pilots get themselves into trouble, they
inevitably stall then spin the aircraft – at that high is un-recoverable and most likely fatal.
You will be taught when it is safe to turn back and when it is not, you will practice safe
turn back techniques at altitude in the training area.
Glide Approach
Refer to the practice force landings & descent lessons for more information about glide
speeds/angles & relationships.
The glide approach and landing, made without the assistance of power, is used when an
engine failure has occurred. It is also very good for developing your judgement of aspect
& wind.
As the aircraft has no power, the aircraft descends at a steeper Angle of Descent, as a
result you need to be a lot closer to the airfield on base.
Flapless Circuit
A flapless circuit must be made when flaps are not available. The pattern varies only
slightly from the normal circuit. Circuit size and approach profile should not change to
that of a normal circuit. Without the drag from the flap, the aircraft requires less power
to maintain the target airspeed. Without flap, the Vs is increased and therefore, our Vref
(1.3 x Vs) is increased. All targets speeds are increased accordingly (+ 5 KIAS). Typically,
you should fly 70 kts on final.
On downwind and abeam the aiming point, reduce the power to a setting lower than
for a normal approach (usually -300RPM or –3” MAP). A lower power setting will be
required to assist the deceleration of the aeroplane due to the unavailability of flaps.
As the speed reduces maintain heading and altitude, trimming for a slightly higher nose
attitude.
At the normal base position, reduce power to a setting that will achieve the normal base
IAS + 5 KIAS (usually -300RPM or -3” MAP below normal approach setting).
The control technique for approach path and airspeed is the same as the normal circuit.

With the aircraft in the clean (no flap configuration), the aircraft accelerates quickly and
easily even with small power changes, whereas it tends to lose speed more slowly.
Power changes required to maintain target airspeed need to be small and precise.
If the airspeed can increase to 5 KIAS above target speed. It takes a long time to lose the
speed even with a large reduction in power. In light wind conditions, it becomes even
more important to maintain accurate airspeed because the ground speed is higher at
the higher flapless circuit speeds and therefore, there is less time to make the necessary
corrections. If the speed is too high and you have reached idle power, you will now be in
the situation where power is a constant and elevators/attitude controls – airspeed, rate
of descent & flight path, once back on profile & airspeed reapply power.
If high on the approach, make a correction to re-intercept the flight path, most likely the
airspeed will be high as well. If you above the 300’ stabilised approach height, then aim
to overshoot the correction by a small margin, then raise the nose to level off
momentarily – this will allow you to slow the aircraft down in the level segment and re-
achieve the target speed whilst you re-intercept the profile. Once on profile reselect the
aim point and set power as required. If you are not able to do this, set idle power, re-
intercept the profile (airspeed will increase) once on, hold the nose attitude constant to
the aim point, the airspeed will slowly decrease the hope is that it will decrease enough
by the 300’ point. If you haven’t turned final, one be aware the higher speed will
require more radius of turn to complete so turn earlier / increase angle of bank, but the
turn itself will slow the aircraft due the increase in drag and this may be enough to get
back to the target airspeed.
On final approach the aircraft is flown in a straight line to the threshold using the same
control technique as used in the normal circuit. The aircraft has a slightly higher nose
attitude on flapless finals compared to the normal approach. The approach path is
unchanged from a normal approach.
Due to the higher nose attitude on final approach, only a very small nose up pitch
change is required to achieve the landing attitude. Start the flare when the aim point
moves under the nose. As the main wheels touch the runway, the aircraft will tend to
pitch nose down. Anticipate this and prevent the nose pitching down with further back
pressure on the control yoke (do not allow the nose to rise above the end of the
runway). Lower the nose wheel onto the runway and keep the aircraft on the centreline
with nose wheel steering through the rudder. Commence braking as soon as the nose
wheel is on the ground while moving the control column progressively rearwards.
Due to the higher speed during flapless approaches, more runway is required to stop.
Make sure you have calculated prior to engine start the length of runway required for
flapless approaches, the POH will give guidance as to the increase value.
Compared to a normal landing with flap, the main features of the flapless approach are:
• A high approach speed (due to the higher stalling speed)
• A higher nose attitude and reduced forward vision (due to no flap)
• Almost no flare and a longer float (due to already higher nose attitude)

• A longer landing run (due to higher speed)

The aim point is moved 1/3 into the runway (look for a ground feature to assist – i.e. taxi
way intersection). This provides a margin of safety; you do not want to be glide landing
and touching down on the numbers as you will get caught out in wind shear one day.
The Flaps are used to steepen the approach on final when you are guaranteed to make
the 1/3 aim point flapless. As a result, this will progressively move the aimpoint closer
to the start of the runway (but never at the start) which will result in a touch down at
the 1/3 aimpoint.
The glide path is steeper than a normal approach path, your visual cues as to aspect and
flare heights will need to be relearnt. The body angle of the aircraft is steeper as you
start the flare and you need to start the flare a little earlier – also a 2-stage flare (discuss
with instructor).
Typically glide approach are taught and practiced from the downwind leg, this then
allows the student to transfer these skills to the practice forced landing exercise (Low
Key). By knowing what the ‘prefect glide profile’ is supposed to look like on base you
can then adjust get onto the correct profile if you have an engine failure at other various
points in the circuit.
The base turn point is approximately 30deg from the 1/3 aimpoint in nil wind. Never
extend downwind beyond this point. In strong winds turn abeam the end of the
runway, the wind will blow you out on base. You do not have power, do not get pushed
by the wind into a position that you cannot make the field.
You need to be constantly assessing your profile (aspect) and judging if you are
on/high/low by using visual cues (like movement of aim point vertically in the
windscreen – up means you are undershooting).
You have some options on how to lose height, you do not have any options on how to gain
height.
• Flight Path (modify to achieve profile – caution of overshooting centreline if
traffic)
• Flaps
• Sideslip
• Airspeed (aircraft will glide at one best speed, any other speed results in
steeper approach angles – remember to wash off the speed before the
landing flare otherwise you will float)
Due to the closer approach that is required when gliding, maintain a good look out for
traffic before performing the manoeuvre. Glide approaches may not be appropriate if
multiple aeroplanes are ahead in the sequence, and ATC need to be told if a glide
approach is to be attempted.
Refer to the descending lesson for flying a glide descent.

9.7 Advanced Stalling

(Reserved)
9.8 Crosswind Circuits

Even though a specific lesson has been placed into the syllabus for crosswind circuits, it
needs to be understood that you will be dealing with crosswinds every day, especially at
Redcliffe.
Do NOT think to yourself that this is a crosswind landing or a normal landing. The
technique is the same. Elevators control attitude, Ailerons control position over
centreline and Rudder is used to keep the aircraft straight. Those students that struggle
the most with crosswind circuits are those students that try to apply different technique
for nil wind or crosswind approaches.
Refer to the POH for aircraft limitations on crosswind. Additionally, students need to
show competency on crosswind before certain phases on training. The crosswind
9.9 Forced Landings (Refer to Appendix 9)

Introduction
Modern aircraft engines are very reliable and genuine engine failures, therefore, are
infrequent. As a professional pilot you should be capable of conducting a successful
forced landing in your aircraft in the event of an emergency and it is essential to
practice becoming proficient at the forced landing procedure.
During any aircraft emergency the most important factor at all times is the safety of the
pilot and passengers, hence priorities lie with flying the aircraft.
Maintaining Control of the aircraft is most important, and all other actions are secondary to
this.
It is a bonus if the aircraft is undamaged after a forced landing.
During the course emphasis will be placed on your ability to demonstrate sound
techniques and understanding of the factors involved in a forced landing. With constant
practice, a high standard of proficiency will develop so that if a real emergency develops
you should be capable of landing your aircraft safely.
Often a forced landing may be averted if sound airmanship is displayed throughout the
flight. This includes such factors as regular and conscientious engine instrument checks
(may give prior warning of impending failure), careful pre-flight planning of the sortie to
exclude the possibility of fuel shortage, an awareness of changing meteorological
conditions and sound navigation techniques.
Forced landings fall into three cause categories:
• Partial or complete engine failure at height,

• Engine failure after take-off, or at low height; and

• Landing away from base in an area other than an aerodrome, due to any
unforeseen circumstances in which normal power may be available, such as
weather deterioration or fuel shortage.
This lesson deals with the first of these categories only. The second has been covered in
Circuit Emergencies. The third is largely a matter of common sense and sound
airmanship and will be covered in Precautionary Search and Landing.
Study Required
(Read Forced Landings C172.docx)
For study notes relating to Forced Landings, see ‘Exercise 16’ pages 295-312 of the ATC
Flying Training Manual. Please note that any speeds & power settings in the ATC
Manual may not be relevant to your aircraft, and company SOPs in conjunction with the
POH must be used when operating your aircraft. The Briefing material also contains
specific power & speeds for company aircraft. Note that we use utilises ‘Method B’
from the ATC guide.
Glide Speed / Angle
Every aircraft as a best lift to drag ratio, this then relates to an angle of attack which is
converted to an airspeed. If you are not flying at the correct speed you will not achieve
the best L/D ratio and you will not glide the greatest distance, you cannot ‘stretch’ the
glide by going faster or slower. Anything that spoils lift or increases drag (i.e. flying out
of balance) will again reduce the glide distance. If you are flying at the glide speed you
have the best L/D ratio and therefore flying at the best glide angle.
The L/D ratio can be related to a distance covered over the ground. Check the POH for
the gliding distance. If your aircraft has a ratio of 10:1 it can glide 10 feet horizontally
for every 1 foot of height, if you are at 3000 high you can glide (x:3000) 30,000’ feet
horizontally or approximately 5nm (30,000 / 6,080 (feet per nm)).
Wind
The wind changes the groundspeed of the aircraft. The indicated speed (airspeed
indicator) tells us the speed we are making within the parcel of air we are currently in.
As such you can adjust your speed slightly (reducing the best L/D ratio) & reducing the
still air range but increasing the range into with or into the
wind. Discuss this in more detail with your instructor. If you are unsure of the wind,
always fly at the best glide speed.

Procedure
The forced landing pattern is divided into the following seven stages:
1. Initial actions
2. Planning (Field Selection)
3. Restart checks
4. Mayday call / Passenger Brief
5. Final Actions
6. Flying the pattern
i. Hi Key to Low Key
ii. Low Key to touch down
7. Go-around - practice only
Each phase will be dealt with in detail. A diagrammatic representation of the Forced
Landing pattern is shown in the diagram. This diagram is based on the required
technique for a C172S and may need to be modified for different aeroplane types. Your
instructor will explain the differences in the mass or pre-flight brief.
Initial Actions
The following actions are completed immediately following a partial or complete engine
failure:
- Select, Hold and Trim for the Glide Attitude
Accurately trimming enables the pilot to divert his attention to various checks while the
aircraft is flying the correct attitude & therefore speed allowing the pilot the best
chance to make the field.
- Maintain the best Glide speed
Keep the aircraft in balance – if the aircraft is not balanced it will spoil the Lift to Drag
ratio and reduce the glide distance.
Most engine failures in light aircraft are caused by fuel starvation, carburetor ice or ignition
problems.
In an actual engine failure these checks are a quick search for a possible cause of the
failure. It may be possible to rectify the problem at this stage or, if it becomes apparent
that the problem cannot be fixed, due to a total mechanical failure of the engine, then
the Shutdown checks should be completed and full attention be made to flying the
pattern. If the cause does not become apparent, continue with the procedure (the
Restart Checks are an attempt to restart the engine if this is the case).
C - Carburetor Heat Hot
F - Fuel Pump On, Fuel Selector and Fuel quantity Checked
M - Mixture Rich

Although the Cessna 172s that you will be flying do not have carburetors, it is still a good
habit to consider carburetor heat for when you do end up in an aircraft that has it.
Planning (Field Selection)
Having completed the initial and emergency actions, the next concern is the approach
plan. This takes precedence over all other requirements, except in the case of a more
serious aircraft emergency which may dictate another course of action. A well-planned
forced landing and accurate flying to that plan, with minor adjustments as required, will
give the best chance of success.
Assess Wind
To ensure minimum ground speed on touchdown the aircraft should land into wind,
therefore, assessment of the surface wind strength and direction is important,
especially as the wind at height may differ from that on the surface.
Some indicators for wind assessment are:
- Smoke from fires
- Wind lanes on adjacent water (calm on lee side of lake indicates the wind is
blowing from that direction), and ripples on paddocks of wheat or other
uniform crops
- Route forecast wind
- Wind experienced to that time (drift), and
- Known surface wind at take-off (the most readily available for operations in the
training area)
Having assessed the wind strength and direction, the preferred landing direction can be
determined. You are landing into the wind, a technique that can help whilst you are
learning and building up the skills of creating mental orientation, is to use your hand –
point to the direct the wind is coming from this is the direction you want to land in (or
near as possible towards) hold your hand still as you move you head around and that
way you won’t forget its direction, alternatively use the heading bug to set the landing
direction.
In light and variable winds, you can select the longest, suitable landing path regardless of
landing direction if ‘key’ points can be achieved.
Local terrain can change the direction of the wind, what was experienced at Redcliffe
may not be what is in the training area. Additionally, surface (low level) winds may not
be the same the wind experienced at altitude.
Selection of Field and Landing Path
Knowing the wind strength and direction helps with an estimation of gliding range,
narrowing down the area in which to make your final field selection.
Gliding range is relative to height available in excess of 2500ft AGL (the high key point).
Every aircraft as a best lift to drag ratio that can be related to a distance covered over
the ground. Check the POH for the gliding distance. If your aircraft has a ratio of 10:1 it

can glide 10 feet horizontally for every 1 foot of height, if you are at 3000 high you can
glide (x:3000) 30,000’ feet horizontally or approximately 5nm (30,000 / 6,080 (feet per
nm)). However, we do not glide in a continuous straight line to a field as it is too hard to
judge and adjust if the wind strength changes (no safety margin – no opportunities to
shorten the approach if necessary). So, some of the 5nm will be used to complete a
‘circuit’ pattern or forced landing pattern around the selected landing area. The pattern
can use up to 4nm of the distance (depending on where you start).
As we have done previously, we need to visually judge our flight path, you have had
some introduction to this in the circuits glide approaches lesson. If you held your arm
out horizontally and then lowered it approximately 10deg this would be the maximum
distance you could safely glide (small margin). Your field should be kept within this area
(as noted above the wind will have an effect on glide range – therefore when looking
downwind you could extend the distance somewhat but upwind (into to wind) you
would need to reduce the expected distance.
In strong winds the field may have to be selected downwind from your position in order
to achieve high key. As a rule, turn the aircraft so that the wind is blowing from the
right-hand side of the aircraft (over your right-hand shoulder) and then look for suitable
fields to the left. This will set you up for a left-hand pattern. A good indication of glide
performance is you can reach any thing that is not rising (ground feature) in your
window, provided you are in stable flight.
However, the closest suitable field should be chosen to give maximum flexibility within
the pattern. During practice we generally fly a left-hand pattern but, in an actual
emergency, depending on the situation, a right-hand pattern may have to be flown as
you are unable to reach the low-key position in a left pattern - so remain flexible.
Select the most suitable landing field and path. The following factors should be taken into
consideration
(W.O.S.S.S.S.S.S.):
- Wind Velocity and direction
- Obstacles, trees, power lines, terrain (for practice the overshoot area)
- Size POH will be guidance, the approach path obstacles will affect the length,
the wind will affect the length required
- Shape The shape should be runway like, it could be a long clear area in amongst
trees, or a diagonal across a square field
- Surface Ideal surface is a runway, something firm. Pasture or stubble fields,
caution on beaches, ploughed or cropped field (large deep groves), caution
on roads due to powerlines, vehicles, posts/signs
- Slope Upslope to allow the aircraft to stop in the minimum distance
(dams/creeks are at the lowest part of a field)
- (S)civilisation Someone nearby for help once you land?
- Sun Avoid final approaches into the sun in the late afternoon, you will lose sight
of the runway and can misjudge your approach

Selection of field, wind assessment and gliding range are all interconnected. No order of
priority can be laid down for their consideration.
Identify Key Points
The low and high points are used to achieve the ultimate goal of landing safely. They are
positioned around the field in a circuit pattern (normally left-hand pattern as that is what
the pilot is most used to flying in the circuit). If plenty of altitude exists fly to the high key
position first, if not go straight to the low-key position.
You want to get to the low-key position at the correct height & spacing.
Like you have done in the circuit you need to learn how to judge your position using
visual cues at the high and low-key position is important to the successful outcome. At
each of the positions the aircraft should be approximately positioned so the aim point is
passing about the ‘half strut’ position.
The first target point in the pattern, height permitting, is high key which is approximately
(for light winds) 2 nm upwind from the aim point and at a height of 2500ft AGL. The
second point is low key which is approximately 1 nm abeam the planned touch-down
point at a height of 1500ft AGL. As you select these points look for ground features to
help identify their position for ease of identification while flying the pattern.
When selecting these points, identify the aim point, 1/3 the way into the field. This
provides a margin of safety in case of wind shear / unexpected obstacle or
misjudgment. When planning the approach (plan from the ground up) - start from the
1/3 aim point, then mentally fly the approach path in reverse along base, downwind
through Low key to High Key on crosswind then back to your current position.
Restart Checks
The restart (sometimes known as ‘trouble’) checks are used to identify the possible
cause of failure and attempt to restart the engine. These checks are only to be carried
out if time permits. Under no circumstances are they to be done to the detriment of
flying the aircraft.
Any available power may be used to try to reach a more favorable landing area, but you
must always have a place to land if the engine stops. It is foolish to travel over less
favorable terrain in the hope that a half dead engine will not stop before you reach a
better area. The power should not be relied upon to assist with the forced landing
pattern due to the likelihood of total power loss. Consider shutting down the engine
because an unexpected burst of power on late finals could be disastrous. These decisions,
however, must be made by the pilot considering the existing conditions. (Refer to the
diagram).
Mayday Call & Passenger Brief
Make a mayday call on the centre/radar frequency in use, or on the frequency which
last contact with ATC was made as soon as practicable after the plan has been made.
Calls on Non-Towered frequencies (referred to as CTAFs) have no guarantee that
anyone is listening. Remember, all airline aircraft also listen out on the international
distress frequencies (121.5). The mayday call should include: The four W's: Who you
are. What is wrong. Where you are. and What are your intentions.

For a dual practice forced landing the mayday call is given over the aircraft intercom (the
button is not pressed).
In the example it mentions squawking 7700 – the intention is to remind the pilot to select
7700 on the transponder (make sure it’s not in standby) so that if you are in a radar area
you will be instantly flagged on the radar screen.
A mayday call is usually followed by a passenger brief. The goal of the passenger brief is
to inform, reassure and instruct. (Refer to the diagram for example).
Final Actions
Shutdown Checks
As a result of the landing being made in the best available area within gliding distance at
the time of the engine failure, the chances of the area being less than ideal are high. Do
not worry about damaging the aircraft. The most important thing is to walk away from
the aircraft safely. If the aircraft is damaged, there is a need to reduce the possibility of
a fire starting and to minimise the chance of injury to yourself and any passengers.
Therefore, there are Final Actions need to be completed before touchdown. (FMMM –
Refer diagram).
Flying the Pattern High Key to Low Key
If you are high at the High Key position lose the additional height before Low Key. You want
to be at the
Low-Key position as accurately as possible (you will not always know the ground elevation –
so the
accuracy is the ‘half’ strut indications).
If you need to orbit, orbit towards the field and then back towards High key or continue to
Low as required
– avoid orbiting away from the field as you could very well lose sight of it and waste height
finding it again.
Additional height can be lost in a number of ways. For example, any additional ‘track’
miles the aircraft fly’s is additional height the aircraft will lose, take care to not fly the
aircraft away from the landing area. Side slipping will create more drag and higher rate
of descent losing height sufficiently. Although flaps will do the same thing, reserve the
flap extension until all other options have been tried.
Approaching High Key check:
- Height
- Heading
- Speed
- Spacing (angle of sight)
A check of angle will determine if you are high or low and, therefore, if a subsequent
pattern adjustment is required. Heading needs to be such that a track of 90° to landing
path is achieved at High Key. In strong winds the High Key position will have to be
displaced further into wind, to counteract the increase in ground speed, and therefore,

reducing time spent on downwind.

The turn onto downwind is normally made about the time the field becomes visible behind
the trailing
edge of the wing. However, if the aircraft is cocked into wind this ‘picture’ will be different.
Turning downwind, head for the low-key point and check the field for obstacles in the
landing path, and the overshoot area. For correct angle out at this stage the landing
path should occupy half wing strut. From the turn downwind to low key, take care not to
get blown towards or away from the field spoiling the correct position at low key –
realising at low key forces you to make additional adjustments that you may have taken
care of with a small adjustment earlier.
The pattern may vary, but the aim is to arrive at low key in a good position to make a
landing, normally tracking downwind, with the touch-down point passing under half
wing strut.
If the aiming point is half wing strut, the angle will be correct.
If altitude is insufficient to conduct the standard pattern, then you should plan to fly
straight to the Low Key at 1500ft AGL. This may be a right pattern low key if required.
Low Key to Touchdown
The procedure from Low Key to touchdown is the same as for a Glide Approach which
has been covered in Circuits, except that the aircraft is at 1500ft AGL, not 1000ft AGL at
Low Key. At the base turn position both aircraft will be in a similar position 1000’ due
the height that is maintained during the speed reduction in the circuit – saying this do
not plan to turn at 1000’, you turn based on the position of the aim point in the
window.
Fly a Long Base short Final – this provides options to cut base short if you are low and
turn towards the field, or make other adjustments if high (i.e. extend, sideslip, s-turns,
flaps – discuss with your instructor)
At the base turning point (which is determined by wind strength – nil wind approximately
30deg behind the left wing, strong wind abeam the end of the field as the wind will blow
you wide onto base), commence a coordinated turn around base maintaining a constant
aspect with the nominated aim point. Maintain the best glide speed.
Halfway along base you should be able to judge your glide profile, again the ‘half’ strut
indication. Adjust as previously mentioned.
Do NOT extend downwind – any additional distance you travel past the base turn point
is more distance you need to make back on the final leg – as it’s into wind your ground
speed could change significantly and you may final yourself short, again this reduces
your safety margin.
10° flap is selected when required. Adjust attitude and retrim to maintain the best glide
speed. After rolling out onto finals continue to glide. When certain of achieving the aim
point with 10° flap, select 20° flap (this will steepen the approach and bring the touchdown
point closer to the threshold – take care not to select it too early or you could undershoot
the runway). Adjust attitude and retrim to maintain best glide speed.

When landing flap is selected, switch the master switch off (as the last item of the Final
Actions to complete them). Speed is to be maintained at best glide until the
commencement of the flare.
NOTE the speed with full flaps in some aircraft types reduces, refer to the POH and fly
the correct speed for the configuration.
As you would have experienced in the circuit – with the steeper approach path you will
need to round out a little higher, refer to that lesson.
Go-Around
During the practice forced landing a go around is to be initiated by 500’ AGL. The pilot is
to assess these heights visually - no reference should be made to the altimeter for
heights below 1000ft AGL because the height of the terrain may be unknown. The go
around heights ensure adequate allowance for:
- Sluggish power response
- Obstacles or rising terrain
- Noise abatement
If obstacles are sighted – high power lines, terrain etc., commence the go-around earlier
than 500’.
Refer to the climbing lesson for the Go-Around procedure.
Conduct of Practice Forced Landings
If you do not achieve a good position for a landing on your selected field, you have made
an error of judgement. However, if to make your selected field you overspeed the flaps
or attempt to stretch the glide, you have made a serious error in airmanship which will
not be tolerated.
When practicing PFL's either dual or solo, remember lookout is very important. You will
be operating over a wide area and through a large vertical height.
Ensure sufficient radio calls (inbound call and overhead with intentions) have been
completed if conducting the exercise at an aeroplane landing area (ALA)
Remember the lateral and vertical limits applicable to all built-up areas and airfields. Avoid
overflying farms
/ animals at low level.
Take care with engine management – the engine needs to be warmed every 1000’
minimum, if fitted use
carb heat & cowl flaps. To warm the engine – increase power to cruise power over 3
seconds then back
9.10 Steep Turns and Compass Turns

Introduction
This lesson is an extension of the Turning lesson, so you should review Turning before

starting this lesson.

Steep turns are both exciting and rewarding to the pilot, they are a generally used for
collision avoidance manoeuvres, but are a great benefit in developing your skill level.
A Steep Turn is a turn with an AoB of 45° or more.
Study Required
For study notes relating to Steep Turns in the ATC Flying Training Manual. Please note
that any speeds & power settings in the ATC Manual may not be relevant to your
aircraft. Company SOPs in conjunction with the POH must be used when operating your
aircraft. The Briefing material also contains specific power & speeds for company
aircraft.
Additional theory material is in the ATC Basic Aeronautical Knowledge text.
Increase in Stall Speed
As the AoB is increased the amount of lift produced by the wing must increase to
maintain a level turn. This leads to higher demands on airframe and power. There is an
increase in the stall speed as AoB increases due to an increase in load factor, e.g.: AoB
Angle of bank Approx. increase in stall speed

30° 8%
45° 18%
60° 40%
75° 100%
Do some calculations for the aircraft you are flying as to what the stall speed
increase would be for each of the AoB listed, then take those numbers and discuss
with your instructor. Consider that this is when the aircraft will stall, it provides no
margin of safety – what do think is reasonable, again discuss.
Turning performance
The turning performance of an aircraft is measured by turning rate and turning radius. Rate
of Turn
The rate of turn at a given airspeed in a level turn of any aircraft is proportional to
the horizontal component of lift. Horizontal component of lift is related to the
angle of bank.
Rate of turn for a constant IAS will increase as AoB increases.
Radius of Turn
Aircraft radius of turn is proportional to speed for a given AoB. The radius of turn
for a given AoB will be least at the lowest possible airspeed which the aircraft can
be flown. Care should be taken if flying is manoeuvre because the aircraft will be
close to its stall speed. The relationship between radius of turn and AoB can be
seen in the diagram below.

Speed
AoB
Radius
In summary we can say that:

- For a given AoB the minimum radius will be at the smallest velocity to maintain level
flight.
- Rate of turn at a given velocity increases as we increase the AoB.
Turning Limitations
If we consider a level turn of maximum rate and minimum radius, we know that
maximum rate requires the largest AoB (whilst sustaining) level flight and minimum
radius will require a slow IAS. What will be the limitations of this situation?
We are going to be limited by:
- The aircraft stalling speed (which will be increasing)
- The amount of power available to overcome the large increases in drag
- If we are flying a powerful aircraft, we can also be limited by the aircrafts design
limit load factor (or maximum "g ")
Drag
Power
Stall Speed

Combining the above, the aircraft is at the limit of the turn when:
- Airframe limits are not exceeded.
- Angle of attack of the wing is at the stalling angle.
- Full power is being applied.
Any attempt to tighten the turn further results in a stall.
Considerations
Power
At large AoB there may be insufficient power, therefore we need to apply full power and
accept a small reduction in IAS.
Control Inputs
As AoB increases the back pressure on the control column must be increased to
maintain height. The input to the ailerons and rudder should be smooth and positive.
Speed Reduction in the Turn
The steep turn that you will be required to fly is based on maintaining constant
performance during the manoeuvre. If IAS is allowed to reduce during the manoeuvre
care should be taken to avoid an inadvertent stall.
Physiological Effects
The pilot in a turning aircraft will undergo more 'g' force or load factor than compared to
Straight and Level flight. Normally at 60° AoB a 2'g' force, or twice the pilots normal
body weight, is experienced. You may initially find this slightly uncomfortable, but you
will soon become use to the ' g ' force associated with this manoeuvre.
Principle Performance Instruments/Indicators
A high rate of scan of the instruments is vital for an accurate steep turn.
The roll & pitch attitude is set by reference to the visual Attitude. This is then verified by
the attitude indicator. It is then verified by the altimeter and ASI. The airspeed and
balance ball should also be checked to maintain correct performance. Refer to the
Turning lesson for the work cycles – BBB, ALAP, BBB. Initially it is recommended that
heading reference be maintained by use of visual features. If the heading bug is used,
heading anticipation of ½ the AOB will be required to arrive on heading at wings level.
Remember it is very important to remain orientated at all times and be aware of your
position in the training area.
Entry
Refer to the Turning lesson for the work cycles & generic information (lookouts etc.).
After passing through approximately 30⁰ AoB, increased lift will be required, achieved by
increasing the backpressure on the control column (elevator). You will notice in your
first attempt at steep turning the increase in the required backpressure and the nose
attitude required to maintain the level turn. Some aircraft may require a power increase
– discuss with your instructor.

Like all the previous lessons setting and holding an accurate attitude is very important.
Maintain
Refer to the Turning lesson for the work cycles & generic information.
If altitude is lost, you do not raise the nose whilst in the steep turn to regain the lost height,
this will tighten
the turn and increase the load forces. Instead roll the wings back to a small AoB, regain
the lost height as per normal and then re-entry the steep turn.
Exit
Refer to the Turning lesson for the work cycles & generic information.
The aircraft is turning faster and has a lot more back pressure applied to the elevator.
Anticipate by a minimum of ½ AoB and relax the back pressure as you exit the turn (slide
the nose under the horizon to the straight and level attitude). If power had to be increased,
then reduce power.
Stall in a Steep Turn.
If during a steep turn the stall warning or stall buffet is experienced, the pilot should
reduce the back pressure. If the aircraft enters the stall in the turn, then the correct stall
recovery as stated in the stalling brief should be used.
Spiral dive recovery
If the nose is low, then exceeding the maximum allowable airspeed (Vne) is a danger as
this could overstress the aeroplane. A steep bank angle and low nose attitude will often
develop into a spiral dive. The spiral tightens as the control column is moved back, the
airspeed is increasing rapidly, and the angle of bank is increasing, load factor is
increasing.
To recover from a spiral dive:
- Reduce power (close throttle)
- Roll the wings level with coordinated aileron and rudder
- Ease out of the dive
- As the nose passes through the horizon, re-apply power, and climb away.
9.11 Max Performance Circuits

(Refer to Appendix 10)
9.12 Precautionary Search


9.13 Basic Instrument Flight

Introduction
In certain situations, the natural horizon may not be available, or could be deceptive, on
these occasions the pilot is reliant on the flight instruments, and his/her ability to
interpret them. Low light levels, reduced visibility, and visual illusions may combine to
produce situations where flight judgement must come from the instrument
representation of flight situations. This instrument based judgement must often be used
in opposition to postural and visual sensors, (the normal and strong inputs to the brain)
so in order to make safe and effective use of the flight instruments pilots must be
correctly and thoroughly trained to operate the aircraft by reference to the flight
instruments, and must maintain a level of recency comparable to the operations to be
encountered. The instrument training in the Basic I.F. lessons are just for pilot
experience and to be used in situations necessary to regain visual conditions or regain
situational awareness. This is not training for an instrument rating.
The basic Instrument Flight (IF) technique relies on the same control methods learned
previously but with internal reference to the flight instruments, especially the AI instead
of external reference to the natural horizon. You still set a POWER + ATTITUDE to
achieve a PERFORMANCE. The aircraft does not know it’s in IMC only the pilot does, so
don’t fly it any differently (other than using the AI) and use work cycles previously
taught.
Basic Considerations of Full Panel Technique
During visual flight, the aircraft's performance was controlled by selecting a desired
external visual attitude and a known power setting. This can be stated simply as:
POWER + ATTITUDE = PERFORMANCE
That is, whatever aircraft performance is achieved from whatever combination of Attitude
(Angle of Attack) and Power that are set, having due consideration for environmental
factors (Density Height).
So far in your training, emphasis has been placed on visual attitude flying. During
instrument flying, since the external natural horizon is no longer available for attitude
reference and selection, the attitude indicator (AI) in the aircraft is used instead of the
natural horizon. There is no change in the technique required; the AI is employed in
instrument flying in the same way that the natural horizon is employed in visual flight.
The AI is the master instrument for selecting attitude and controlling the aircraft.
Control and Performance Instruments.
The combination of power and attitude is fundamental to aircraft performance. The
performance of an aircraft can be controlled by setting the correct attitude and power.
The location of the Control and Performance Instruments is shown below.
Control instruments are those used to control the power and attitude of the aircraft. So,
the control instruments in the Cessna are:
- Tachometer to control power
- AI / TC to control attitude and balance

Performance instruments are those which will display information about the achieved
aircraft performance and therefore the data that is expected to result (i.e.: the effect of)
from the combination of the Attitude and Power setting. The performance instruments
of the Cessna are:
- Air speed indicator (ASI)
- Altimeter (Alt)
- Vertical speed indicator (VSI)
- Direction indicator (DI)
Attitude Indicator (AI)
The attitude indicator is much smaller than the natural horizon, however accurate
changes in attitude can still be observed by careful reference to the instrument. The
'gull wings' on the AI represent the aircraft, and the relationship of the gull wings to the
movable card of the AI gives the aircraft attitude. Pitch information is given by the lines
marked on the card parallel to the horizon, whilst bank information is displayed by the
sky pointer at the top of the AI.
Each time the AI is referred to in flight, there is an internal scan of pitch attitude and bank
attitude. Fixation on either of the displays for pitch or roll attitude information will result
in an error in the other, when using the AI remain aware of both displayed attitudes.
Selective Radial Scan
During instrument flying, attention must be divided between the AI, the power, and the
performance instruments. The technique employed is to scan radially out from the AI to
the performance instruments and back to the AI. Furthermore, since the performance
information required differs for each manoeuvre, the scan is made selective. In this
way, each performance instrument will be interrogated according to its importance at
any given moment. The overriding consideration is that
Direction Indicator (DI)

the control instruments take priority over the performance instruments in the scan. This
method is known as the selective radial scan. Below gives the general radial scan.
For example, the first scan as above might be in order: AI-DI-AI-ALT-AI-VSI-AI-TC-AI-ASI-
AI; however the starting point and order of the performance instruments is varied to

supply whatever information is needed at the time for the particular manoeuvre.
Know what you are trying to achieve and what instruments are required to be looked at
to give you the right information – you will not need all performance instruments for
each manoeuvre. Think of climbs as either Straight Climbs or Turning Climbs (same
applies for Descents), thus you can target the correct instruments.
Control and performance instruments are scanned alternately; every second instrument
in the scan is the AI. When employing the selective radial scan two points must be
emphasised:
- The greater part of concentration must be given to the AI in order to select and
hold a correct attitude. Do not fixate on one instrument. Ensure that when
looking at the AI, that individual bank and pitch information is being
recognised,
- It is necessary to know the selective radial scan for each phase of flight. The scan
must refer back to the AI after reading any other instrument.
Approximately 80% of the selective radial scan should be devoted to the attitude
indicator, with the remaining 20% left for the performance instruments.
The selective radial scan will vary for each specific configuration and configuration change.
Changes in indications on the performance instruments will lag slightly behind changes
of attitude and/or power. This is due to:
- Aircraft and fluid (air) Inertia; and
- Instrument Lag.
Do not allow lag in performance instruments to lure you into incorrect control
movements in direct response to the performance instruments. Allow the aircraft and
instruments to stabilise when using the radial scan.
The indications of some performance instruments are more eye catching than others. A
rate of climb or descent of 400 ft per minute is more noticeable than a heading change
of four degrees.
Changing Scans
When changing from one flight mode to another the initial selective scan is gradually
changed to the next required scan pattern. The advantage of the radial scan system is
that provided that aircraft control is maintained via the control instruments with a
higher frequency of scan on the AI, any required performance information can then be
selected in the radial scan of the peripheral instruments as desired. The change in scan
pattern can be done smoothly to suit the 'data acquisition' needs of the pilot.
These scans are primary scans only, peripheral instruments should also be viewed as
often as time permits, according to workload. This includes system indications such as
engine temperature and pressure, fuel quantities, volts, suction, and RPM; such
awareness can give early warnings of developing problems.
Power Control
Controlling and setting the power correctly results from knowing the required power for

each configuration, and when to make these settings for the appropriate configuration.
This is the same technique that you currently employ for your visual flying. During
instrument flying the power control instruments must be referred to one at a time in
the radial scan. When making the power changes, focus attention primarily on the AI
and then use an instrument scan to observe the power control instruments. Remember
RPM may change with changing altitude, thus requiring adjustment to the pitch attitude
in order to maintain the desired performance. Set RPM initially by sound then look to
set if what adjustment needs to be made – you can get very close with practice and it
will lead to more accurate flying (in VMC/IMC) as you spend more time looking at the
attitude.
Aircraft Control
It is important to recognise when changes to attitude and power are required. It is
equally important to know what must be changed (pitch, bank, or power) and the
amount of change required. Correct interpretation of the performance instruments and
experience will provide the answers. As you practice IF be aware of "approximate"
power settings and attitudes for particular flight modes. As a general rule, small errors
require small changes to power and/or attitude, large errors require larger changes to
power and/or attitude. If the desired performance is not being achieved at the time it
will be necessary to re-select the attitude and/or power.
The work cycles are the same as visual flying when changing performance. PAT, APT etc.
(refer to earlier lessons).
All changes are made on the AI - referring to power and performance instruments after the new
attitude is stable and trimmed. This includes changes of radio frequencies and other cockpit
distractions which must be carried out while concentrate on the AI.
Trim
Correct trim technique is essential for smooth and accurate instrument flying. It is only
possible to maintain an attitude while carrying out the rest of the scan and other tasks if
the aircraft is in trim.
If the aircraft is trimmed, use the correct technique of relieving the control pressures, no
matter how slight, and avoid sudden movements or any temptation to change the
attitude by using the trim. The aircraft is properly trimmed when a desired attitude is
maintained on the AI with 'hands off'.
Instrument flying will be made more difficult if you are continually fighting an out-of-trim
aircraft.
Balance
As for visual flight, so for instrument flight the requirement to keep the aircraft balanced
remains unchanged. Any IAS and/or power change will require rudder input to maintain
balanced flight, thus the skid ball must be incorporated in the selective radial scan for
the Control Instruments.
Physiological Aspects of Instrument Flight
The human ability to maintain equilibrium and orientation depends on the following:

- The sense of sight;

- The muscles of postural sense which includes touch, pressure, and tension;
- Vestibular sense of sensation from the motion sensing organs of the inner ear.
Sight
During visual flight, the pilot controls the aircraft attitude largely by what he sees
outside the cockpit. These visual impressions are so strong that the pilot is only vaguely
aware of the other senses. Once external visual aids are lost, the pilot becomes fully
aware of the impressions of the muscle and vestibular senses. An example of this is
when blindfolded, standing is more difficult than usual.
Muscle Sense (Proprioceptive System)
Muscle sense is an attempt by the brain to interpret the loadings placed on the muscles,
joints, and internal organ in terms of attitude. In visual flight, this sense does produce
sensations that give some guide to attitude - but only when cross referred to visual
ones.
Vestibular Sense
The vestibular sense which originates in the inner ear is very important to man in his
normal environment - on the ground. The inner ear registers both linear and rotational
accelerations; thus, it is able to distinguish turns, slips and skid during flight.
Unfortunately, it is not able to distinguish between centrifugal force and gravity; nor is
it capable of detecting a constant velocity or small changes in velocity. Centrifugal force
and gravity are often fused together in flight and the resultant force cannot be
interpreted without visual aids.
Other Factors
While sight is the most important source of orientation, it is not infallible in the air. For
example, at night, reflection of surface lights on the cockpit canopy may be mistaken
for stars giving the impression of being inverted. Also, a gently sloping bank of cloud
may be mistaken for the normal horizon. Hearing and imagination can confuse the
pilot. A change in noise level may be interpreted as a change in attitude or speed.
Hypnosis or tunnel vision can be caused by concentrating on one instrument. The
technique of cross-reference normally prevents hypnosis, but the best method of
prevention is by relocation of attention and familiarity with instrument flying.
The 'Leans'
With the onset of fatigue and nervous tension, the pilot may find it increasingly difficult
to ignore the misleading sensations regarding the aircraft's attitude and performance.
This may lead to a complete breakdown in cross-reference and false impression of
aircraft attitude. The pilot may even find himself leaning to one side in the cockpit to
align himself with this false attitude. This phenomenon is known as the 'Leans'. It is very
disorientating and causes more nervous tension. Because of the multiple sensory inputs
that the brain can read, any confliction between the senses perceived by the brain
whether real or not, can lead to confusion. This can be at a sub-conscious level that is
not readily apparent to the pilot and may be the precursor to disorientation by itself, or

together with the 'Leans'.

So, to minimise the chances of getting the 'leans', one should minimise head movements
in the cockpit; in particular avoid moving the head up or down in the pitching plane
during turning flight or manoeuvres. A classic demonstration of this effect is to drop a
pencil on the floor during an instrument turn and then pick it up: most people will
usually feel at least a disorienting feeling or the onset of the 'leans'. This phenomenon
is experienced by all pilots.
Recovery is quick if the correct procedure is followed.
- Consciously and deliberately confirm the AI is correct by cross-checking against
the turn needle and altimeter.
- Then hold a Straight and Level attitude on the AI and consciously commence the
correct scan.
If this is done conscientiously, the feeling of apprehension will disappear. Alternatively,
an unusual attitude recovery can be carried out. To lessen the chance of getting the
leans, follow these simple rules:
- When looking around the cockpit, use the eyes only and minimise head
movements; and specifically avoid head movements in the pitching plane during
turning flight this avoids vector addition of accelerations in the three planes
which would maximise them in the direction of the vestibular sensors,
- When selecting flaps or changing power, make the selection by feel whilst
looking at the AI, then check the selection using glances.
Straight and Level
For Straight and Level flight initially select zero pitch on the AI with wings level. Minor
adjustments to the attitude may be required to achieve and maintain an accurate
height and heading. Keep applying the “Check-Adjust-Retrim” cycle. Having the aircraft
properly trimmed for ‘hands-off’ level flight is fundamental to accurate level flight on
Instruments, as it is for visual flight. Some aircraft may require a few degrees pitch up
for straight and level (i.e. B737 flies at 4 deg pitch up in normal cruise).
Height Control
When a deviation from the desired altitude occurs, exercise good judgement in
determining the amount of pitch change and the rate of climb or descent to correct the
altitude. The correction on the AI should be in one-degree increments to ensure the rate
of climb or descent obtained is not excessive. Deviations greater than 100 feet from the
desired altitude should be corrected by using a normal climb or cruise descent.
Heading Control
As discussed previously, similar principles of visual level flight still apply to flying level on
instruments, except that the AI is used instead of the natural horizon. If the wings are
kept level on the AI and the turn rate is zero, then the heading should remain constant
except for the effect of the airborne environment, i.e.: gusts and turbulence. Small
deviations from heading of about 5° can be corrected with small angles of bank. With
larger heading errors, refer to the AI and smoothly select a rate one turn attitude (3deg /

per second – referenced on the TC but can be estimated with a rule of thumb) which
will produce a suitable rate of turn to return to the required heading. As a guide, the
bank attitude change on the AI should equal the heading deviation in degrees, i.e.: if the
heading deviation is 10°, then select 10° AoB to produce a suitable rate of correction. To
correct heading deviations greater than 10°, use a rate one turn.
The control instruments for Straight & Level flight are the AI and the slip/skid indicator
and the main performance instruments are the Altimeter and DI.
Every effort should be made to maintain the scan of all instruments and
systems as below. The Primary scan:
AI – ALT – AI – DI – AI
Then as a Secondary Scan (substitute one of the performance instruments above with
one of either the Balance ball or ASI.
Periodically include in the scan – additional items like, engine/fuel instruments etc.
Safety can be maximised by remaining aware of systems status during sustained
periods of level flight and detecting potential problems in the early stages then
applying a suitable solution before time becomes critical. The Climb & Descent
Because the engine power decreases with increasing altitude, the attitude must be
progressively lowered during the climb to maintain VY. All attitudes will require
adjustment for:
- Days of high ambient temperature (engine power output is degraded); and
- Changes in aeroplane weight (e.g., light fuel loads).

Straight Climb
AI – ASI – AI – DI – AI
one of the following):
Balance, ALT, Turn Coordinator
Safety can be maximised by remaining aware of systems status during sustained periods
of level flight and detecting potential problems in the early stages then applying a
suitable solution before time becomes critical.
Turning Climb
Every effort should be made to maintain the scan of all instruments and systems as below.
`The Primary scan:
AI – ASI – AI
DI, ALT, Balance, Turn Coordinator

periods of level flight and detecting potential problems in the early stages then applying
a suitable solution before time becomes critical.
Straight Cruise Descent
systems as below.
The Primary scan:
AI – VSI – AI – DI - AI
Then as a Secondary Scan (substitute one of the performance instruments above

with one of the following):
ASI, Balance, ALT, Turn Coordinator
Turning Cruise Descent
AI – VSI – AI – ASI – AI

DI, ALT, Balance, Turn Coordinator
The performance achieved in the descent, i.e. the IAS and Rate of Descent (RoD), will
depend on the actual power that is set. All powered descents are flown the same way,
i.e.:
Attitude – controls RoD
Power – controls IAS
In the case of the glide descent, the principle is still really the same but without power
available: the pitch setting then controls both IAS and RoD.
Level Turns
Prior to entering a turn, the pilot should decide upon an angle of bank to be used and
set the heading bug to the new direction. Turns on instruments are made using a 'Rate
one' turn of 3°/sec (180°/ min or complete circle in 2mins). The Angle of Bank required
to achieve a rate one turn depends upon airspeed. The following 'rule of thumb' is used
to determine bank:
AoB = (IAS/10) +7
For example:
115 KIAS → AoB = (110/10) + 7 = 19°
80 KIAS → AoB = (80/10) + 7 = 15°
Entry to the turn is made initially with sole reference to the AI in order to ensure that
correct pitch and bank attitudes are selected, and then scanning the altimeter to ensure
that height and turn rate is correct. Bank control should then be maintained
throughout the turn by monitoring the AI to maintain attitude then referring to the turn
needle, confirming that a rate one performance is being achieved. If necessary,
adjustments to attitudes are then made on the AI during the turn. To roll out of the turn
onto a desired heading, anticipate the roll-out about 10° before the heading and then
exit the turn referring to the AI to again to smoothly select wings level and zero pitch in a
co-ordinated action. Every effort should be made to maintain the scan of all instruments
and systems as below.

The Primary scan:

AI – ALT – AI – TC – AI
DI, Balance, ASI
Unusual Attitudes
An unusual attitude (U/A) is an aircraft attitude which has occurred inadvertently, and
generally is a large deviation from the standard pitch, roll and yaw attitudes used in the
phases of IF discussed previously. It may result from one factor or a combination of
several factors such as turbulence, distraction from cockpit duties, instrument failure,
inattention, or spatial disorientation. Should you find yourself in an unfamiliar attitude,
there is only one correct course of action: carry out an unusual attitude recovery. Note
the attitude on the AI and then cross refer to the airspeed indicator so than an
appreciation of the overall picture of the U/A is obtained.
Then recover from the U/A as follows:
1. Check the IAS, then:
- If the IAS is low and rapidly decreasing, apply full power
- If the IAS is high and rapidly increasing, close the throttle
- If the IAS is relatively stable leave the power set.
- If the IAS is only moderately decreasing or increasing within the above ranges,
intermediate power adjustments can be made
2. Check the Attitude, then decide if Nose High or Nose Low:
- If "Nose High", Lower the nose to zero, then roll wings level
- If "Nose Low", Level the wings first, then raise the nose to zero pitch
3. Check the altimeter, note if the aircraft has climbed or descended from the assigned

altitude.
- If the aircraft has climbed. Start a descent back to the original altitude
- If the aircraft has descended, start a climb back to the original altitude
At the end of the recovery, the wings should be level on the AI and ball centred for
balance, the original altitude regained, and the aircraft turned back onto its original
heading
For a "Nose Low" U/A, be careful to 'unload' any "G" being felt (a heavy feeling in the seat)
and have the wings level before pitching up. Do not under any circumstances apply "G"
loading while the aircraft is banked or when levelling the wings during the recovery.
Applying "G" while banked is known as "Rolling G", and is not a good technique because
the airframe loads are increased proportionately (e.g.: wing spar stresses may increase
about 50%) according to the amount of roll input while a "Pitch-Up" is increasing the
dynamic Loading. One of the effects can be that the asymmetric lift on the wings during a
roll input results in additional wing twist causing increased wing-spar stress (and other
airframe parts) above the 'Symmetrical' loading case. For example, the '+3.8G limit' for
the C172 could be exceeded if excessive Rolling occurred whilst flying at or below this
limit. If the IAS is low, the aircraft may require a lower attitude to prevent stalling and
allow acceleration.
Timed Turns
If the Directional Indicator has failed it is possible to complete a turn on to a heading
without using the magnetic compass initially (used to confirm the final direction) - this
will overcome the associated errors experienced with the magnetic compass during
turns and accelerations.
If a turn is conducted at 3deg/sec (Rate One Turn), then we can use a time (watch/clock)
to know when we have turned far enough.
- A complete turn takes 2mins at rate one. (360deg / 3deg per sec = 120sec or 2min)
- A half turn (180deg) takes 1min.
- A quarter turn (90deg) takes 30sec.

- 30degs takes 10sec, 10deg takes 3 sec, etc.

Knowing this, then as you roll into the turn start timing, as you approach the correct
time start rolling out a couple of seconds before (anticipate). Then confirm on the
magnetic compass.
9.14 Pre-test requirements

Your pre-tests for each phase of your flying will be conducted by a Grade 1, or senior
Grade 2 instructor. The requirements for the pre-test will be explained to you before
the test. The pre-test is based on the relevant CASA test report and associated Manual
of Standards (MOS) competency requirements. The pre- test will include a ground
component (i.e. verbal theory assessment) and a flying component. You will not
proceed to the flying component until you satisfactorily complete the ground
component.
You will be required to pass the relevant theory exams (see Section 7) before
undertaking the test. This includes the preparation of evidence that you have addressed
the Knowledge Deficiency Reports (KDRs) which are provided at the conclusion of each
exam. These KDRs will be reviewed as part of the ground component of your pre-test.
Following your pre-test – provided you do not require further training – your test
documentation will be prepared by the instructor who completed your pre-test. Once
this documentation has been completed and submitted to the Head of Operations
(HOO), your test will be booked with a Flight Examiner by the HOO.
9.15 Flight Test Requirements

The Flight Examiner will conduct your test. The club will book the aircraft, which will be
provided to you at the Private Hire rate.
The Flight Examiner will use the relevant CASA test report to assess your competency in
accordance with the MOS.
10.0 PPL(A) Training
10.1 Introduction
The following sections contain information and links which will provide you with basic
information for you to plan and conduct the navigation exercises which form the PPL(A)
Training Syllabus at the RAC. This information will augment the commercially available
publications which deal with the subject of PPL(A) navigation.
10.2 Reference Material and Briefings

(Reserved)
10.3 Basic Navigation Planning

Please note that the format for the Fuel Planning Section of the navigation log has
changed in accordance with CASA’s recent CAAP guidance. The navigation log and
associated fuel calculation section to be used for your training is attached. (Refer to
Appendix 13)
10.4 Dead Reckoning Navigation

10.5 The Cycle of Navigation

The Cycle of Navigation describes the actions a pilot will take during a navigation
flight. It applies a disciplined approach which includes a series of in-flight checks
described as CLEAROF checks. These are listed in the following table.
Prior to the Top of Descent, the Pilot in Command should conduct an Approach Brief.
An expanded version of the QCAP above, is as shown at Appendix 19
10.6 Alternate Requirements

Alternate not required if:
• Operating under the VFR within 50NM of the point of departure.
• Sufficient fuel is carried to hold until the specified time that weather
conditions are expected to improve + 30mins.
• Sufficient fuel is carried to hold for:
a. 30 Minutes (INTER); or
b. 60 Minutes (TEMPO).
• If the alternate requirements are not met, the pilot in command must make
provision for a suitable alternate that has a firm forecast.
10.7 Controlled Airspace

10.8 PPL(A) Radio Phraseology

(Refer to Appendix 19 and Appendix 20)
10.9 Lost Procedure
10.10 Diversion Procedure
10.11 Low Level Navigation

Low Level Navigation is an important technique for you to learn as it will allow you to
deal with situations where weather, or some other operational requirement, requires
you fly at a much lower level than you had planned.
There are more threats associated with low level flying because of the more complex
environment which the pilot might encounter. These threats are usually associated with
terrain and man-made features.
To counter these threats, it is important that the pilot avoids paying too much attention
to tasks inside the cockpit. He or she must maintain an effective and high rate of
external scan to minimise the threat of collision with the terrain or other obstacles.
If the pilot is forced to fly low due to weather, or reduced visibility, then he or she is
likely to be experience increased levels of anxiety or stress. To minimise this the pilot
should remain calm, consider the options available and continually reassess their
situation, ensuring that a viable escape option is to hand, should their chosen low-level
route prove to be unviable.
It is recommended that the pilot consider utilizing the following procedure for low-level
navigation:
• Make a command decision to conduct low-level navigation.
• Note your time and position.
• If it is part of a diversion process, then notify ATC of your intentions while at
altitude.
• Configure the aircraft for descent and low-level flight. For the C172, 2000rpm and
10 degrees of flap is usually appropriate, as this will improve forward visibility,
reduce your turning radius and allow you to safely operate the aircraft at lower
speeds. However, if you encounter mechanical or other turbulence, you might
reconsider the use of flap given the following Caution, which is an extract from
the C172S Flight Manual. CAUTION: For the C172S, Flight Load Factor Limits at
MTOW are:
 Flaps Up …………………. + 3.8g, - 1.5g.
 Flaps Down………………. + 3.0g
• Your low-level route may require you to follow creeks, roads, or other features.
That is acceptable, provided it is part of a planned route.
• Keep your scan outside the cockpit as much as possible. If you need to refer to
your map, then take your map off your lap and hold it up over the avionics, to
avoid obscuring your instruments and your external vision.
• Avoid flight below 500’ AGL.
• Constantly plan ahead and scan for threats such as towers, high tension wires
strung between high terrain and rising terrain which may give a false
perspective of the horizon.

• Return to a higher cruising as altitude as soon as possible.
10.12 Use of Navigation Aids

There is a requirement for you to be able to use instrument navigation aids and systems
to assist you in navigating the aircraft. You will receive a formal briefing on these. Refer
to the following links to provide you with background information on these navigation
aids. Refer to Appendix 20 and Appendix 21
Navigation Exercises
Listed below are the navigation exercises which form the PPL(A) syllabus.
10.13 Nav 1
Navigation route: YRED – Kumbia – YWND – KLCY – YRED. An introduction to basic
navigation sequences and techniques. Strong focus on planning, dead reckoning in Class
G airspace and non-towered aerodrome arrival and departure procedures
10.14 Nav 2
Navigation route: YRED – YBIN – YBSU – YRED. Consolidation of basic navigation
techniques such as dead reckoning with an introduction to Class-D arrival and departure
procedures. Procedure when encountering turbulence. Radio failure procedures
10.15 Nav 3
Navigation route: YRED – Esk – YKRY – YMYB – YBSU – YRED. Circuits at YKRY.
Introduction to procedures for when unsure of position and diversion. Verify current
competencies (competencies attained during RPL flight training - flight manoeuvres to
be performed within the flight tolerances mentioned in Table 1, Schedule 8 of the Part
61 MOS). Assess competency to conduct first solo navigation exercise.
10.16 Nav 4
First solo navigation exercise – outside controlled airspace.
Navigation route: YRED – KLCY – YWND –Kumbia – KLCY - YRED
10.17 Nav 5
Navigation route: YRED – YDUN – YHEC – YBCG – YBAF (overfly) – YRED. Circuits
(including circuit emergencies) at YRED. Introduction to Nav aids. Verify current
competencies (competencies attained during RPL flight training - flight manoeuvres to
be performed within the flight tolerances mentioned in Table 1, Schedule 8 of the Part
61 MOS).
10.18 Nav 6
Navigation route: YRED – YBAF – YPWH – YWCK – YRED. Circuits at YRED. Introduction
to YBAF arrival and departure procedures. Introduction to military airspace transit
procedures. Consolidation of dead- reckoning, Lost, Diversion and Low-Level
procedures. Revise basic instrument flight.
10.19 Nav 7
Navigation route: YRED – YBAF (overfly) – YHEC – YBCG – YTFD – BML – YRED. Circuits at
YRED. Student should demonstrate ability to conduct safe flight without assistance prior
to Instructor’s recommendation for Nav 7 flight. Revise basic instrument flight. Assess
performance criteria in preparation for second solo navigation exercise and PPL(A) flight
test. Flight manoeuvres to be performed within the flight tolerances mentioned in Table
1, Schedule 8 of the Part 61 MOS
10.20 Nav 8
Solo Navex - CTA Navigation route: YRED – YBAF – YGAS – YMMN – YDAY – KLCY - YRED
10.21 PPL(A) pre-test.

The Pre-Test route will be determined by a flight instructor or HOO. It is an assessment flight and
should be treated as a test by both the instructor and the student. It will also form part of the
assessment for AVI50219 Diploma students.
The Pre-test assessment consists of a ground theory and practical flight component. The PPL(A)
questionnaire, single engine endorsement questionnaire and KDRs will be assessed at this point
as well as theory consistent with the PPL(A) Flight Test Report (Form 61-1488).
The flight component will cover a navigation exercise including lost procedure, diversion and
upper Airwork as per the part 61 MOS. The Pre-test is designed to closely resemble the
standard of the real flight test.
Students who don’t meet the standard of any activity during the pre-test will be offered an
opportunity to consolidate the activity as a dual exercise during the pre-test flight, or the
activity will have to be consolidated and reassessed before being recommended for a Flight test.
The instructor conducting the assessment will provide a thorough debrief in order to allow a
student guidance on what needs consolidating or review prior to the test.
10.22 PPL(A) Test.

The Flight Examiner will conduct your test. The club will book the aircraft, which will be
provided to you at the Private Hire rate.
The Flight Examiner will use the relevant CASA test report to assess your competency in
accordance with the MOS.
Navigation routes for the PPL(A) and CPL(A) tests will be provided to you by the Flight
Examiner.
Intentionally Blank
11.0 CPL(A) Training

Commercial Operations
The following are examples of some commercial considerations, which can be used to
improve your awareness and enable you to operate the aircraft more effectively and
efficiently.
Before Engine Start
Ensure you are fully prepared before the commencement of the brief (arrival of
passengers), get in early to clean/daily the aircraft, read through the weather and NOTAMS
for the day. Plan to give yourself 5 minutes to sit down and relax prior to your briefing so
you are calm and collected before the customers arrive.
Ensure that your cockpit is set up for the first stage of flight, including frequencies,
navigation aids and GPS. Ensure a complete and thorough passenger (PAX) brief is
completed, and when operating on the RAMP ensure you control your passengers.
Ensure passengers and cargo are secured in the aircraft then conduct the last walk-
around prior to you entering the aircraft.
Taxi and Departure
A taxi and departure self-briefing should be conducted prior to taxi. Radio Calls should be
conducted on the roll, where practical pre take-off checks can be conducted on the taxi
however ensure the scan and c h e c k l i s t is still used once in the runup bay. Ensure
where required ambient conditions are checked for take-off (ATIS/AWIS/OAT and PH).
Report when ready approaching the holding point with the intension to continue rolling
onto the runway. Ensure Holding Point checks are now conducted as Line-Up checks.
Attempts should be to minimise time on the ground before departure, while making the
departure as expeditious and as safe as possible.
In-flight/Cruise
During the climb, a MOSTA check should be conducted every 1,000’ (Refer Below for
MOSTA Check items). Mixture can be leaned on climb for max power; however, climb
MUST be entered with Full Rich Mixture. Normal CLEARO cycles are still used however
there are some aspects which should be more emphasised during CPL (Refer below for
CLEARO clarification). During Cruise always ask the question “What’s next?”, so that you
are always thinking and staying ahead of the aircraft (ideally 20 minutes). Always ask the
question ‘What if?” (What if I need to refuel; what if ATC says no to my clearance; what if
I can’t find the homestead? etc.) and where applicable make sure you have a Plan B in
place ready to use. (If I can’t find the homestead, I will track back to the town and follow
the road down to it). Where tracking to a small remote location without suitable lead-
in/reference features; you can plan to track to a larger more prominent feature then
conduct a small leg to the remote area provided the heading change is less than 90°.
Approach and Landing

Attempt, where possible, to join the circuit directly as oppose to overflying. You can use
ATIS/AWIS, onboard wind indications, other traffic, or techniques like a PFL to ascertain
wind direction. Do not forget to conduct base joins and straight in approaches where
safe and appropriate. Ensure prior to Top of Descent, that the approach briefing, and
associated checklist is conducted (Refer to Appendix 19). Where required, call the
operator of the airfield to gather information on the condition of the runway/permission
to use the runway, if this information isn’t gathered then a ALA inspection should be
conducted. Ensure the aircraft is stabilised on the approach by 300’ AGL and remains
stabilised (If not commence a Go-Around).
After Landing
Once the aircraft is clear of the runway, and it is practical, conduct the after-landing
checks, on the roll. Once back in the parking bay and engine/s are shut down, ensure
the passengers are controlled until off the RAMP area.
CPL(A) Checks and Briefings Taxi and Departure Brief Refer to Appendix 4 MOSTA Checks
o M – Mixture set for climb

o Outside Air Temperature (Ensure non-icing conditions)
o S – Switches (Pumps and Lights)
o T – Throttle (Check MAP is still at the correct setting, if not then re-set,
remember MAP will decrease as altitude increases)
o A – Altitude (call out 1000’ and 500’ feet to go to planned or assigned altitude)
CLEAROF Navigation Cycle
o C – Compass and DG are aligned.
o L – Update NAVLOG.
o E – Engine. Refer to QRH to make sure engine power is set correctly given
actual temperature during flight. Lean mixture as required.
o A – Altimetry / Airspace. Is an accurate QNH source available? (e.g. If
Transiting near and aerodrome with ATIS / AWIS; obtain the QNH). Am
I complying with controlled airspace requirements?
o R – Radios. Ensure there are no ‘Dead Com Frequencies’, always know where the
next radio change
is to occur and to what frequency.
o O– Orientation. Know what you expect to see for the next 15 minutes, so that
you could fly without the map and have an idea if you are on track.
o F – Fuel. Update your fuel log.
ALA Inspection
During CPL(A) training, there will occasions where you will be required to divert to an ALA,
where you have limited or no information regarding the suitability of the ALA for your
intended operations. In that scenario, landing straight away could be dangerous,
especially if the field is grass or isn’t used very often, so an inspection should be carried
out.
Let us look firstly at a scenario where we are diverting or planning to an aerodrome, for
which we have limited information. As you are aware a PSAL can take a considerable
amount of time in some cases, which commercially, will impact the profitability of the
flight. Therefore, we should consider conducting an ALA inspection, which may involve
only one low level inspection of the field.
For an ALA inspection, join the circuit at normal downwind height (1,000’ AGL), and
conduct a normal approach however level off at roughly 100’ above the runway and fly
along inspecting the surface. This can also be useful for clearing off any animals that
might be on the runway. From the 100’ pass climb to 500’, conduct a low-level circuit
and land. If you don’t have any information at all on the ALA, then you will need to
conduct a timing run, which would require a PSAL. However, if the whole PSAL procedure
is not required then we don’t need to conduct it all. If we can see from a single pass,
and timing run, the field is suitable then conduct landing off the following approach.
Due to the many different scenarios you could come across during your flying, there are
no set rules for altering the PSAL or ALA inspection. It’s up to YOU as a commercial pilot
to use your judgement.
Summary
Do not forget all the basics elements of your flight training you have learnt thus far.
They are still the foundations for your flying and without them everything discussed in
this document is useless. Remember during your commercial training always be ahead
of the aircraft, always have a Plan B, and always question yourself and be ready to
adapt or change the plan at short notice. Always stay calm and in control of the aircraft
and be professional in every aspect including, but not limited to, personal appearance,
organisation, and communication.
11.1 The Commercial Pilot

(Reserved)
11.2 Overview of Commercial Operations

(Reserved)
11.3 Flight Planning (Reserved)

(Reserved)
Intentionally Blank
12.0 Instrument Rating
12.1 Standard Operating Procedures

The following sections are Standard Operating Procedures for IFR operations. These
include both Normal and Emergency/Abnormal operations.
Standard Operating Procedures (SOP’s) are aimed to ensure consistency throughout
the company, providing for efficient, safe, and professional flights.
This documents’ objectives are not to describe handing techniques, which are taught
in training, but rather to detail specific procedure which will achieve standardisation
throughout the company, and a development towards multi- crew operations.
Procedures
The following information highlights specific cockpit practices to be adopted by all pilots.
Pre-Flight
Prior to flight, the student is to
o Prepare and submit a flight plan (other than for local training)
o ascertain the aircraft weight and balance, and
o determine the single-engine climb performance
Briefings prior to Start-Up
Prior to starting the engine(s), the Pilot flying (PF) will provide a ‘passenger brief’
followed by an engine fire on start-up brief.
The passenger brief’ is required to include the following items as applicable:
o No smoking
o Use of seatbelts
o Location of exits
o Evacuation sequence
o Use of oxygen
o Use of floatation devices (if flight over water)
o Stowage of hand luggage
o Use of special survival equipment (if onboard)
o Instructions to passengers not to interfere with any aircraft controls
The ‘engine fire of start-up brief’ is required to
include the following: o Actions in the
event of a fire with engine failing to start
o Actions in the event of a fire with the
engines running.
Example ‘Passenger/Engine Fire’ briefings
“Welcome onboard our flight today.”

“Smoking is not permitted at any time on this flight.”
“Please keep your seatbelts fastened at all times, particularly during
takeoff and landing.” “There are two exits, the main door and an
emergency exit on my left. If we need to vacate the aircraft quickly, I will
open the emergency exit on my side for passengers occupying the back
seats to exit either side.”
“For the front seat passenger, please ensure that your hands and feet do not
touch the flight controls at any time.”
“There are fresh air vents and heating onboard the aircraft for your comfort.
If at any time you are feeling uncomfortable, please let me know, and I will
do everything I can to assist. Are there any questions?”
Engine Fire Brief (refer to the aircraft POH)
“Engine fire where the engine fails to start – Mixture ‘Idle/Cut-off,’ Fuel
selector ‘off,’ Full throttle, continue to engage starter until flames
extinguished, then shut down.”
“Engine fire with engine running – Mixture ‘Idle/Cut-off,’ Fuel selector ‘off,’
1700rpm until flames are extinguished, then shut down.”
“In both cases, then, Magnetos off. Master off and evacuate the aircraft as
previously briefed.”
“Engine fire brief complete.”
Note: Engine fire brief is given aloud for training and crewed operations. For single-
pilot operations with passengers, the brief should be performed silently.
The above example brief will be modified according to the aircraft POH as
required
Sterile Cockpit Procedures
o ‘Sterile cockpit’ procedures are employed to minimise the risk of
distraction to crews during the departure and approach phases of flight.
o ‘Sterile cockpit’ procedures are mandatory at Redcliffe Aero Club and apply
from engine start until ‘Top of Climb’ and from ‘Top of Descent’ to engine
shutdown. ‘Sterile cockpit’ procedures are also to be employed during IFR
flights where training is conducted below LSALT.
o During such times, no conversation is to take place which does not directly
relate to the safe operations of the flight. Similarly, no paperwork is to be
carried out, unless it relates directly to the safe operation of the flight.
o Sterile cockpit’ procedures do not apply to flight instruction,
where instructional communications are relevant to the flight
manoeuvres being undertaken.
Check and Response Procedures
Human error can produce serious consequences if incorrect settings go unnoticed,

particularly in IMC. In order to manage this risk, RAC pilots undertaking dual flights
will employ the following ‘Check and Response’ procedure when:
o Setting ASSIGNED ALTITUDE
o Setting QNH
o Setting Minimum Altitude (MDA or DA)
o Descending below LSALT, a published MSA or a
published minimum altitude during an approach
procedure.
Examples of the procedure are as follows (examples based on Non towered aerodrome):
Action Pilot flying Callout Pilot not flying response

Assigned Altitude Assigned Altitude 5000 Checked
Set
QNH QNH 1023 Set Checked
Minimum Altitude MDA 1150 Set Checked
Descent below LSALT 10 Miles XXXXX, Leaving Checked*
5000* for 4000
Descent below MSA Leaving 3700* for 2800 Checked*
Descent below segment Leaving 2800 for 2010 Checked*
minimum altitudes (i.e.
2800 on SU RNAV)
Landing Gear Checks Three Greens Checked
Immediately after the ‘Pilot flying Callout’, the Pilot not flying (PNF) is to respond with
“Checked” to confirm that the action has been taken. If the PNF does not concur
with the ‘PF Callout’, the PNF will respond with “Negative”, followed by the nature
of the discrepancy.
PF and PNF Callouts marked with an Asterix (*) are to include a cross check
between the primary and secondary altimeters to confirm that they are
within acceptable limits.
Starting Procedures
o During the engine start sequence, listen out for any abnormal sounds.
o Headsets are not to be worn until the engine start sequence is completed
and the avionics master/radio switches turned on.
o The left engine will normally be started first unless operational
requirements dictate otherwise.
o When starting engines at night, the NAV lights will also be switched on
with the fin strobe light before starting engines. The landing light is to be
switched on and off 3 times immediately prior to starting the first engine.
o The PF will make an external announcement through
the storm window: “Clear Left,” then confirm an all-
clear on the left side prior to starting the engine.
Avionics/Radio Procedures
o As a general rule, local frequencies (i.e. CTAF) will be set on COM 2 with the
Centre (i.e. BN CEN 125.7) and approach frequencies set on COM 1. This
ensures that when conducting operations within the terminal area or CTAF
boundary, a continuous listening watch can be maintained on the area
frequency as required.
o Unless navigational or approach requirements dictate otherwise, as a
general rule, the RMI needles will reflect GPS on Needle 1 with Needle 2
set to ADF (if fitted).
Hand-over/Take-over Procedure
o When control of the aircraft is being delegated to the PNF, the PF will call
out: “Handing over.” To which the PNF will take control and respond with
the words: “Taking over,” indicating that control has now been
transferred and PNF has become the PF and previous PF is now the PNF.
o In situations where the pilot in command (i.e. the Instructor) is required to
assume control of the aircraft, he will call out: “Taking over,” to which the
other pilot will respond with the words: “Handing over,” indicating that he
has now relinquished control of the aircraft to the other pilot.
Taxiing
o Both pilots are to confirm the serviceability of the brakes as soon as

practical after commencing to taxi. First, the PF will apply a toe-brake
application, followed by the call out: “Brakes checked, handing over.”
When ready the PNF will respond with “Taking over.” The PNF will apply a
toe-brake application on his side, followed by the callout: “Brakes
checked, handing over.”
o Strobe lights will be activated whenever the aircraft enters an active runway. If
crossing an active runway, the strobe lights then turned off after exiting and
remain off until such time as the aircraft enters the runway for takeoff.
While taxiing, the PF is to give their total attention to clearance with parked
aircraft/obstacles and aircraft speed control. Apart from the flight instrument checks (which
must be performed while taxiing) no other checklist are to be conducted by the PF will
taxiing.
Altitude Procedures
Whenever a specific altitude is to be held, flown to, or assigned by ATC; it is to be
set on the Assigned Altitude Indicator (AAI) on the PFD (ALT button). The AAI
should be used during instrument approaches to define segment altitude limits
and/or the missed approach altitude. The DA/MDA for an instrument

approach should be set on the Altitude Minimums Indicator (AMI) on the MFD
(Active Flight Plan Page) or on the ASPEN as applicable.
Pre-Departure
The PF will then provide a “Take-off safety Brief” and “Departure Brief” in turn.
• The following items are to be included as applicable:
▪ Flap setting
▪ VMCA, VR and decision point
▪ Engine failure actions after take-off
▪ Tracking and altitude intensions
▪ Terrain considerations/ MSA / LSALT (IFR departures)
▪ Known IFR traffic and intentions (IFR departure)
For CTA departures (YBSU / YBCG) the departure brief may also include items such as:
• Any departure clearance
• Altitude and/or tracking requirements
• Radio and navaid frequency changes (if applicable)
Example Take-off Safety and Departure Brief from Redcliffe:
Note: The actions outline below in no way supersede the aircraft approved
flight manual. Today VMC is 62kts, lift off is 71kts and VYSE is 92kts.
My decision point is when the stop ahead option is no longer available, and I
have a speed of 100kts and an altitude of 200’.
If I have an engine failure prior to my decision point, I will control the
aeroplane by keeping the ball in the middle with rudder and my wings level
with the ailerons, close both throttles and land straight ahead.
If I have an engine failure after my decision, I will control the aeroplane by
keeping the ball in the middle with rudder and my wings level with ailerons. I
will make sure of: -
Mixture – up,
Pitch– up,
Throttle – up,
Pitch the nose to maintain blue line,
Gear – up and
Flap – up.
I will identify the dead engine from my “dead” leg
Verify my choice by cycling the throttle twice.
I will feather the dead engine and climb straight ahead to a safe height,
remaining in VMC and conduct a left circuit for and landing back on runway 07.
If I am in IMC, I remain in the circling area, climb, and contact BN CTR for
tracking to BN for the ILS
Note: Items in red italic should be changed to suit your current circumstances
Altitude Procedures
• Whenever a specific altitude is to be held, flown to, or assigned by ATC;

it is to set on the assigned altitude indicator (AAI). The AAI should be
used during instrument approaches to define segment altitude limits
and / or missed approach altitude.
• Transition from climb/descent to levelling off is based on 10% of rate of
climb/descent, i.e. if the rate of climb is 500ft per minute, level off should
be commenced 50ft prior to assigned altitude.
Take-off Procedures
• When entering the runway for take-off, the strobe lights and landing lights
shall be turned on and the transponder selected to ‘ALT’ mode. In CTA, the
landing light may be delayed until TOWER has issued a take- off clearance.
• Airspeed Indicator is checked passing 40KIAS.
• Approaching VR, the PF will call: “Speed, rotate,” and apply a positive aft
pressure on the control column to achieve rotation at VR and establish the
aircraft in a shallow climbing attitude that results in a positive rate of climb
while also allowing the aircraft to accelerate to VYSE as soon as possible.
• At the Decision Point and with a positive rate of climb established,
the PF will call out “Decision Point, continuing” and move his/her
hand from over the throttles to behind the power levers and push
them forward.
• The decision point may be delayed when using longer runways where a
landing ahead may be more advantageous in the event of an engine
failure immediately after take-off. At Redcliffe, this is not generally the
case and the recommended Decision Point is normally within a few
seconds of take-off.
Use of Heading Bug, Course Pointer and RMI Needles
• The Heading Bug (HSI) is a constant reference to the heading to be flown for
all segments of flight. When the aircraft enters the runway for take-off, the
PF is to select the Heading Bug to runway heading and then to the first
heading after the take-off phase is complete.
• With the CDI source key set to VLOC (not GPS) on the GNS430/530, the
required course is set on the OBS to provide a constant reference for
the required course/track to be flown

• When flying a circuit or holding pattern the Course Pointer is set on the
runway in use and the inbound track respectively to aid in orientation.
• In summary, the rule is simple: Heading bug for heading, and Course Pointer for
tracking.
• Wherever possible, the Heading Bug and Course Pointer are to be set to the
new heading/track approximately ten seconds prior to commencing a turn
during an instrument procedure’s minimise confusion with respect to the
RMI needles, unless a PIC has an operation requirement to the contrary,
the no.1 RMI needle (narrow green single shaft) is to be used only for the
GPS 1, whereas the no.2 RMI needle (broad yellow double shaft) is to be
for the ADF.
En-route Procedures
• During flight, the PF will conduct periodic ‘CLEAROF’ checks as required and
monitored by the PNF.
• ‘CLEAROF’ is a mnemonic for the following:
• Course: Compass/DG alignment & navaids, course set and correct
• Log: Maintain flight plan paperwork, i.e. ETI/fuel
• Engine: Fuel, mixture settings, engine indications.
• Altitude: Verify in keeping with assigned/nominated.
• Radios: Correct Com/Nav frequencies set.
• Orientation: Confirm position
• Fuel: Log up to date
Turning Procedures
• Where two pilots are on board, both are to maintain an effective lookout
during any manoeuvre or turn and alert the other to any possible conflicts.
The only exception to this is where a student is conducting IF training
using a hood.
• The visual scan for a turn shall commence on the opposite side for the
direction of the turn, moving through to the centre and finishing in the
intended turn direction. The PF will call out the lookout in this manner:
“Clear left, centre, right”.
Diversion Procedure
• If an in-flight diversion is required, a variation of the ‘CLEAR’ check is to be

used. In this case, ‘T- CLEAR.’
• The ‘T-CLEAR’ mnemonic covers the following items:
• Time: Log the time for commencing diversion
• Course: Draw the track, estimate HDG/distance

• Log: Determine an approximate ETI/endurance
• Engine: Fuel, mixture settings, engine indications
• Altitude: Consider LSALT and terrain clearance
• Radios: Advise Flight Watch of intentions (if VFR) and
amended SAR Time if applicable.
Top of Descent/Approach Procedures
• Within 10 minutes prior to the top of descent point, the PF is to

perform the ‘QADCAPS’ check in preparation for approach to the
destination aerodrome for both IFR and VFR flights.
• The ‘QADCAPS’ mnemonic covers the following items:
• QNH: ATIS/AWIS/TAF details noted. QNH set and cross-checked
• Aids: Navaids tuned, identified, and tested*
• DG/HIS/RMI: Alignment checked with compass
• Chart review: Ref: Jeppesen/DAPS for IFR and ERSA for VFR
• Audio: Set for approach (ADF ident monitor / ILS Markers on)
• Pre-landing: PAL activate PAX
seatbelts. Checklist complete;
however, landing gear may remain
up or until established either on
final approach or intercepting the
normal approach path when
circling, normally base.
• Speed review: Nominate slowdown point
Chart Brief
• The brief covers all significant information regarding the approach. It

does not, however, need to include everything written on the chart.
• The main elements of a chart brief are:
• Introduction – Chart name and date of chart
• Frequencies – Radio configuration for the approach
▪ OCTA – both radios will be used for monitoring Brisbane Centre
and CTAF
▪ In CTA, you will probably set up frequencies using COM1 alone
• Lowest Safe Altitude – 10nm MSA (with 25nm MSA if relevant)
▪ This relates to your descent /missed approach plan and is
important for safety.
• Sector Entry – type of sector entry, initial turn direction and track
▪ Take time to orientate yourself at this point, especially in terms of
turn directions
▪ Feel free to verbalise the details of this further if it helps clarify
your intentions
• Holding Pattern – time, pattern direction and inbound track
• Approach – Intermediate tracks, timings, altitude restrictions, directions
of turn
▪ This section covers how you will get to finals
▪ Take time to ensure the correct turn direction (if applicable)
• Finals – Track and altitude check/requirements
▪ This is a critical track in terms of terrain clearance, do not rush this
point!
Minima –MDA or DA (add 50ft for PEC & temp correction to DA) on AAI after FAF.
▪ State required visibility for the approach
▪ State what you plan to do if/when you become visual
▪ Consider where the runway may appear, as it may not be straight
ahead.
▪ Will QNH be ‘accurate’ (within 15 minutes) at the time of the
approach?
• Missed Approach – Turn direction if applicable, track and altitude
▪ Track the NAVAID for missed approach tracks that continue on the
final track
▪ Heading & drift for missed approach tracks that are not an
extension of final track
• Requirements/Notes – Highlight special requirements or
considerations (i.e. DME/GPS, circling limits)
▪ Scan the chart thoroughly prior to briefing, for non-
standard/special requirements
Runway Orientation / No Circling Areas --Example of IFR Chart Brief for Avalon ILS
“Chart brief for Avalon ILS Y Runway 36, dated 19 August 2011”
“AV APP 133.55 COM 1 AV TWR 120.1 ready, COM 2 silent, ILS 109.5 identified”
“10 NM MSA IS 2500”
“Sector 3 Entry if required”
“1-minute left hand holding pattern inbound track 176”
“not below 2500 until 8.9 GPS” “Finals track is 176”
“Check height 1350 feet at 5.3 GPS”

“DA of 340 is ENTERED, required visibility 1.5km with actual QNH”
“If visual I expect to land straight ahead”
“Missed approach track 176, climb to 2500 f e e t ”
“DME required, GPS permitted in lieu” “No circling west of RWY 18/36”
“Chart Brief complete”
Example of IFR Chart Brief for Ballarat NDB
“Chart brief for Ballarat NDB Runway 26 dated 11 November 2011”
“ML CEN 126.8 COM 1, BLT CTAF 127.75 COM 2, NDB 239 identified”
“10 NM MSA is 3700”
“Sector 2 Entry, right turn for initial track 334”
“1-minute right hand holding pattern inbound track 184”
“Outbound approach track 184 for 2.5 minutes”
“Descent not below 2800 until established inbound”
“Left turn to intercept finals”
“Finals track is 349”
“MDA of 2110 is ENTERED, required visibility 3.8km”
“If visual I will track for right base RWY 18”
“Missed approach track 178, climb to 4000 feet”
“Chart Brief complete”
Visual Arrival Brief
• Planned descent point

• Aerodrome elevation
• Circuit altitude
• Runway/re-join anticipated
• Special procedures
Example of brief for Redcliffe
“Approach Brief for Redcliffe”
“Top of descent at 41”
“Redcliffe’s elevation is 7ft, circuit altitude 1000ft”
“I will overfly at 1500ft for runway 07”
“Special procedures require right-hand circuits on runway 25, which is
preferred landing runway in nil wind.”

Sector Entry/Holding Pattern Procedures
When conducting sector entries or holding patterns (prior to commencing an

instrument approach) a ‘Five Ts’ checklist assists with meeting the required actions
for these procedures. The following mnemonic covers these items:
• Turn: initiate turn in the direction required
• Time: start timing once wings are level or abeam the station (if
applicable)
• Track: set/confirm the desired track required allowing for wind
• Talk: make radio call if required
• Throttle: adjust power if required
Approach/Landing Configurations – IFR
• For an ILS or GNSS approach, the targeted Vertical Speed should be

(=5 x G/S) for the approach. The AAI is used for minimum segment
altitudes and then Missed Approach Altitude, with DA/MDA set
after FAF.
• For a precision approach (i.e. the ILS), the Pilot flying must ensure that power
is set for holding prior to localiser capture, with all ‘Pre-landing’ checklist
items completed.
• Established on the localiser with the Vertical Deviation Indicator (VDI)
indicating ‘one dot above the glideslope,’ the PF selects gear down (if
applicable) and commencing descent as the VDI centres.
• The ILS is to be flown at approx. 125kts; no configuration change
should be made after glideslope capture.
• For a non-precision approach (i.e. all approaches other than ILS), the power
is set for holding on arrival overhead the aid for a sector entry/holding
pattern or at the IAF.
• For NDB and VOR approaches that incorporate a reversal procedure,
the landing gear is selected down immediately prior to descent at
the commencement of the intermediate approach course.
• When the aircraft becomes established on the final approach
course the Pilot flying will call out “established” and
commence/continue descent to MDA
• For IFR operations, when conducting a precision approach (i.e. ILS), at 100ft
above the DA, the Pilot flying
• will call out: “100 feet to DA” while moving both propeller
levers smoothly to full forward; and a upon reaching the DA,
will callout: “At minima” and either:
• “Visual - Continuing” if runway is in sight or

• “Not Visual – Missed Approach” if runway is not sighted or is lost from
sight.
• If the Pilot flying is conducting an asymmetric instrument approach, leave the
flap and gear as is initially, and retract if level flight is required and unable to
maintain level flight at or above VYSE. The aircraft should remain in the clean
configuration until visual contact with the runway is established and a safe
landing is assured.
• If an asymmetric circling approach is to be carried out, the aircraft should
remain in the clean configuration until intercepting a normal approach to
landing profile; which will normally coincide with base position, at which
point flaps and gear are set as appropriate
Landing Procedures
• The Pre-Landing Checklist is to be completed by the end of the downwind leg

when in the
circuit and by 1nm final when conducting a straight in approach.
• Pilots are to achieve a stabilised (final) approach when on finals:
• A constant 3-degree descent profile can be maintained
• The aircraft is in a landing configuration
• The airspeed is stable
• A go-around is to be initiated if at or below 500 ft AGL:
• The aircraft’s rate of descent exceeds 1000ftper minute, or
• Excessive control input is required to re-establish a safe approach path
and/or aim point
• For all landings, when on 400ft finals the Pilot flying is to assess the aircraft’s
potential for a safe landing and make a formal decision to land the aircraft or
commence a go-around. In the case of an asymmetric approach, the finals
check (PUF) is a commitment to land.
• Other than retracting flaps during a touch & go landing, the PF is not to
change the aircraft configuration after landing until the aircraft has
vacated the runway.
Shutdown Procedures
After completing the Shutdown Checklist, crews are to ensure that the aircraft is left in an
appropriate state (all rubbish removed, etc.) such that it is ready for the next flight. Prior to
leaving the aircraft, conduct a final check to ensure that master and magnetos switches
are off, brakes on (off if wheel chocks are in place), controls are secured (with seat belt)
and tie downs are fitted.
12.2 Standard Power Settings

P68 Power Settings – Both Engines Operative
MANIFOLD MIXTURE INDICATED

RPM CONFIG
PRESSURE SETTING AIRSPEED
Cruise Climb 25” 2500 Clean Full Rich 110 kts
Best Rate of
Full 2700 Clean Full Rich 92 kts
Climb
Best Angle of
Climb
Cruise Set as per POH et as per POH Clean 100oF Rich of As per POH
peak EGT
Adjust to
Descent 20” 2300 Clean maintain EGT 500ft/min
Circuit 20” 2300 Flap 15 Full Rich

Within
Holding 20” 2300 Flap 15 Full Rich Category
Within
Procedure 18” 2300 Flap 15 Full Rich Category
P68 Power Settings – One Engine Inoperative
Manifold Mixture Indicated

RPM
Pressure Setting Airspeed
Best Rate of
Full 2700 Full Rich 88 kts
Climb
Best Angle of
Climb
Cruise 75% see POH 75% see POH Full Rich 92 kts
Adjust to
Descent 20” 2300 maintain EGT 500ft/min
Circuit or
Circling 23” 2300 Full Rich See B5-37
Within
Holding 23” 2300 Full Rich Category
Within
Procedure 20” 2300 Full Rich Category
P68 Standard Fuel Flow/Quantity – As per Operations Manual

Fuel Flow/Quantity
10 litres
Start-up, Taxi and Take-off
(2.7 US Gal)
8 litres
Climb to 2000 ft
(2 US Gal)
16 litres
Climb to 5000 ft
(4 US Gal)
27 litres
Climb to 10000 ft
(7 US Gal)
90 litres/hour
75% Power (157 KTAS)
(22.4 US Gal/hour)
65% Power (150 KTAS) 80 litres/hour

(20.6 US Gal/hour)
71 litres/hour
Holding (55% Power)
(18.6 US Gal/hour)
46 litres/hour
Single engine cruise (75%)
(11.2 US Gal/hour)
C310 Power Settings – Both Engines Operative

MANIFOLD MIXTURE INDICATED
RPM CONFIG
PRESSURE SETTING AIRSPEED
Cruise Climb 24.5” 2500 Clean Full Rich 130 kts
Best Rate of
Climb
Best Angle of
Climb
Cruise Set as per POH Set as per POH Clean 100oF Rich of As per POH
peak EGT
Adjust to
Descent 20” 2300 Clean 500ft/min
maintain EGT
Circuit 20” 2300 Flap 15 Full Rich
Within
Holding 20” 2300 Flap 15 Full Rich Category
Flap 15, Gear Within
Procedure 18” 2300 Down Full Rich Category
C310 Power Settings – One Engine Inoperative

Manifold Mixture Indicated
RPM
Pressure Setting Airspeed
Best Rate of
Climb
Best Angle of
Climb
Cruise 75% see POH 75% see POH Full Rich 110 kts
Adjust to
Descent 20” 2300 500ft/min
maintain EGT
Circuit/Circling 23” 2300 Full Rich
Within
Holding 23” 2300 Full Rich Category
Within
Procedure 20” 2300 Full Rich Category
C310 Standard Fuel Flow/Quantity – As per Operations Manual

Fuel Flow/Quantity
Start-up, Taxi and Take-off 10 litres (2.7 US Gal)
Climb to 2000 ft 3 litres (0.8 US Gal)
Climb to 5000 ft 12 litres (3 US Gal)
Climb to 10000 ft 24 litres (6.2 US Gal)
75% Power (180 KTAS) 120 litres/hour (32 US Gal/hour)
65% Power (170 KTAS) 104 litres/hour (27 US Gal/hour)
Holding (55% Power) 92 litres/hour (24 US Gal/hour)
Single engine cruise (75%) 60 litres/hour (16 US Gal/hour)
12.3 Standard Circuit procedures

P68 Standard Circuit Procedure Take-off/Upwind
• 62 kts – reduce weight on nose-wheel
• 71 kts – positive aft control input to rotate at correct speed
• Set attitude to accelerate through 92KIAS ASAP
• Decision Point – “Positive rate if climb, Continuing”
• Short-field take-off – attitude for 80KIAS until obstacles are cleared
• Stable 100KIAS climb – confirm positive rate of climb, perform after take-off
checks
• Not below 300 feet – set climb power 25’ MAP/2500rpm
Crosswind
• At 500 feet AGL, check clear prior to turning
• Maintain 100KIAS, climb to 1000 feet AGL
Downwind
• Check clear prior to turning
• Call “turning downwind”
• Set circuit power 20’ MAP/2300rpm and confirm spacing
• Set flaps 15
• Perform “Before Landing Checklist”
Base
• Reduce power to 17’ entering the base turn
• “Speed below 111 kts, Flap 25 – Select 25o flap
• Maintain altitude until speed has reduced to 100 kts
• Trim the aircraft for 100KIAS
• Assess altitude and adjust power if required
• 95-100KIAS approaching turn onto final
Final
• Reduce to 90KIAS turning onto final
• On stable approach at 400 feet “continuing”
o Pitch – Fully fine
o Undercarriage – down, locked, 3 greens
o Flaps – full, cowl flaps open
• Check runway clear (landing clearance in CTA)

• Target Threshold Speed – 80KIAS (75-85KIAS)
• Flapless Threshold Speed – 85KIAS (80-90KIAS)
• Short field Landing Threshold Speed – 75KIAS
Baulked Landing
• Mixture – Full Rich
• Pitch – Full forward
• Power – Full
• Attitude – 8o nose up
• Flap – Set 15o
• “Positive rate of climb, flaps 15”
• “Positive rate of climb, flaps up”
• Accelerate to and maintain 100 kts
C310 Standard Circuit Proc.
Take-off/Upwind
• 70 kts – reduce weight on nose-wheel
• 80 kts – positive aft control input to rotate at correct speed
• Set attitude to accelerate through 106KIAS ASAP
• No runway remaining – “Positive rate, Gear UP”
• Decision Point – “Continuing”
• Short-field take-off – attitude for 85KIAS until obstacles are cleared
• Stable 120KIAS climb – confirm positive rate of climb, perform after take-off
checks
• Not below 300 feet – set climb power 24.5” MAP/2500rpm
Crosswind
• At 500 feet AGL, check clear prior to turning
• Maintain 120KIAS, climb to 1000 feet AGL
Downwind
• Call “turning downwind”
• Set circuit power 20’ MAP/2300rpm and confirm spacing
• Below 158, Set flaps 15
• Perform “Before Landing Checklist”
Base
• “Speed below 138 kts, Flap 25 – Select 25o flap
• Maintain altitude until speed has reduced to 110 kts
• Trim the aircraft for 110KIAS
• Assess altitude and adjust power if required
• Not below 106KIAS approaching turn onto final
Final
• On stable approach at 400 feet “continuing”
• Pitch – Fully fine
• Undercarriage
– down,
locked, 3
greens
• Flaps – full
• Check runway clear (landing clearance in CTA)
• Target Threshold Speed – 90KIAS (82-93KIAS)
Baulked Landing
• Mixture – Full Rich
• Pitch – Full forward
• Power – Full
• Attitude – 8o nose up
• Flap – Set 25o
• “Positive rate of climb, Gear up”
• “Positive rate of climb, flaps 15”
• “Positive rate of climb, flaps up”
• Accelerate to and maintain 120kts
12.4 Operating Procedures Emergency/Abnormal

Introduction
An emergency/abnormal condition may be any malfunction or situation not
routinely encountered during the normal course of aircraft operation. It may
or may not necessitate the conduct of an Emergency or Abnormal procedure,
depending on the nature and seriousness of the condition.
Pursuant to CAR 224, the Pilot in Command holds the ultimate responsibility for
determining an appropriate course of action, however the priority in dealing
with any emergency or abnormal condition is to maintain control of the
aircraft.
Once control has been maintained, continue to fly the aircraft, and initiate the
conduct of appropriate procedures and checklists.
Checklist Procedures General
Whenever an abnormal condition exists, the appropriate checklist(s) must be consulted

to;
o Confirm all recall drills have been correctly actioned and/or
o Initiate and direct the completion of all reference drills.
Recall Items
Emergency Checklist items are essentially all recall items. They must be known from
memory and completed in the correct sequence immediately when an abnormal
situation is recognised.
Once the Checklist items have been accomplished by memory, the appropriate
abnormal checklist should subsequently be consulted to verify the completion of
all items. Since the recall items are conducted from memory, the function of the
verification process is to ensure that no steps have been omitted. The Pilot in
Command is required to verify that each item has been completed.
Where a recall item has been inadvertently omitted, the Pilot will verify the correct
switch or control, and then complete the required action.
During the reading of each checklist, the addition of either Left or Right should be
inserted as appropriate.
Whenever the listed checklist response is “AS REQ’D”, the appropriate switch or
control position is to be considered and actioned to suit the current situation.
Advisory and Informational items should be read in sequence as they occur in the
checklist.
Communication with Passengers
At the earliest opportunity, once the abnormal/emergency situation is fully under
control, passengers should be advised of any abnormality that is affecting or will
affect the normal conduct of the flight.
Small deviations from normal operation will be noticed by the passengers so pilots
should act early to reassure passengers that any abnormality is being appropriately
managed.
Information that is unnecessarily alarming or easily misunderstood should not be
given. The amount will depend on the nature of the problem and the time
available.
In any passenger briefing, the following information, should be considered in the
event of an abnormal or emergency situation.
• The nature of any problem
• Give a clear, succinct statement of the abnormality. Where it is
considered unnecessary to give detail of the problem, the expression
“operational or technical problem with the…” may be used. If the
problem is evident to the passengers, it should be referred to
explicitly. If possible, reassure the passengers.
• The effect on the flight
• Briefly describe the impact that the problem will have on the
normal conduct of the flight (e.g. reduced speed, diversion, etc.).
• The type of landing expected
• State whether the landing will be normal, emergency or ditching.
Wherever possible the expectation of a normal approach and landing
should be emphasised.
• The estimated time to landing
• If an emergency landing or ditching will be conducted, advise
the expected time remaining prior to landing or ditching.
• The procedures to be followed

• No Smoking/fasten seatbelts firmly
• Exits to be used
• Stow all loose articles
• Brace for impact signal
• To commence evacuation immediately when the aircraft comes to rest
• Review safety card
End with the words: “Please remain seated and follow my instructions”
The Precise delivery of the briefing is left to the individual pilot. A sample briefing is as
follows:
“Ladies and Gentlemen, I have shut down the right engine as a precautionary
measure. We will be returning to Mildura and carrying out an emergency landing in
approximately 7 minutes.
Please ensure there is no smoking and fasten your seatbelts securely.
Only the main door can be used for evacuation. Stow all loose articles.
Continuation and Diversion Considerations

CAO 20.6 permit the Pilot in Command of any aircraft with one engine inoperative to
bypass the nearest suitable aerodrome only after consideration of all relevant
factors, as follows:
• The nature of the malfunction and any possible ensuing difficulties if the flight
continued
• Availability of the inoperative engine for restart
• Aircraft altitude, weight, and fuel on board
• Distance to be flown
• Relative characteristics of available aerodromes
• Weather conditions – enroute and terminal
• Air traffic congestion
• Terrain
• Familiarity with aerodrome to be used
Rejected Take-off OR Engine Failure during Take-off (before decision point)
Once take-off power is set, the Pilot’s hand should remain on the throttles,
positioned so that immediate retardation is possible in the event of an abort.
The pilot may elect to reject any take-off before reaching the Decision Point, but as a
general rule should initiate an abort in the event of an engine failure, fire, or
serious malfunction.
The Decision Point is a clearly defined point nominated by the Pilot in Command as
the point after which the aircraft will continue in the event of an engine failure.
The Decision Point, may be delayed where a long runway or clearway facilitates a
landing ahead, following an engine failure, in preference to continuing.
If a failure is recognised, assess whether to reject or continue the take-off. If take-off
is to be rejected: Simultaneously apply maximum braking and close both throttles
immediately and stop straight ahead.
(The subsequent degree of braking is dependent on aircraft speed and runway
available at the time of the abort decision)
If inadequate runway remains to stop, maintain control and check;
Throttles Immediately Close

Brakes (or land and brake) As Required
Mixtures Idle Cutoff
Fuel Selectors Off
Magneto Switches Off
Battery Master Off
Continue straight ahead, turn to avoid obstacles.

Conduct and emergency/abnormal drill or other action
as necessary If in CTA with a tower call should be
“Victor Mike Victor Stopping”
Followed by: “OPS NORMAL” or “Request fire services / standby / nature of

emergency” as appropriate
Intentionally Blank
13.0 R.T.O. Students

Accredited Training Programs
Accredited training is training which is provided to a student with the outcome focus of
receiving a Nationally accredited qualification on completion of all units of competency that
are outlined in the course overview which meets the qualification training package rules. This
is considered a Nationally Accredited training resulting in a Nationally Accredited
qualification. All Nationally Accredited qualifications have been developed based on the
relevant National training package regulations and requirements for a specific industry or
where a training package has not been outlined by the Government standards and course
may be accredited for national recognition.
By students enrolling in a Nationally accredit qualification with the Redcliffe Aero Club they are
enrolling in a Diploma qualification which is at a AQF (Australian Qualifications Framework) and
with the intention to complete a Nationally Accredited courses, they are learning in
accordance with nationally agreed industry standards. Upon completion the Qualification or
Statement of attainment they are issued will be nationally accredited and recognised with
the below logo displayed which is recognised within all states of Australia.
Courses
The Redcliffe Aero Club currently has on our scope of registration the below nationally
accredited qualifications:
• AVI50219 Diploma of Aviation (Commercial Pilot Licence - Aeroplane)
• AVI50519 Diploma of Aviation (Instrument Rating)
The Redcliffe Aero Club is currently preparing the below qualifications to be added to our
scope of registration, we anticipate they will be available in the near future:
• AVI50419 Diploma of Aviation (Flight Instructor)
• AVI50119 Diploma of Aviation (Aviation Management)
The below Diploma qualifications are offered on a full-time basis with a face to face delivery
mode, these course duration averages 12 – 14 months depending on previous experience.
• AVI50219 Diploma of Aviation (Commercial Pilot Licence - Aeroplane)

• AVI50519 Diploma of Aviation (Instrument Rating)
• AVI50419 Diploma of Aviation (Flight Instructor) (awaiting scope of registration
available 2021)
These qualifications are conducted from The Redcliffe Aero Club RTO premises located at 1
Wirraway Drive, Kippa-Ring QLD. Students may choose to enrol into these qualifications as
a Fee for Service Student or they wish to be considered for the VET Student Loan funding
program in which case the RTO Team will assist the student in applying and being assessed
for eligibility.
The qualification AVI50119 Diploma of Aviation (Aviation Management) once added to our
scope of registration will be a Diploma qualification designed for students who are currently in
an Aviation Management position, are currently looking to further enhance their Aviation
Management career.
Students must meet entry level requirements and have access to Aviation Management
facilities either at a Airport, Controlled or non-controlled Aerodrome with security and
screening capabilities.
This qualification is available as a Fee for service or corporate account fee structure but is
not available under the current VET Student Loans funding program.
This qualification can be completed on a fulltime, part time, or flexible basis. This
qualification delivery method is a combination of face to face, correspondence, workplace
observation which will be evaluated on a case by case basis upon student application. The
RTO team will assist students throughout this process.
All course details including costs are on the RAC website www.redcliffeaeroclub.com.au.
Facilities and Resources

A list of the aircraft fleet owned by The Redcliffe Aero Club (RAC) and available for student
lessons are located on our website. Located on the website you can also see pictures of the
club house and the VH - SIM Flight Simulator.
As courses are reviewed, additional information will be uploaded. Additional information
will be provided to all candidates at the “Pre-Enrolment Information Sessions” which are
conducted by the RTO Team and are attendance is compulsory for position consideration.
AVI50219 Diploma of Aviation (Commercial Pilot Licence - Aeroplane)

This course has a number of Aviation Industry prerequisites which are currently being
updated to align with Australian Aviation Industry requirements set out by CASA (Civil
Aviation Safety Authority).
As of 01.01.2021 these will include:
• JP Certified copy of your CASA Recreational Pilot Licence (RPL(A)
• JP Certified RPL CASA exam results including KDR (Knowledge Deficiency Report)
• JP Certified copy of Minimum hours in Instrument rating hours (Logbook)
• JP Certified copy of Minimum hours of PIC (Pilot in Command) (Logbook)
• JP Certified copy of CASA Class 1 Medical
• JP Certified copy of ASIC Card

Thorough out the course you will begin with training and developing the skills, knowledge,
and practical ability to progress your skills towards the Aviation Industry standards to obtain
a CASA Private Pilot Licence (Aeroplane).
After gaining your CASA Private Pilot Licence (Aeroplane) , you will continue your education //
study journey to a become a pilot with Commercial Pilot Licence (CPL(A)) training.
The CASA Private Pilot Licence (Aeroplane) student will already possess the skills and
knowledge to safely operate an aircraft in a private setting, so the Commercial Pilot Licence
(CPL(A)) course training will develop your existing skills to satisfy the higher demands of
operations in a commercial environment.
Duration
The course AVI50219 Diploma of Aviation (Commercial Pilot Licence – Aeroplane) takes
approximately 14 months full time, however this can be extended if needed based on cohort
experience, intake sizes, various weather considerations, Trainer availability, Aircraft
maintenance and a wide range of other Aviation related factors.
The qualification comprises of the following units of competency. This qualification has a
combination of standalone and holistic assessments and as a result unit of competency may
be trained as a stand along unit of in a cluster of units of competency that are industry
relevant together. Therefore, they may not be necessarily delivered in the order shown
below but will be in accordance with Course overviews and Individual training plans provided
to students at time of enrolment consideration.
AVIE0006 Maintain Aircraft Radio Communications Core

AVIF0026 Implement Aviation Risk Management Processes Core
AVIF0027 Implement Aviation Fatigue Risk Management Processes Core
AVIF0029 Implement Threat and Error Management Strategies Core
AVIF0030 Manage Safe Flight Operations Core
AVIF0033 Manage Aircraft Passengers and Cargo Core
AVIF0035 Manage Human Factors in Aviation Operations Core
AVIH0010 Plan a Flight Under Visual Flight Rules Core
AVIH0014 Navigate Aircraft Under Visual Flight Rules Core
AVILIC0003 Licence to Operate a Commercial Aeroplane Core

AVIO0017 Manage Disruptive Behaviour and Unlawful Interference with Aviation Core
AVIW0029 Manage Pre- and Post-Flight Actions Core
AVIW0032 Operate and Manage Aircraft Systems Core
AVIY0033 Operate Aircraft using Aircraft Flight Instruments Core
AVIY0034 Operate in Controlled Airspace Core
AVIY0035 Operate in Class G Airspace Core
AVIY0036 Operate at Non-Towered Aerodromes Core
AVIY0037 Operate at a Controlled Aerodrome Core
AVIY0040 Apply Aeronautical Knowledge to Aviation Operations Core
AVIY0041 Apply the Principles of Civil Air Law to Aviation Operations Core
AVIY0046 Execute Advanced Aeroplane Manoeuvres and Procedures Core
AVIY0047 Manage Abnormal Aeroplane Flight Situations Core
AVIY0054 Control Aeroplane on the Ground Core
AVIY0055 Take-Off Aeroplane Core
AVIY0056 Control Aeroplane in Normal Flight Core
AVIY0057 Land Aeroplane Core
AVIY0058 Manage Aircraft Fuel Core
AVIZ0006 Manage Situational Awareness in Aircraft Flight Core
AVIH0015 Plan a Flight Under Night Visual Flight Rules Elective
Qualifications including CASA PPL Licence (Aeroplane) and CASA

CPL(Aeroplane) training Syllabus.
For students to be deemed competent and obtain their qualification AVI50219 Diploma of
Aviation (Commercial Pilot Licence - Aeroplane) students will need to be deemed competent
in 28 Core Units and 1 Elective Unit of Competency, these units of competency map to the
CASR Part 61 Manual of Standards for the Private and Commercial Pilot Licence almost
entirely. Therefore, students will be trained in accordance with the Redcliffe Aero Club syllabi
for both PPL(A) and CPL(A), however there will be additional classes and assessments for
three units that are not included in the standard syllabus.
Assessment General
This qualification is focused on developing your existing flying skills, knowledge, abilities, and
experience then developing the abilities to apply those skills in a commercial pilot level of
Industry standard. There will be a variety of assessment exercises throughout this
qualification, some will be a combination of standalone assessments, ground school training,
individual briefing, written and verbal assessments, holistic assessments, Simulation sessions
and assessments with a majority of the assessments being practical demonstrations while
flying a Cessna 172 Aircraft both dual training and solo flights demonstrating your skill set and
techniques.
Once all assessment materials are completed for this unit of competency that need to be
assessed, they should be provided to the Redcliffe Aero Club using one of the following
options.
1) Hand in assessment material via the office, Office is open 7 days a week, 0800 – 1700.
Please ensure that you have your full name and student number on the cover page so
that your work can be easily identified. Please ensure that you retain a copy of the
assessment for your records.
2) You may choose to email through your completed assessment material via email to
info@redcliffeaeroclub.com.au please ensure that you send your assessment
documentation as a secure PDF or password protected word doc.
Assessment Procedures
The Redcliffe Aero club Trainers & Assessors / Flight Instructors will explain all assessment
tasks to you in detail during the duration of your course and training.
The Redcliffe Aero Club believes candidates / students who demonstrate various learning
styles should not be disadvantaged. The Redcliffe Aero Club is committed to assisting
students and developing strategies to assist students with difficulties, while maintaining the
Standards for RTO’s 2015. Redcliffe Aero club also ensures that students / candidates
maintain CASA regulatory and licencing requirements while participating in all their training.
Assessments will be assessed as competent or not yet competent. In the event that a
student is deemed not yet competent the Trainer & Assessor / Flight Instructor will provide
you with comprehensive feedback, you will be provided with one on one support so that the
student has a clear understanding of what is required for them to be deemed competent.
Students will then be provided with a time frame in which they can correct and amend any
assessment material and resubmit their assessment material to an assessor /trainer and
have their work re assessed.
Depending on the qualification, training package requirements, students individual training
plan and resource availability it may be required in some circumstances for students to
suspend their study / participation in further units of competency until they have been
deemed competent in their current unit of study.
Student Instructions
Students are encouraged to study in the order of units that is outlined in their individual
training plan. They are to attend the scheduled class sessions outlined in their training plan
and are encouraged to maintain a steady study pace throughout the duration of their
qualification, students are encouraged to utilise The Redcliffe Aero Club free study hub and
computer facilities.
Students are also encouraged to attend a, minimum of 3 days per week during flight
training Phases and 5 days a week during ground school. You as a Diploma student have
unlimited support from Trainers & Assessors and Flight Instructors and with small class
cohort sizes you are supported as an individual and not as simply a student number.
Once assessments are completed and submitted assessment documentation to The
Redcliffe Aero Club for review.
Required Text / Resources

Students are required to purchase nine (9) textbooks these include:
• RPL(A) / PPL(A) Study Guide Volume 1 & 2,
• Meteorology,
• Air Law,
• Human Performance and Limitations,
• Aerodynamics,
• General Knowledge,
• Performance and Navigation.

The Redcliffe Aero Club has adequate pilot supplies including – books, maps, and navigation
equipment for sale. Students are responsible for keeping their own Pilot Supplies up to
date. Students are expected to have a copy of the Aeronautical Information Publication
and up to date ERSA as well as relevant charts. The Redcliffe Aero Club has its own library
of legislation books which students are welcome to use provided they remain on the
premises. Common law documentation can be found at https://www.legislation.gov.au/
The Redcliffe Aero Club does not require students to purchase all resources at the time of
enrolment confirmation, however do encourage students to obtain books as soon as
possible so that they can commence self-study which is required in preparation for
undertaking the CASA Syllabus exams.
Study Instructions
RAC identifies that each student will require different levels of assistance and study time for
various units of competency and phases.
Flight Instructors / Trainers/ Assessors will guide each student throughout the duration of
their course to maintain progression, advise if additional study is recommended prior to a
theory or practical exam.
Students are encouraged to study onsite at The Redcliffe Aero Club where they have access
to Flight Instructors / Trainers & Assessors on a 7 day a week basis for support and
coaching free of charge based on availability.
Assessment Instructions
This qualification will be assessed by the following benchmarks:
Written assessments
• PPL(A) Questionnaire
• CPL(A) Questionnaire
• CASA Cyber Exams
- PPLA – PPL Aeroplane
- CNAV – CPL(A) Navigation
- CADA – CPL(A) Aerodynamics
- CSYA – CPL(A) Aircraft General Knowledge
- CHUF – CPL(A) Human Factors
- CLWA – CPL(A) Flight Rules and Air Law
- CFPA – CPL(A) Operation, Performance and Flight Planning
- CMET – CPL(A) Meteorology

• Single Engine Endorsement Questionnaire for flight test aircraft.
• AVIF0026 and AVIF0027 - Student Group participation workbook

• AVIF0026 and AVIF0027 - CASA Assessment Workbooks
• AVIF0026 and AVIF0027 - Trainer and Assessor Marking checklist and Feedback form
• AVIF0026 and AVIF0027 - Student Practical
• AVIF0026 and AVIF0027 – Group Assessment
• AVIO0017 – Group participation workbook
• AVIO0017 – Student Assessment workbook
• AVIO0017 – Group Activity -1 to 5
• AVIO0017 – Student practical
Practical assessments
• PPL(A) Pre-test
• CPL(A)(A) Pre-test
Written assessments should be returned to your allocated Trainer & Assessor or Flight
Instructor who will mark your assessments and attach to your electronic file.
Practical assessments will be conducted in an aircraft under practical assessment conditions
and via oral questioning in a private briefing room.
All assessments should reflect the Australian Qualifications Framework level 5 standards.
Assessment Conditions
As a minimum, assessors must satisfy applicable regulatory requirements, which include
requirements in the Standards for Registered Training Organisations current at the time of
assessment.
Assessments must occur in workplace operational situations. Where this is not appropriate,
assessments must occur in simulated workplace operational situations that reflect
workplace conditions.
Assessment processes and techniques must be appropriate to the language, literacy and
numeracy requirements of the work being performed and the needs of the candidate.
Resources for assessment must include access to:

• a range of relevant exercises, case studies and/or simulations
• acceptable means of simulation assessment
• applicable documentation including workplace procedures, regulations,
codes of practice and operation manuals
• relevant materials, tools, equipment, and personal protective equipment
currently used in industry.
Assessment Result Notifications
Our preference is to email out the results of your assessment directly to you,
however most student will be attending courses at The Redcliffe Aero club on
fulltime study bases, so your trainers/ assessors will also advise you in person on
your next allocated training day.
AVI50519 Diploma of Aviation (Instrument Rating)

This qualification is for students who have already complete the qualification AVI50219
Diploma of Aviation (Commercial Pilot Licence – Aeroplane) or for a student who
• holds a CASA Private pilot licence
• has a moderate level of experience (hours in your logbook)?
• who is CASA Industry current

These criteria items and more will be discussed with you in detail upon completion and
submission of a “expression of interest form”. The RTO team will provide you with a
comprehensive list upon request.
This course includes the training for a CASA instrument rating , which allows the pilot to
conduct flying operations in a single or multi-engine aircraft under the Instrument Flight
Rules (IFR), in conditions that would make visual flying (VFR) impractical. Pilots will learn
the theory and regulations of the IFR, flight planning, enroute procedures and all
instrument approach procedures such as the RNAV GNSS and ILS approach.
AVIF0029 Implement Threat and Error Management Strategies Core

AVIF0030 Manage Safe Flight Operations Core
AVIH0013 Plan a Flight Under Instrument Flight Rules Core
AVIH0017 Navigate Aircraft Under Instrument Flight Rules Core
AVIW0032 Operate and Manage Aircraft Systems Core
AVIY0033 Operate Aircraft Using Aircraft Flight Instruments Core
AVIY0044 Conduct a 2D Instrument Approach Core
AVIY0050 Perform Instrument Arrival and Standard Arrival Core
Route Procedures
AVIY0073 Operate Aircraft in the Traffic Pattern at Night Core
AVIY0074 Perform Non-Published Instrument Departure Procedures Core
AVIY0075 Perform Published Instrument Departure Procedures Core
AVIY0076 Perform Visual Circling Approach Core
AVIY0081 Conduct 2D Global Navigation Satellite System Non- Core
Precision Instrument Approach
AVIY0072 Operate a Multi-Engine Aeroplane Elective
Duration
The AVI50519 Diploma of Aviation (Instrument Rating) course duration is a period of 12
months’ full time. The qualification and course duration may vary in duration depending on
whether the applicant holds previous qualifications, a Private Pilot Licence (PPL(A)) or a
Commercial Pilot Licence (CPL(A)) at the time of commencement. Candidates who do hold
these may be required to commence completing a Credit transfer application or a
Recognition of Prior Learning application depending on experience, you should discuss this
with the RTO team at the Redcliffe Aero Club in detail prior to committing to attending a
“Pre Enrolment Information Session”
A student who holds a Private Pilot Licence (PPL(A)) will spend approximately 12 months to
reach the Instrument rating level whereas the holder of a Commercial Pilot Licence (CPL(A))
will take approximately 3 months, depending on individual skills, knowledge and
experience.
This course is all about developing your existing flying experience and knowledge then
applying those skills in a commercial pilot role and instrument flying role. There will be
several assessment exercises throughout this qualification. In most cases the assessment
exercises will be a combination of theory, practical demonstrations, ground school,
simulation sessions and flying demonstrating your skill set and techniques.
Once all assessment materials are completed for this unit of competency that need to be
assessed, they should be provided to the Redcliffe Aero Club using one of the following
options.
1) Hand in assessment material via the office, Office is open 7 days a week, 0800 – 1700.
Please ensure that you have your full name and student number on the cover page so
that your work can be easily identified. Please ensure that you retain a copy of the
assessment for your records.
2) You may choose to email through your completed assessment material via email to
info@redcliffeaeroclub.com.au please ensure that you send your assessment
documentation as a secure PDF or password protected word doc.
Assessment Procedures
The Redcliffe Aero club Trainers & Assessors and Flight Instructors will explain all
assessment tasks to you in detail during the duration of your course and training.
The Redcliffe Aero Club believes students who demonstrate various learning styles should
not be disadvantaged, however acknowledge that students must demonstrate a benchmark
skillset to enter into the Australian Aviation Industry and take into consideration these
factors when developing our enrolment and students selection process.
The Redcliffe Aero Club is committed to assisting students and developing strategies to
assist students with difficulties, while maintaining the Standards for RTO’s 2015. The
Redcliffe Aero club also ensures that students / candidates maintain CASA regulatory and
licencing requirements while participating in all their training.
Assessments will be assessed and deemed competent or not yet competent. In the event
that a student is assessed as not yet competent the Trainer & Assessor or Flight Instructor
will provide you with comprehensive feedback, you will be provided with one on one
support so that the student has a clear understanding of what is required for them to be
deemed competent.
Students will then be provided with a time frame in which they can correct and amend any
assessment material and resubmit their assessment material to an assessor /trainer and
have their work re assessed.
Depending on the qualification, training package requirements, students individual training
plan and resource availability it may be required in some circumstances for students to
suspend their study / participation in further units of competency until they have been
deemed competent in their current unit of study. This is also often required in order for the
Redcliffe Aero Club and the student to maintain CASA legislative and regulatory
requirements.
Student Instructions
Students are encouraged to study in the order of units that is outlined in their individual
training plan. They are to attend the scheduled class sessions outlined in their training plan
and are encouraged to maintain a steady study pace throughout the unit, utilising The
Redcliffe Aero Club free study hub and computer facilities.
Once assessments are completed and submitted assessment documentation to The
Redcliffe Aero Club for review.
Required Text / Resources

Students are required to purchase nine (9) textbooks these include:
• RPL(A) / PPL(A) Study Guide Volume 1 & 2,
• Meteorology,
• Air Law,
• Human Performance and Limitations,
• Aerodynamics,
• General Knowledge,
• Performance and Navigation.

The Redcliffe Aero Club has adequate pilot supplies including – books, maps, and navigation
equipment for sale. Students are responsible for keeping their own Pilot Supplies up to
date. Students are expected to have a copy of the Aeronautical Information Publication and
up to date ERSA as well as relevant charts. The Redcliffe Aero Club has its own library of
legislation books which students are welcome to use provided they remain on the premises.
Common law documentation can be found at https://www.legislation.gov.au/
The Redcliffe Aero Club does not require students to purchase all resources at the time of
enrolment confirmation, however do encourage students to obtain books as soon as
possible so that they can commence self-study which is required in preparation for
undertaking the CASA Syllabus exams.
Study Instructions
RAC identifies that each student will require different levels of assistance and study time for
various units of competency and phases.
Flight Instructors / Trainers/ Assessors will guide each student throughout the duration of
their course to maintain progression, advise if additional study is recommended prior to a
theory or practical exam.
Students are encouraged to study onsite at The Redcliffe Aero Club where they have access
to Flight Instructors / Trainers/ Assessors on a 7 day a week basis for support and coaching
Assessment Instructions
This qualification will be assessed by the following benchmarks:
Written assessments
• CPL(A) Questionnaire
• MEA Questionnaire
• IR Questionnaire
• CASA Cyber Exams
- CADA – CPL(A) Aerodynamics
- CSYA – CPL(A) Aircraft General Knowledge
- CHUF – CPL(A) Human Factors
- CLWA – CPL(A) Flight Rules and Air Law
- CFPA – CPL(A) Operation, Performance and Flight Planning
- CMET – CPL(A) Meteorology
- IREX – Instrument Rating Examination

• Single Engine Endorsement Questionnaire for flight test aircraft.
• Multi Engine Endorsement Questionnaire for flight test aircraft.
Practical assessments
• CPL(A) Pre-test
• MEA Class rating Pre-test
• IR Pre-test
Written assessments should be returned to your allocated Flight Instructor who will mark
your questionnaire and attach to your electronic file.
Practical assessments will be conducted in an aircraft under practical assessment conditions
and via oral questioning in a private briefing room.
All assessments should reflect the Australian Qualifications Framework level 5 standards.
Assessment Conditions
As a minimum, assessors must satisfy applicable regulatory requirements, which include
requirements in the Standards for Registered Training Organisations current at the time of
assessment.
Assessment must occur in workplace operational situations. Where this is not appropriate,
assessment must occur in simulated workplace operational situations that reflect workplace
conditions.
Assessment processes and techniques must be appropriate to the language, literacy and
numeracy requirements of the work being performed and the needs of the candidate.
Resources for assessment must include access to:

• a range of relevant exercises, case studies and/or simulations
• acceptable means of simulation assessment
• applicable documentation including workplace procedures, regulations,
codes of practice and operation manuals
• relevant materials, tools, equipment, and personal protective equipment

currently used in industry.
Assessment Result Notifications

Our preference is to email out the results of your assessment directly to you, however most
student will be attending courses at The Redcliffe Aero club on fulltime study bases, so your
trainers/ assessors will also advise you in person on your next allocated training day.
AVI50516 Diploma of Aviation (Flight Instructor)

Flight Instructors are responsible for guiding the development of training pilots both in the
air and on the ground, which creates a highly dynamic and challenging work environment.
Candidates will develop the highest levels of theoretical knowledge, exemplary flying skills
and a strong understanding of training and assessment techniques employed in the aviation
training industry.
TAEASS401 Plan assessment activities and processes Core

TAEASS402 Assess competence Core
TAEASS403 Participate in assessment validation Core
TAEDEL401 Plan, organise and deliver group-based learning Core
TAEDEL402 Plan, organise and facilitate learning in the workplace Core
TAEDES401 Design and develop learning programs Core
Use training packages and accredited courses to meet Core

TAEDES402
client needs
TAEDEL404 Mentor in the workplace Elective
TAELLN411 Address adult language, literacy, and numeracy skills Elective
TAETAS401 Maintain training and assessment information Elective
AVIF0007 Implement threat and error management systems Elective

AVIF0004 Implement aviation risk management process Elective
AVIF0005 Implement aviation fatigue risk management processes Elective
AVIM5002 Conduct aeronautical knowledge training Core

AVIM5003 Conduct flight training Core
AVIM5008 Conduct flight review Core
To complete the qualification AVI50516 Diploma of Aviation (Flight Instructor) you will need
to be deemed competent in 10 core units and 6 elective unit of study.
14.0 Appendices
Appendix 1 RPL W&B, Take-off, and landing Guide

Appendix 2 Pre-Flight Planning and Departure Brief
Appendix 3 Extract from CAOs Briefing
Appendix 4 Departure Briefing Single Engine
Appendix 5 C172S Flow Scan
Appendix 6 C172S Flow Scan G1000
Appendix 7 C172 Circuit
Appendix 8 Circuit Emergencies
Appendix 9 Forced Landings C172
Appendix 10 Short and Soft Field Take-off
Appendix 11 Precautionary Search and Landing
Appendix 12 Basic Navigation Planning
Appendix 13 RAC Standard Navigation Log
Appendix 14 Dead Reckoning Navigation
Appendix 15 Cycle of Navigation
Appendix 16 Approach Brief
Appendix 17 Australian Airspace Structure
Appendix 18 Radio Phraseology
Appendix 19 Radio Phraseology Flow
Appendix 20 NDB
Appendix 21 VOR
Intentionally Blank
Appendix 1
Appendix 1 RPL W&B, Take-off, and landing Guide

AIRCRAFT WEIGHT AND BALANCE – WHAT AND WHY?
As you may know, if a force is exerted some distance from a fulcrum, there is a resulting moment. Some day-
to-day examples of this are:
FORCE
FORCE
FULCRUM
FULCRUM
MOMENT
MOMENT
Figure 1 - A Seesaw Figure 2 - A tyre wrench
The further the force acts from the fulcrum. The greater the moment. The greater the force, the greater the
moment. I.e. The greatest moment can be achieved with the most force the further from the fulcrum.
If we now relate this to an aeroplane; the force is weight and it acts through the centre of gravity. As we load
items of different weights into different locations in the aircraft, we alter the position of the centre of gravity
and consequently the resulting moment. In aeroplanes we only calculate the position of the centre of gravity
longitudinally (due to the inherent shape of the aircraft). As the elevator controls this plane of movement,
when the centre of gravity moves, the elevator position must change to counter the pitching moment (caused
by the centre of gravity shift). The trim is then adjusted to maintain the new elevator position. There are
limitations to the elevator travel though.
Figure 3 - Centre of Gravity Forward Limit (back-trim required) Figure 4 - Centre of Gravity Aft Limit (forward trim required)
The further aft the centre of gravity moves; the more forward pressure is required to counter the ‘pitch up’
tendency. Conversely, the further forward the centre of gravity moves, the more back-pressure is required to
counter the ‘pitch down’ tendency. When the elevator stop is reached the aircraft will continue to pitch
uncontrollably (see http://www.youtube.com/watch?v=KaJmz6K4AJs).
For safety, the aircraft manufacturer specifies longitudinal centre of gravity limitations for different categories
of operation. For the Cessna 172S, the limits can be found on page 6-16 of the pilots operating handbook. By
examining the graph, it can be determined that the forward limit ranges from 35 inches to
40.5 inches and the rear limit 47.25 inches (for the normal category). Different categories may require
different limits based on the pitch authority required (for example, in the utility category; sufficient pitch
authority to recover from a spin). Ultimately it is up to the pilot in command to ensure the centre of gravity
limits will be maintained for the entire flight (Refer Civil Aviation Regulations 1988).
Appendix 1
When flying a new aircraft type the pilot in command should consider:
• The direction the centre of gravity moves as fuel is loaded/burnt for each tank.
This can be determined by finding the useable fuel arm (page 6-13 C172S POH) and comparing it to the basic empty weight
centre of gravity arm. In the Cessna 172S the fuel and basic empty centre of gravity arm are in the same position. If crew
are added (Row 1, 37 inches), then as fuel is burnt, i.e. weight is removed from the 48-inch arm position; the centre of
gravity will move forward. This is depicted in Figure 3 & 4.
• Which direction the aircraft should be loaded (forward-aft or aft-forward). This will be dependent
on how close the empty weight arm is to the forward/rear limit and the direction the centre of
gravity moves as fuel is burnt.
Useful Definitions
Arm: The distance between the reference datum and the loading station.
Moment: A moment of force is the product of the distance of a force from an axis times the
magnitude of the force. I.e.:
Moment = Weight x Arm Index Unit = Weight x Arm/1000
Figure 5 – Cessna 172S Centre of Gravity Limitations
Appendix 1
HOW TO CALCULATE AIRCRAFT WEIGHT & BALANCE: 3. Calculating the Moment

Weight and balance calculations are crucial to the safety of a To plot the weight and balance data onto a graph, we need to
flight and are an essential part of pre-flight planning. convert our weights and arms into a common unit called a
‘moment’. The formula is as follows:
Weight is typically checked first and then the longitudinal centre
of gravity (CG) balance. The aircraft weight and CG must fall Weight x Arm = Moment (/1000)
within manufacturer determined limits for safe flight.
Dividing the moment by 1000 simply makes the number more
Example: manageable.
Your aircraft, VH-RAQ, will be loaded as follows: 782.4 x 1044 = 816.8 kg/mm
Pilot: 78kg, passenger (pax): 85kg, passenger:60kg, cargo: 20kg, Calculate the remaining arms and moments for: Row 2, Baggage
fuel: 120L and Main Fuel Tanks.
Determine if the aircraft weight and balance falls within the 4. Adding It Together
acceptable limits for safe flight.
Once the moments are calculated, they can be added together
1. Start with Weight to fill in the ‘Zero Fuel Weight’ (ZFW) row. Next, add the ZFW
moment and the ‘Main Fuel Tanks’ moment to determine the
You can choose to use either imperial or metric units. Insert the
‘Take-off Weight’ (TOW) moment.
aircraft’s Basic Empty Weight (BEW), and decide where each
passenger will sit. In the example, the Pilot and 85kg pax will sit
in Row 1 (the front two seats).
782.4
BEW is found by referring to an aircraft’s load sheet. Every
aircraft has a unique load sheet outlining its weight and CG. 940
The specific gravity (SG) of fuel is 0.72. This means that 1 litre of
fuel weighs 0.72kg. 120L x 0.72SG = 86.4kg ??? ???
1129.5
???
???
782.4
78 + 85
60
5. Plotting to Check Balance
20
We now have a weight and
1025.4
moment for both the ZFW
86.4 and TOW, which can be
plotted onto the Moment
1111.4 Envelope to check balance.
A take-off weight of 1111.8kg is less than the maximum Mark the envelope at two
take-off weight specified in the POH Section 2. points and draw a straight
line to intersect them.
2. Determine the Arm for Each Station
This line represents the
Refer to C172 POH diagram balance of the aircraft
“Loading Arrangements”. It
throughout the flight as fuel is
outlines the ‘arm’, or distance
burned to nil. If the entire line
from the firewall that each
remains inside the envelope,
station is located.
the aircraft is considered
safely balanced for flight.
In the POH data, Row 1 is 6. Practice Exercise #1
shown to lie 37 inches
behind the firewall. If you Using the weights in the example scenario, complete a second
have chosen metric for calculation to observe how the balance would change if both
weights, you’ll have to passengers were seated in Row 2.
convert 37 inches to mm. 7. Practice Exercise #2
With four persons on board, each weighing 80kg, how much fuel
37 inches x 25.4 = 940mm. Write this on the table. The aircraft could be added without exceeding max take-off weight or
BEW arm is found on the load sheet, write this on the table also. moment envelope?
Appendix 1
DENSITY ALTITUDE – WHAT AND WHY?

The aircraft operates within the confines of the earth’s atmosphere. As we increase our altitude in the atmosphere, air density
decreases, and this affects aircraft performance. Air density is a factor of temperature and pressure. For the mathematically
minded, it can be represented by the following formula where ‘P’ is absolute air pressure. ‘R’ is a gas constant and ‘T’ is absolute
temperature:
D= ρ
RT
Aircraft performance can be segmented into engine performance and airframe performance. The lower the density of the parcel of
air that is sucked into the engine, the less air that is packed into each cylinder of the engine and therefore the less power which is
produced per stroke of the engine. Furthermore, the less dense the air, the less thrust the propeller produces. With regard to
airframe performance, the lower the density of a parcel of air flowing over the wing, the less lift that is produced. To produce the
same lift as sea level, the aircraft needs to either:
a. Fly faster; or
b. Fly at a higher angle of attack.
K
Therefore, this adversely effects take-off/landing performance and the aircraft’s manoeuvring capability. For pilots to understand
this effect we can compare how the aircraft would perform in a ‘standard atmosphere’. The International Civil Aviation
Organisation (ICAO) defines a standard atmosphere as:
QNH (air pressure) at mean sea level (MSL) = 1013hPa Temp at mean
sea level (MSL) = 15°C
Pressure lapse rate = 1hPa / 30ft
Temperature lapse rate = 2°C / 1000ft Temperature
lapse rate (constant hPa) = 1°C / 120ft
The pilot can then calculate what altitude the actual conditions would represent in a standard atmosphere. For example: If an aircraft
o
is at Redcliffe (S.L.) on a day with an air pressure of 1010hPa and a temperature of 30 C, it would perform as if it was at 1890 feet
in a standard atmosphere; due to the lower density of air at sea level on that day. For safety the Civil Aviation Safety Authority (CASA)
stipulate (in CAO 20.7.4) that the pilot in command can calculate density altitude for take-off performance using:
a. Ambient conditions; or
b. Declared conditions.
To calculate density altitude for landing performance, CASA stipulate that the pilot in command can use:
a. Declared conditions; or
b. Forecast conditions.
The CASA Definitions for these conditions are:
Ambient Conditions: Atmospheric temperature, pressure and wind conditions prevailing at a particular aerodrome during the period
of 15 minutes preceding the take-off of the aeroplane.
Forecast Conditions: Atmospheric temperature and pressure conditions forecast for the aerodrome of destination, and its alternate if
applicable, by an authorised meteorological officer within:
(a) 1 hour of the time of take-off of the take-off of the aeroplane engaged on a flight within Australian territory; and
(b) 2 hours of the time of take-off of an aeroplane engaged on an international flight
And used for the purposes of determining weight limitations of the aeroplane for landing at that aerodrome on the flight.
Declared Conditions: Atmospheric temperature, pressure or density altitude conditions declared by CASA as acceptable for a
particular aerodrome for the purpose of determining weight limitations for take-off or for landing.
Pressure height: means the height registered on an altimeter with the sub-scale set to 1013.2 hPa
Appendix 1
PRESSURE & DENSITY HEIGHT:

International Standard Atmosphere: 8. Combine Pressure and Temperature:
QNH @ MSL = 1013hPa Temperature Calc ± Pressure Height = Density Height
Temp @ MSL = 15°C +1920ft +1672ft = 3592ft

Pressure lapse rate = 1hPa / 30ft Density Height = 3592ft
Temperature lapse rate = 2°C / 1000ft
In the given conditions, an aircraft taking off at YKRY (1492ft)
Temperature lapse rate (constant hPa) = 1°C / 120ft will experience performance characteristics the same as an
Example (Using Ambient Conditions): aircraft taking off at 3592ft on an ISA day. That is, it will
experience a significant loss of performance, when pressure and
Calculate density height, given the following conditions: temperature are considered.
QNH: 1007hPa, Temperature: 28°C, Location: Kingaroy
1. Start with Pressure Height (PH) Deviation = +16°C
Ask yourself: Is 1007hPa better or worse performance than a ISA

standard day? Knowing this will allow you to crosscheck your
25°C 09°C
final answer. 1007hPa is less pressure than 1013hPa, so
performance will be reduced.
2. Calculate Deviation from ISA 26°C 10°C
ISA QNH – Actual QNH = Deviation
1013hPa – 1007hPa = +6hPa
29°C 13°C
3. Convert Pressure Deviation into Height P.H Elevation
Deviation x pressure lapse rate 1672ft 1492ft

+6hPa x 30ft = +180ft MSL 1007 31°C 15°C 1013
4. Factor Aerodrome Elevation into the Calculation 6hPa x 30ft = +180ft 1013 hP hP
Height Variance + Elevation hP

+180ft +1492ft = +1672ft
Pressure Height = +1672ft SUMMARY OF FORMULAS:
In the given conditions, an aircraft taking off at YKRY (1492ft) will Pressure Height = (1013 – Actual QNH) x 30ft + Elevation
experience performance characteristics the same as an aircraft
Density Height = (Temp Deviation x 120ft) ± Pressure Height
taking off at 1672ft on an ISA day. That is, it will experience a
slight loss of performance, when pressure alone is considered.
However, an aircraft’s performance is ultimately determined by
the density, which factors in both pressure and temperature.
5. With PH Calculated, Work out Density Height (DH) PRACTICE QUESTIONS:
To determine the temperature deviation from ISA, we must first Find Density Height for:
ensure we are making a direct comparison. The question gives 1. Kingaroy, QNH 1020hPa, Temp 16°C
temperature (28°C) which is at PH 1672ft, not MSL.
2. Redcliffe, QNH 1001hPa, Temp 24°C
The 15°C ISA figure is at MSL, so we must calculate an equivalent
ISA temperature for 1672ft. 3. Toowoomba, QNH 1006hPa, Temp 32°C
Based on the 2°C / 1000ft lapse rate, the ISA temperature at 4. Archerfield, QNH 1017hPa, Temp 5°C
1500ft would be 12°C. (PH can be rounded to the nearest
500ft). e.g.: ISA temp at 3877ft = 7°C (rounded 4000ft)
6. Consider Deviation from ISA
ISA @ 1500ft = 12°C and Actual @1500ft = 28°C Answers:
1 – PH = 1282ft, DH = 1762ft
28°C - 12°C = +16°C Deviation 2 – PH = 367ft, DH = 1567ft
The Actual temperature is 16°C warmer than ISA. 3 – PH = 2296ft, DH = 4936ft
4 – PH = -55ft, DH = -1255ft
7. Factor Elevation into the Calculation
Temperature Deviation x temp lapse rate (constant hPa)
+16°C x 120ft = +1920ft
Appendix 1
TAKE-OFF & LANDING DISTANCE:

Calculating pressure and density height is purely academic
unless we use the data for a practical purpose. Pilots must be
able to accurately calculate PH and DH, as aircraft take-off and
landing performance charts require this data in order to
extract a take-off or landing distance required
Scenario: You have calculated the following for your
operations at Kingaroy aerodrome:
Pressure Height = +1672ft
Density Height = +3592ft
Aircraft Weight = 2380lbs
The ambient conditions are as follows:
Wind: 050°M/10kt 4. Factoring the POH Data
Temperature: 28°C Now that we have a basic take-off distance required
(TODR) of 1890ft and ground roll of (GR) of 1110ft, we
Surface: Grass (smaller runway)
need to factor these answers for any variables that may
Determine the take-off and landing distance required. affect the distance such as runway surface and wind. The
POH specifies the factoring as a percentage and is written
1. Consult the POH Take-off Tables below the Performance Tables.
The Cessna 172S POH offers three take-off tables based on
increasing aircraft weight (2250lbs, 2400lbs, 2550lbs). You
should round your calculated aircraft weight up to the next
highest weight table. eg: Given weight is 2380lbs, so the
2400lb performance table will be used.
2. (Method A) Enter the Table using PH & Temp
Using your calculated pressure height of +1672ft, enter the
table on the left column. 1672ft should be rounded up to
the nearest 500ft, which will take us to 2000ft.
If the PH happened to be 1450ft and was rounded to
1500ft, an interpolation of the 1000ft and 2000ft data Use the attached ‘Take-off Distance Required Flow Chart’
would be required. to factor for ambient conditions.
Interpolating is the same as averaging: Insert the Insert head or tailwind component and
Ground Roll: (1010ft + 1110ft) / 2 = 1060ft POH TODR determine % of factoring Refer POH example
Total to 50ft: (1720 + 1890) / 2 = 1805ft and GR for formula details.
data: 1890
The ambient temperature is 28°C, so rounding up to the ft and -10kt/9kt x 10% = 11%
30°C column is suitable. Temps can be interpolated to the
nearest 5°C. 10
3. (Method B) Enter the Table using Declared DH only

1890f 1683f
If you’ve obtained DH using a declared density chart you will
not have a PH to enter the table. This is okay because PH 1110f
and DH are the same if the temperature is at ISA. To use the
performance table, you must determine the ISA Add RAC 15%
If surface is grass, add 15%
temperature at the DH of +3592ft, which is 8°C. onto the wind factored GR
Safety Factor
Enter the table using the given DH of +3592ft in the PH

column (rounding to 4000ft). The temp will be 10°C, which 5. Comparison Against Runway Length
is the ISA 8°C rounded up. Once you’ve obtained a final TODR, convert to meters and
Note the answer obtained in ‘Method B’ is virtually the make a comparison of the actual runway length in ERSA. If
same as ‘Method A’, with a slight inaccuracy due to the calculation is less than the runway length, the
rounding. Both methods are a valid option based on the operation is considered safe.
data you have available. Calculations made with actual ambient data are valid for
15 minutes. Declared conditions are valid for the season
of operation.
Appendix 1
Aircraft Weight & Balance

Aircraft Type: Aircraft Rego:
Pilot: Date of Flight:
Weight Arm Moment

Item
kg lbs mm inches / 1000
Aircraft Balanced
Basic Empty Weight
Row 1
Row 2
Row 3
Baggage 1
Baggage 2
Zero Fuel Weight
Main Fuel Tanks
Aux Fuel Tanks
Take-off Weight
Take-off Distance Required Location:
Pressure Height: Temperature: Density Height:
Insert POH Factor Surface:

Data Below Grass / Sealed
TODR Add RAC 15%
Factor Wind:
POH Take-off to 50ft Wind Factored TODR + % of Ground Roll Take-off to 50ft
POH Ground Roll Wind Factored GR + % of Ground Roll Ground Roll
Landing Distance Required Location:
Pressure Height: Temperature: Density Height:
Factor Surface:
Grass / Sealed
Insert POH Factor Wind: TODR Add RAC 15%
Data Below
POH Take-off to 50ft Wind Factored TODR + % of Ground Roll Take-off to 50ft
POH Ground Roll Wind Factored GR + % of Ground Roll Ground Roll
Appendix 1
From Into Factor (multiply or divide)

Inches Centimeters x 2.54
Inches Millimeters x 25.4
Feet Meters x 0.3048

Pounds Kilograms / 2.2046
Kilometers Nautical Miles / 0.539
US Gallons Litres x 3.79
Litres of AVGAS KG of Avgas x 0.72
US Gallons of AVGAS KG of Avgas x 2.72
Appendix 1
Appendix 1
Appendix 1
Appendix 1
Intentionally Blank
Appendix 2
Appendix 2 Pre-Flight Planning and Departure Brief

Item Fuel Calculation Mins Litres
PRE-FLIGHT PLANNING AND DEPARTURE BRIEF
a Taxi fuel 5
b Trip fuel (Shaded areas to be briefed to instructor before flight)
c Variable fuel reserve
AIRCRAFT ……………………. DATE………………………..
( % of b)
d Alternate MAINTENANCE
e Fixed fuel reserve 45
Hours due …………………… (do not exceed) (-) Hours now
…………………….. (=) Hours to run …………………..
Outstanding Endorsements
……………………………………………………………………………………………………………………………………………………………
……………………………………………………………………………………………………………………………………………………………
……………………………………………………………………………………………………………………………………………………………
……………………………………………………………………………………………………………………………………………………………
FUEL REQUIREMENTS FUEL LOG
f Additional fuel Time Endurance Litres

g Holding fuel
Fuel required
h
(a+b+c+d+e+f+g)
I Discretionary fuel
j Margin fuel
Endurance
k
(h+i+j)
WEIGHT AND BALANCE – gross check
Basic Empty Weight

(+) PAX Kg
(+) Luggage Kg
= Zero Fuel Weight (ZFW) Kg
(+) Fuel @ .72 Kg
= Take Off Weight (<MTOW) Kg
TAKE OFF AND LANDING DATA (Refer to POH Performance Charts)

Calculate based on MTOW, Zero Wind over 50ft obstacle and multiply result by 1.15 (+15%) Refer
to performance charts notes for any known conditions
TODA TODR LDA LDR
Appendix 2
PILOT SELF-BRIEF
(Preferably done before engine start and before EVERY departure)
Departure and Taxy Brief
For this flight I will be departing off Runway ……….. Once airborne I’ll make a left / right turn onto the
……………………… leg of the circuit for departure to the ………………….at an altitude of
………………..ft. I will / expect taxy to Holding Point …………….Runway………………via………………
Environmental Factors / Threats

Review the known conditions and ask yourself how this will affect your departure, including the taxy.
Work from the sky down to the ground then into the cockpit.
• Cloud
• Traffic
• Obstacles on and around the airfield
• Wind (Assess direction and strength)
Critical Speed Review (Note on ASI)

• VTOSS kts
• Vglide kts
• VX kts
• VY kts
Take Off Decisions. My decision to take off will be based on the following:
• Static RPM in range (Note on tacho)
• Engine Temperature & Pressures within range
• Normal acceleration (assess ≅ 40kt)
• Airspeed ‘alive’ and increasing
Emergency Procedures (Review and confirm prior to entering the runway. Only re-brief on changed
conditions)
• Before Take Off: Throttle back to idle, brake as necessary and attempt to vacate the runway.
• Airborne With Runway Remaining: Throttle back to idle, lower the nose, apply full flap and
land ahead.
• Airborne No Runway Remaining: Positively lower the nose (glide attitude), select landing area
(no more than 30deg either side of the nose), use flap to reduce landing speed.
• Beyond 700ft: Consider turning back.
Appendix 3
Appendix 3 Extract from CAOs Briefing
Extract from CAO 20.11
14 Briefing of passengers
14.1 General
14.1.1 The operator of an aircraft shall ensure that all passengers are orally
briefed before each take-off on:
(a) smoking, including the prohibition of smoking in toilets; and
(b) the use and adjustment of seat belts; and
(c) the location of emergency exits; and
(d) the use of oxygen where applicable; and
(e) the use of flotation devices where applicable; and
(f) stowage of hand luggage; and
(g) the presence on board of special survival equipment where
applicable.
Appendix 3
Intentionally Blank
Appendix 4
Appendix 4 Departure Briefing Single Engine

PILOT SELF-BRIEF – SINGLE ENGINE
(To be conducted before engine start for ALL departures)
Taxi / Departure Brief (Based on expected taxi and airways clearance at controlled aerodromes)
I will taxi to Holding Point ………Runway ……….via…………holding short at…………….

I will be departing off Runway …………….. Once airborne I’ll make a left / right turn onto the
………………..………… leg of the circuit for departure to intercept track ……………………….at an altitude of
……………………..ft
Environmental Factors / Threats
Review the known conditions and ask yourself how this will affect your taxi and departure. Work from the sky down to the
ground then into the cockpit.
• Cloud
• Traffic
• Obstacles on and around the airfield
• Wind (Assess direction and strength)

Critical Speed Review (Note on ASI)
• VTOSS kts
• Vglide kts
• VX kts
• VY kts
Take Off Decisions. My decision to take off will be based on the following:
• Static RPM in range (Note on tacho)
• Engine Temperatures & Pressures within range
• Normal acceleration (assess ≅ 40kt)
• Airspeed ‘alive’ and increasing

If one or more of these conditions are not met, then I will abort the take off
Emergency Procedures: (Briefed before engine start and confirmed prior to take off with only changed conditions being re-
briefed)
• During Take Off: Throttle idle, apply brakes
• Airborne With Runway Remaining: Throttle idle, lower the nose, apply full flap and land ahead.
• Airborne No Runway Remaining: Positively lower the nose (glide attitude), select landing area (no more than 30deg
either side of the nose), use flap to reduce landing speed.
• Above 700ft: Consider turning back.
Appendix 4
Intentionally Blank
Appendix 5
Appendix 5 C172S Flow Scan
Cessna 172S
Flow Scan Study Guide
Note:
• These flow scans do not override the manufactures checklist.

• It is the Pilot in Commands responsibility to ensure that all aspects of the manufactures
operating handbook are complied with.
Appendix 5
About this Study Guide

In the cockpit of an aeroplane, the instruments and switched are arranged in specific locations based on
the frequency of use, criticality, and other human factors considerations.
In order to facilitate a logical flow while initially configuring the plane, we follow a sequence of motor and
eye movements. This is called a “flow-pattern”. This flow pattern can then be confirmed by verifying each
item on the manufacture’s checklist for critical phases of the flight
i.e. Before take-off. For example, it is critical that the fuel selector be placed in the BOTH position prior to
take-off. If this is missed in the flow scan, it will be identified during the review of the manufacture’s
checklist. This is critical when there is not a second crew member to cross check the pilot flying actions. I.e.
single pilot operations (most light aircraft). In a single-pilot light aircraft it is impractical to review the
manufactures checklist in non-critical phases of flight, for example, before starting engine, starting engine,
and securing aeroplane (shutdown).
To utilise the flow scans effectively it is essential that the pilot understands the aircrafts systems.
Guidelines for Checklists
COCKPIT CHECKLISTS: CONCEPTS, DESIGN, AND USE
Asaf Degani
San Jose State University Foundation San Jose, CA
Earl L. Wiener University of Mami Coral Gables, FL
1. Checklist responses should portray the desired status, or the value of the item being considered, not
just “checked” or “set.”
2. The use of hands and fingers to touch, or point to, appropriate controls, switches, and displays
while conducting the checklist is recommended.
3. A long checklist should be subdivided to smaller task-checklists or chunks that can be associated
with systems and functions within the cockpit.
4. Sequencing of checklist items should follow the “geographical” organization of the items in the
cockpit and be performed in a logical flow.
5. Checklist items should be sequenced in parallel with internal and external activities that require input
from out-of-cockpit agents such as cabin crew, ground crew, fuelers, and gate agents. We note here that
this guideline could conflict with No.3. and 4 above. In most cases where this occurs, this guideline (No.
5) should take precedence.
6. Critical checklist items such as flaps/slats, trim setting, etc., that might need to be reset due to new
information (arriving after their initial positioning), should be duplicated on the ground phase
checklists.
7. The completion call of a task-checklist should be written as the last item on the checklist, allowing all
crew members to move mentally from the checklist to other activities with the assurance that the task-
checklist has been completed.
8. Critical checklists, such as the TAXI checklist, should be completed early in the ground phase in order
to decouple them from the take-off segment.
9. Checklists should be designed in such a way that their execution will not be tightly coupled with other
tasks. Every effort should be made to provide buffers for recovery from failure and a way to “take up
the slack” if checklist completion does not keep pace with the external and internal activities.
10. Flight crews should be made aware that the checklist procedure is highly susceptible to production
pressures. These pressures set the stage for errors by possibly encouraging substandard performance
and may lead some to relegate checklist procedures to a second level of importance, or not use them
at all.
Appendix 5
STARTING ENGINE
PRIMING – COLD START
1. Aircraft position – SUITABLE. 1. Mixture – FULL RICH.
2. Fuel Selector - BOTH
2. Throttle – FULL OPEN.
3. Fuel Shut-off valve – IN.
4. Elevator trim – SET for take-off. 3. Fuel pump - ON for 3 SEC then OFF.
5. Wing flaps – UP. - Fuel flow – MONITOR
5. Mixture – IDLE CUT-OFF. 4. Mixture – IDLE CUT-OFF.
6. Throttle – CLOSED.
5. Throttle – IDLE.
7. Alternate static air – IN.
PRIMING – HOT START
8. Interior lighting rheostats – As required.
9. Avionics master – OFF. NOT REQURIED
10. Circuit breakers – IN. 26. Brakes – TEST & HOLD pressure.
11. Avionics circuit breakers – IN.
27. Propeller – CHECK clear.
12. Pitot heat – OFF.
13. Strobe lights – OFF.
28. Ignition - START
14. NAV Lights – OFF. 29. On 2nd firing of a
15. Taxi Light – OFF. cylinder (not propeller
rotation)
16. Landing light – OFF.
17. Beacon – ON. a. Starter – RELEASE.
18. Fuel pump - OFF b. Mixture – RICH.
19. Master (ALT & BATT) – ON c. Throttle – Low idle.
20. Follow priming procedure. *NOTE: If the engine does not start after six rotations of
the propeller release the starter.
Appendix 5
AFTER START
1. Oil pressure – RISING within 30sec.

2. Ammeter – 0 or > 0.
3. Vacuum – INDICATING.
4. Taxi light – As required.
5. Nav lights – As required.
6. Avionics master – ON.
7. Mixture – LEANED for taxi.
8. Intercom – SET.
9. Radios
a. Frequency SET.
b. Volume SET.
c. TEST.
d. Taxi call.
10. Taxiway – CLEAR.
AFTER START CHECKLIST COMPLETE
Appendix 5
BEFORE TAKE-OFF ON IMC on departure

OFF VMC on departure
1. Aircraft position.
a. INTO WIND. 22.Mixture – RICH
b. Propeller – CLEAR of stones. c. 23.Check – CLEAR Behind.
CLEAR BEHIND. 24.Throttle – 1800 RPM.
2. Propeller – CLEAR of stones. 25.Magnetos
3. Clock –SET a. RIGHT – CHECK drop.
4. Airspeed Indicator – ZERO. b. Set BOTH.
5. Attitude Indicator – ERRECT. c. LEFT – CHECK drop.
6. Altimeter – QNH/QFE SET. d. Set BOTH.
7. Fuel Quantity. 26.Oil Pressure – IN GREEN.
a. CHECK calibration card. 27.Oil Temperature – NORMAL.
b. SUFFICIENT. 28.Vacuum – IN GREEN.
8. Turn coordinator. 29.Ammeter – 0 or > 0.
a. Ball – CENTRED. 30.Annunciator panel – NO ANNUCIATIONS.
b. Flag – AWAY. 31.Throttle – CHECK IDLE.
9. Directional Gyro – SET. 32.Throttle – SET 800-900 RPM.
10. Heading bug – Runway heading SET. 33.Wing flaps – SET as required for take-off.
11. Vertical speed indicator – ZERO. 34.Wing flaps – CHECK position visually.
12. Avionics circuit breakers – IN. 35.Elevator trim – SET to take-off position.
13. Ignition – BOTH. 36.Fuel selector – BOTH.
14. Alternator – ON. 37.Seats and seat belts – SECURE.
15. Fuel Pump – OFF. 38. Doors – CLOSED and LOCKED.
16. Beacon – ON. 39. Flight Controls
17. Landing light – OFF. a. CHECK correct sense.
18. Taxi light – As required. b. FULL and FREE Movement.
19. Nav lights – As required. 40. CHECKLIST
20. Strobe lights – OFF. a.Obtain, check, and stow.
21. Pitot heat – BEFORE TAKE-OFF CHECKLIST COMPLETE
Appendix 5
AFTER LANDING (BLUE)

SHUTDOWN (RED)
1. Wing flaps – IDENTIFIED and UP.

2. Transponder – STBY. 1. Throttle – Low idle.
3. Radios – Frequency SET. 2. Magnetos
4. Mixture – LEANED for taxi. a. RIGHT – Listen for drop.
5. Pitot heat – OFF. b. Set BOTH.
6. Strobe lights – OFF. c. LEFT – Listen for drop.
7. NAV Lights – As required. d. Set BOTH.
8. Taxi Light – As required. 3. Switches – OFF.
9. Landing light – OFF. 4. Avionics master – OFF.
5. Mixture – IDLE CUT-OFF.
AFTER LANDING CHECKLIST COMPLETE 6. Fuel selector
a. Level ground – BOTH.
b. Slope – LEFT or RIGHT.
7. Ignition – OFF
8. KEY – REMOVE.
9. Master – OFF.
10. Control lock – INSTALL. SHUTDOWN
CHECKLIST COMPLETE
Appendix 6
Appendix 6 C172S Flow Scan G1000
Cessna 172S Nav III

Flow Scan Study Guide
Note:
• These flow scans do not override the manufactures checklist.

• It is the Pilot in Commands responsibility to ensure that all aspects of the manufactures
operating handbook are complied with.
Appendix 6
About this Study Guide

In the cockpit of an aeroplane, the instruments and switched are arranged in specific locations based on the
frequency of use, criticality, and other human factors considerations.
In order to facilitate a logical flow while initially configuring the plane, we follow a sequence of motor and eye
movements. This is called a “flow-pattern”. This flow pattern can then be confirmed by verifying each item on
the manufacture’s checklist for critical phases of the flight
i.e. Before take-off. For example, it is critical that the fuel selector be placed in the BOTH position prior to take-
off. If this is missed in the flow scan, it will be identified during the review of the manufacture’s checklist. This is
critical when there is not a second crew member to cross check the pilot flying actions. I.e. single pilot operations
(most light aircraft). In a single-pilot light aircraft it is impractical to review the manufactures checklist in non-
critical phases of flight, for example, before starting engine, starting engine, and securing aeroplane (shutdown).
To utilise the flow scans effectively it is essential that the pilot understands the aircrafts systems.
Guidelines for Checklists
COCKPIT CHECKLISTS: CONCEPTS, DESIGN, AND USE
Asaf Degani
San Jose State University Foundation San Jose, CA
Earl L. Wiener University of Mami Coral Gables, FL
11. Checklist responses should portray the desired status, or the value of the item being considered, not just
“checked” or “set.”
12. The use of hands and fingers to touch, or point to, appropriate controls, switches, and displays while
conducting the checklist is recommended.
13. A long checklist should be subdivided to smaller task-checklists or chunks that can be associated with
systems and functions within the cockpit.
14. Sequencing of checklist items should follow the “geographical” organization of the items in the cockpit and
be performed in a logical flow.
15. Checklist items should be sequenced in parallel with internal and external activities that require input from
out-of-cockpit agents such as cabin crew, ground crew, fuelers, and gate agents. We note here that this
guideline could conflict with No.3. and 4 above. In most cases where this occurs, this guideline (No. 5) should
take precedence.
16. Critical checklist items such as flaps/slats, trim setting, etc., that might need to be reset due to new
information (arriving after their initial positioning), should be duplicated on the ground phase checklists.
17. The completion call of a task-checklist should be written as the last item on the checklist, allowing all crew
members to move mentally from the checklist to other activities with the assurance that the task- checklist has
been completed.
18. Critical checklists, such as the TAXI checklist, should be completed early in the ground phase in order to
decouple them from the take-off segment.
19. Checklists should be designed in such a way that their execution will not be tightly coupled with other tasks.
Every effort should be made to provide buffers for recovery from failure and a way to “take up the slack” if
checklist completion does not keep pace with the external and internal activities.
20. Flight crews should be made aware that the checklist procedure is highly susceptible to production
pressures. These pressures set the stage for errors by possibly encouraging substandard performance and
may lead some to relegate checklist procedures to a second level of importance, or not use them at all.
Appendix 6
STARTING ENGINE FLOW SCAN
ITEMS 8 – 24 MAGNIFIED G1000 PFD MAGNIFIED
Appendix 6
STARTING ENGINE 27. Brakes – TEST & HOLD pressure.

1. Aircraft position – SUITABLE. 28. Propeller – CHECK clear.
2. Fuel Selector - BOTH 29. Ignition - START
3. Fuel Shut-off valve – IN. 30. On 2nd firing of a cylinder (not
4. Elevator trim – SET for take-off. propeller rotation)
5. Mixture – IDLE CUT-OFF. a. Starter – RELEASE.
b. Mixture – RICH.
6. Throttle – Open 1/4 inch.
c. Throttle – 1000RPM.
7. Alternate static air – IN.
8. Circuit breakers – IN.
9. Ignition – Key in – OFF *NOTE: If the engine does not start after six rotations
10. STBY BATT Switch: of the propeller release the starter.
a. TEST – Hold for 10 seconds, verify
that green TEST lamp does not go AFTER START
off. 1. Oil pressure – RISING within 30sec.
b. ARM – Verify PFD comes on. 2. Vacuum – INDICATING.
11. Engine Indicating System – 3. M BATT & S BATT – CHARGING.
CHECK PARAMETERS (Verify no 4. Avionics master – ON.
red X’s)
5. Nav lights – As required.
12. Bus Voltage – CHECK 6. Taxi light – As required.
a. E BUS – Minimum 24 volts 7. Mixture – LEANED for taxi.
b. M BUS – 1.5 Volts or less 8. Intercom – SET.
13. Bus Amps – CHECK 9. Radios
a. E BUS – Discharge a. Frequency SET.
b. M BUS – No discharge b. Volume SET.
14. STBY BATT Annunciator - CHECK (verify c. TEST.
shown) d. Taxi call.
15. Master Switch (ALT and BAT) – ON 10. Flaps - UP.
16. Avionics master – OFF. 11. Taxiway – CLEAR.
17. Dimming rheostats – As required.
18. Beacon – ON. AFTER START CHECKLIST COMPLETE
19. NAV Lights – OFF.
22. Taxi Light – OFF.
23. Cabin Power 12 volt - OFF
24. Pitot heat – OFF.
25. Fuel pump – OFF.
26. Follow priming procedure.
PRIMING – (COLD START only)
1. Fuel pump - ON
2. Mixture - FULL RICH until stable fuel flow is
indicated (3 - 5 seconds) then IDLE CUTOFF
3. Fuel pump - OFF
Appendix 6
BEFORE TAKE-OFF FLOW SCAN
ITEMS 14 – 21 MAGNIFIED G1000 PFD MAGNIFIED
Appendix 6
BEFORE TAKE-OFF 35. STBY ASI – ZERO

1. Aircraft position. 36. STBY AI – ERECT
a. INTO WIND 37. STBY ALT –
b. Propeller – CLEAR of stones QNH/QFE SET
c. CLEAR BEHIND CROSS CHECK G1000 ALT
2. Propeller – CLEAR of stones. 38. CABIN HEAT – As required
3. VHF Nav – Frequency’s SET 39. CABIN AIR – As required
4. VHF Com – Frequency’s SET 40. Wing flaps
5. Airspeed Indicator – ZERO SET as required for take-off
6. Attitude Indicator – ERRECT CHECK position visually
7. Balance Ball – CENTRED. 41. Mixture – FULL RICH
8. Altimeter – QNH/QFE SET 42. Elevator trim – SET to take-off position.
9. G1000 ALT SEL – SET
43. Fuel Shut-off - IN
10. HDG BUG – SET
44. Fuel selector – BOTH
11. CRS SEL – SET
45. Seats – LOCKED and UPRIGHT.
12. CDI – SOURCE SEL
46. Seat belts – SECURE
13. XPDR Code – SET
14. ALERTS – CHECK 47. Doors – CLOSED and LOCKED
15. Dimming rheostats – As required 48. Flight Controls
16. Lights – As required a. CHECK correct sense
17. Cabin Pwr 12 volt – OFF b. FULL and FREE Movement
18. Pitot heat – 49. CHECKLIST
ON IMC on departure OFF VMC c. Obtain and check
on departure
b. Stow
19. Fuel Pump – OFF
20. Magnetos – BOTH
21. Circuit breakers – IN BEFORE TAKE-OFF CHECKLIST COMPLETE
22. Alternate static - IN
23. Mixture – RICH
24. Check – CLEAR Behind.
25. Throttle – 1800 RPM.
26. Magnetos
a. RIGHT – CHECK drop.
b. Set BOTH.
c. LEFT – CHECK drop.
d. Set BOTH.
27. Oil Pressure – IN GREEN.
28. Oil Temperature – NORMAL.
29. Vacuum – IN GREEN.
30. Fuel Quantity.
a. Fuel quantity – SET.
b. Fuel quantity – SUFFICIENT
31. M BUS Amps– 0 or POSITIVE
32. Annunciator panel – NO ANNUCIATIONS.
33. Throttle – CHECK IDLE.
34. Throttle – SET 800-900 RPM.
Appendix 6
AFTER LANDING & SHUTDOWN FLOW SCAN
ITEMS 2 – 9 MAGNIFIED
Appendix 6
SHUTDOWN (RED)
AFTER LANDING (BLUE)
1. Throttle – Low idle.

1. Wing flaps – IDENTIFIED and UP
2. Avionics master – OFF.
2. Elevator Trim – SET to take-off position
3. Nav lights – OFF.
3. Mixture – LEANED for taxi
4. Transponder – STBY
5. Taxi light – OFF.
5. Landing light – OFF
6. Taxi Light – As required
7. Cabin Pwr 12volt – OFF
7. Strobe lights – OFF
8. Pitot Heat - OFF
8. NAV Lights – As required
9. Magnetos
AFTER LANDING CHECKLIST COMPLETE a. RIGHT – Listen for drop.

b. Set BOTH.
c. LEFT – Listen for drop.
d. Set BOTH.
10. Mixture – IDLE CUT-OFF.
11. Fuel selector
a. Level ground – BOTH.
b. Slope – LEFT or RIGHT.
12. Ignition – OFF
13. KEY – REMOVE.
14. Master – OFF.
15. Control lock – INSTALL.
SHUTDOWN CHECKLIST COMPLETE
Appendix 6
GlOOO PFD
Standby Battery ON, Master OFF, Avionics OFF
Appendix 6
GlOOO PFD
Standby Battery ON, Master ON, Avionics OFF
Appendix 6
GlOOO PFD
Standby Battery ON, Master ON, Avionics ON
Appendix 6
Intentionally Blank
Appendix 7
Appendix 7 C172 Circuit
Appendix 7
Intentionally Blank
Appendix 8
Appendix 8 Circuit Emergencies
Appendix 8
Intentionally Blank
Appendix 9
Appendix 9 Forced Landing C172
Appendix 9
Intentionally Blank
Appendix 10
Appendix 10 Short and Soft Field Take-off
Appendix 10
SHORT FIELD TAKEOFF LANDING
Aim:
- To learn how to calculate TODR, LDR and the correct short field take-off, soft field
take-off and short field landing procedures.
Objectives:
Correctly state from memory, the approach configuration and speed for a Short Field Landing
Calculate the pressure height of an aerodrome with an elevation of 500ft and a QNH of
1003hPa
Appendix 10
Factors affecting take-off and landing distance:

wind
pressure height
runway surface
runway slope
aircraft weight
density height
Appendix 10
ISA and Pressure Height:
QNH 1013 hPa Mean Sea Level (MSL)
Appendix 10
ISA and Pressure Height:
Appendix 10
Density Height:
Appendix 10
Aircraft Performance Charts:
What we need to know:

wind -
pressure height -
runway surface -
aircraft weight -
temperature -
Appendix 10
CIRCUITS
Short Field Take-off
Line up Checks:
- Compass / DG checked
- Brakes Applied
- Control column back
- Static RPM 2280-2380 - Maintain Centreline
- Brakes Release - Check ASI increasing At 200ft:
- Control column normal - Ts and Ps green - Lower nose to BROC
- passing 60kt, raise Flap
- After take-off checks
Lift-off @ 50kt:
- Hold near BAOC and 54kt
Appendix 10
CIRCUITS
Soft Field Take-off
Line up Checks: Rolling:

- Compass / DG checked Maintain Centreline
- Control column back Check ASI increasing
Ts and Ps green At 200ft:
- Static RPM 2280-2380 Lower nose to BROC
passing 60kt, raise Flap
After take-off checks
Aircraft will lift off when able:

Lower nose to S&L
Accelerate in ground effect to 54kts
Appendix 10
CIRCUITS
Short Field Landing:
Touch Down:
Flap UP
Brakes APPLY
Elevator deflect UP
Established on Final: Just ahead of keys
54kt IAS
Full Flap
Appendix 10
Airmanship:
Do not skid on tyres
After take-off, only retract Flap when passing 60kt
Do not retract flap in runway unless conducting a Short field landing
Objectives:
Correctly state from memory, the approach configuration and speed for a Short Field Landing
Calculate the pressure height of an aerodrome with an elevation of 500ft and a QNH of 1003hPa
Appendix 10
Intentionally Blank
Appendix 11
Appendix 11 Precautionary Search and Landing
Appendix 11
Intentionally Blank
Appendix 12
With cruise altitudes known, you can determine the
Appendix 12 Basic Navigation Planning headings to fly based on the forecast winds. In this
scenario, wind at 2000ft is given as 090/15° True. So, this
Basic Navigation Planning is 079°M@15kts factoring 11°E variation. (write it as
shown in the plan previous)
1. Print & Interpret MET/NOTAM
Print ARFOR and NOTAM using NAIPS. Using ARFOR, 8. Calculate Heading and Ground Speed
draw lines on PCA to represent weather patterns and
determine if you planned route is possible Calculate your HDG and GS using your Flight Computer.
See wind calculation tutorial (separate document). HDG
2. Chart Selection to fly and ground speed are shown below.
Choose appropriate charts for nav route (VTC, VNC,
WAC, ERC, TAC etc). Always use the most detailed chart PSN FL/ALT TAS TR(M) WIND HDG(M) GS
available
YRED
3. Draw Navigation Route
YBSU A025 N0115 351 079/15 359 114
Draw tracks on applicable charts and add 10nm markers
4. Prepare Planning Sheet
Begin Planning Sheet by writing your route as follows: 9. Distance and Estimated Time Interval
PSN FL/ALT TAS TR (M) WIND HDG(M) Fill out the distance column for each leg. This will be
used now to calculate ETI, estimated time interval.
YRED
PSN TR (M) WIND HDG(M) GS DIST ETI
YBSU
YRED
YBSU 351 079/15 359 114 36 20
YBSU
Follow these steps to calculate an ETI using GS and
YGYM Distance:
YRED a. Using your Flight Computer, align the black
5. Measure Tracks arrow with the GS previously calculated.
Write tracks to be flown for each leg, after considering b. Find 36NM on the outer wheel and read the
the magnetic variation of the area. Eg: YRED – YBSU track grey inner wheel to find the ETI. Add 1 minute
is 002°True, which is 351°M with the 11°E variation to cover the climb time. (rule of thumb: 1min
applied per 2000ft of climb)
6. Determine Altitudes 10. Time Intervals and Stages
Use your chart’s terrain heights and ARFOR cloud data to
determine the best altitude to cruise for each leg of the A ‘stage’ is simply a section of a flight plan from take-off
flight. Do not forget to consider hemispherical cruising to landing. For example: YBSU-YGYM-YRED. Add up the
altitudes: A025 has been selected for YRED – YBSU. ETIs for each line into a total for each stage. Example:
(write it as shown in the plan below)
PSN TR (M) WIND HDG(M) GS DIST ETI
YBSU
YGYM xxx xxx/xx xxx xxx xx 20
YRED xxx xxx/xx xxx xxx xx 38
T: 58
11. Planning for Alternates
An alternate aerodrome must be nominated if the
PSN FL/ALT TR (M) WIND HDG(M) GS destination aerodrome conditions are forecast below
the following minima:
YRED
- crosswind or downwind component above aircraft max
YBSU A025 351 079/15
- More than SCT cloud below 1500ft AGL
- Less than 8km visibility
7. Determine Winds on Track
Appendix 12
An alternate aerodrome must not require an alternate
itself. Use a nearby aerodrome with a TAF that
indicates conditions above the alternate minima for the
period of your arrival.
12. Fuel Planning
Complete fuel calculations for the flight as per the fuel
calculation tutorial handout (separate sheet)
Correcting heading for wind Step 5

Scenario: If a pilot wishes to fly 010°M and there’s a wind The cross now indicates the strength of the headwind
blowing from 079°M at 15kts, the aircraft’s heading must be and crosswind components. The headwind strength is
adjusted to ensure it actually achieves a path over the around 5kts, whilst the crosswind strength is around
ground of 010°M. This sheet steps through the calculation of 14kts
wind correction angles on your Flight Computer.
Step 1
Firstly, align the TAS arrow with the aircraft’s planned TAS
speed. 115kts for a C172 (image 1)
Step 2
Rotate the inner transparent HDG wheel to align the wind
direction (079°M) with the ‘TC’ marker (image 1)
Step 6
Subtract the 5kt headwind component from our
planned TAS to determine our ground speed (GS).
115kt TAS – 5kt HWC = 110kt GS
Step 3
Step 7
Use a pencil to draw a cross on the Head-Wind line below
On the outer wheel, locate the crosswind component
the ‘TC’ marker. In this case, the cross is drawn at 15kts, the
of 14kts, read to the inner wheel to determine the
strength of the forecast wind (image 2)
number of degrees needed to compensate for the
wind - In this case, 7°. The crosswind is coming from
the right, so add 7° to 010°M to determine the
heading to fly
Step 4
Rotate inner transparent HDG wheel to align the planned
track (010°M) with the ‘TC’ marker (image 3)
Summary
With a wind of 079°M at 15kts, fly 017°M to maintain a
track of 010°M. The aircraft’s ground speed will be 110kts
Appendix 12
Fuel Planning
Fuel Calculations Min L or Kg Min L or Kg
Step1: Climb
Fill out the required columns Cruise 18 12
Alternate 25 17 1
Climb, Cruise, Alternate and
Sub-Total 43 29
calculate a Sub-Total
Variable Reserve
Step 2: Fixed Reserve 45 30
Additional Fuel
Fill out the required reserve 2
Holding
quantities, holding and taxi
Taxi 5
allowances. Taxi allowance is
Fuel Required 88 64
recorded in Litres only.
Discretionary Fuel
Step 3: Fuel Margin
Endurance 3
The “Fuel Required” row is
calculated by adding the Sub From YRED YBSU YBSU YRED
Total, reserves, holding and taxi
together
Fuel Required 88 64
Step 4: Discretionary Fuel
Fuel Margin 137 1
The endurance in Litres is the
Endurance 201
useable fuel in the aircraft (201
From YRED YBSU YBSU YRED
Litres in a C l72).
201 minus the 64 required gives
Fuel Required 88 64
the remaining margin of 137 Litres
Discretionary Fuel
Step 5: Fuel Margin 206 137
Endurance 5 201
convert the Fuel Margin in litres to
minutes. In this case, 137 Litres From YRED YBSU YBSU YRED
@40 L / hr is 206 minutes
Step 6: Fuel Required 88 64
Discretionary Fuel
Add the Fuel Required in minutes
Fuel Margin
6 206 137
and the Fuel Margin in minutes
Endurance 294 201
together to calculate your total
Endurance in minutes. (88 + 206 =
294)
Fuel Calculations Min L or Kg Min L or Kg
Carrying over fuel:
Climb
Your fixed reserve and alternate Cruise 18 12
fuel should be carried over to the Alternate 25 17
next stage of the flight if they were Sub-Total 43 29
not used. Variable Reserve
Take the margin from the previous Fixed Reserve 45 30
stage and add the fixed reserve Additional Fuel
quantity and the alternate quantity Holding
(137 + 30 +17 =184). This is your Taxi 5
endurance in Litres for the next
stage. Discretionary Fuel
Fuel Margin 206 137
Variable Reserve, Holding and Taxi
Endurance 294 201 184
allowances are assumed to be
burned and do not carry over.
Appendix 12
Intentionally Blank
Appendix 13
Appendix 13 RAC Standard Navigation Log

Callsign: Stage: SARTIME: Last light: Date:
Freq PSN LSA ALT TAS TRK WIND HDG GS DIST ETI PLN EST REV EST ATD/ATA
ALTN
Clearance Fuel Log (min)

Name
LEFT
ELEV TIME (both) RIGHT
O/FLY
Radio (10nm)
Briefing
ToD
FREQ
Notes
Fuel Calculation Min L ATIS A/C Data ATIS A/C Data
Start, Taxi & T/Oi INFO FUEL INFO LDW
Climb RWY TOW RWY Flap
Cruise W/V W/V
Variable Reserve X/W W+B Check Y/N X/W VREF

LANDING DATA
TAKEOFF DATA
Alternate VIS FLAP VIS VX
Fixed Reserve CLD VR CLD VY
Additional TEMP VX TEMP Vg
Holding QNH VY QNH

Take-off Landing
Required
Discretionary Conditions TODA Conditions LDA

 DDH  DDH
Margin TODR LDR
 Ambient  Ambient
Endurance TODR Flapless
Appendix 13
Intentionally Blank
Appendix 14
Appendix 14 Dead Reckoning Navigation
Dead Reckoning Navigation
AIM:
To learn the theory of dead reckoning as it applies to a
flight between two points.
WHAT IS DEAD RECKONNING NAVIGATION?

The process of calculating one's position, by estimating the direction and distance travelled over time,
rather than by using landmarks or astronomical observations.
Basically, taking the heading flown (accounted for drift) and multiplying the calculated ground speed by
the time flown will result in a distance covered over a calculated track.
OBJECTIVES:
1. Describe the two elements of DR Navigation and the basic principle of determining your DR
position.
2. Identify and state the basic purposes of the
a. P C A, W A C, E R C (L)
b. V T C, T A C, V N C
3. State the technique for preparing charts to assist in DR navigation and the method of reading
charts in flight to establish a DR position
4. Describe the two methods for revising an estimated time of arrival in flight
5. Describe the 1:60 method of correcting heading in response to a track error
THE PRINCIPLES OF DR NAVIGATION

• Known Position,
• Direction,
• Speed, and
• Time
THE CHARTS
PCA
• Planning Chart Australia
• Outlines Weather Forecast Areas
• Outlines WAC Coverage
• Identifies Significant Locations used in weather forecasts
• Defines communications coverage
• No information on topographical, cultural, terminal information
Appendix 14
WAC
• World Aeronautical Chart
• Used by VISUAL PILOTS away from terminal areas
• Very little aeronautical information
• Topographical information
• Cultural Information
• Scale 1:1 000 000 (see scale rule)
• Primary chart for DR Navigation
ERC - LOW
• Enroute Chart – Low
• VFR & IFR Chart
• Limited Topographical information
• No cultural information
• Various Scales depending on location (around 1: 1 340 000)
• Complete details of aeronautical information over a large area
• Airspace (terminal areas, PRD’s
• Aerodromes
• Radio Navigation Aids
• Areas of VTC, TAC’s
VTC
• Visual Terminal Chart
• Used on BUSY TERMINAL AREAS
• Combines topographical, cultural, aeronautical information
• 1:250 000 scale (Larger scale than WAC)
TAC
• Terminal Aeronautical Chart
• Used in BUSY TERMINAL AREAS
• Similar to the ERC, but smaller scale – more detail closer to terminal areas
• Various scales depending on location (around 1: 700 000)
VNC
• Visual Navigation Chart
• Optional Chart 1:500 000
Appendix 14
HOW TO USE THE CHARTS FOR DR NAVIGATION

• Use the WAC primarily, backed up by the ERC
• Use the WAC for selection, identification of landmarks & for position fixing
• Use the ERC(L) for airspace limitations & radio nav aid information
• For flight within a terminal area use the VTC
• If a TAC or VNC applies – use them to ZOOM in at information you may be interested in.
• Draw the FLIGHT PLANNED TRACK on every chart including the ‘markers’ (excluding the planning
chart)
• Ensure your CHARTS ARE current
• ORIENTATE the chart with the FLIGHT PLANNED TRACK in the direction of travel
MAP PREPARATION
• Mark a straight line between the proposed tracking points – (FLIGHT PLANNED TRACK) on all your
charts
• Draw 10 nm markers along each track
• 120 Kts = 10 nm in 5 mins
• 100 Kts = 10nm in 6 mins
• 80 Kts = 10nm in 7 mins
• Review the routes on the WAC for identifiable features en-route
• Review the routes on the ERC(L) for Airspace, PRD’s, Communication etc
• Consider the route selected –
a. TERRAIN,
b. WEATHER,
c. AIRSPACE,
d. FEATURES,
e. OPTIONS……
• ORGANISE your charts for flight – folded intelligently, tidily
READING CHARTS FOR DR NAVIGATION For DR NAVIGATION

• STEP 1 – ESTABLISH A DR POSITION USING CLOCK TIME AND ESTIMATED
GROUND SPEED.
• STEP 2 – LOOK AT THE MAP FIRST & ESTABLISH POSITION OF PROBABILITY

BASED ON YOUR POSITION (TIME TRAVELLED)
Appendix 14
• STEP 3 – THEN LOOK AT THE GROUND TO IDENTIFY YOUR POSITION (3

FEATURES TO IDENTIFY)
REVISING ESTIMATES
TWO METHODS OF REVISING AN ESTIMATE (both based on the aircraft in level flight over a distance of
at least 25nm)
PROPORTIONAL METHOD
• 1 minute late at ½ way = 2 minutes later at destination / turning point
ACTUAL CALCULATION OF GROUND SPEED

• Distance / Time = Speed
• Actual speed with a known distance remaining = Revised Estimate
DEFINING SOME TERMS FOR DR NAVIGATION

• FLIGHT PLANNED TRACK
• TRACK MADE GOOD
• HEADING
• DRIFT
• GROUND SPEED
• TRACK ERROR
• CLOSING ANGLE
• CORRECTION ANGLE
• TRACK TO INTERCEPT
SUMMARY
To correct the track, we have flown we need to know either
a) The Correction Angle
b) The track Error & Closing Angle
We can either measure these angles or utilise an established rule of thumb estimation.
HEADING CORRECTIONS with the 1:60 METHOD

• FLIGHT PLANNED TRACK
• FORECAST WIND
• AMBIENT OR ACTUAL CONDITIONS RESULTING IN A DIFFERENT TRACK MADE GOOD
• RESULTING IN A ‘TRACK MADE GOOD’
• THE 1:60 RULE
• ASSUMPTIONS, RULE & LIMITATIONS
Appendix 14
ASSUMPTION 1 - If you maintain a constant heading and a constant TAS in a

constant wind, the track you make good will be a straight line
ASSUMPTION 2 - A small change of heading will produce the same change in
track made good with no change in ground speed
ASSUMPTION 3 – 1nm subtends an angle of 1’ at a distance of 60 nm (based on the geometry of a circle)
THE RULE APPLIED - Every mile of track after 60nm along track is the equivalent
of ONE DEGREE of track error
THE LIMITATION – Due to limitations in the assumptions, we can apply the 1:60
rule up to situations where either the CA or TE is up to 15 degrees
APPLY THE RULE TO EITHER
• Intercept the turning point / destination
TE
CA
5nm
• Re-intercept the flight planned track. When re-intercepting the flight planned track alter heading by
removing the CLOSING ANGLE.
TE
CA
5nm
CA
Appendix 14
• We can also use the 1:60 method using ratios TE=CA @ ½ way
TE
CA
4nm
AIRMANSHIP POINTS
• FLY ACCURATE HEADINGS – Do not allow the aircraft to wonder off headings through inattention
• AVIATE, NAVIGATE, COMMUNICATE
• ANTICIPATE check points some minutes ahead
• When making calculations (GS / 1:60) ask yourself does the ANSWER MAKE SENSE
Appendix 15
Appendix 15 Cycle of Navigation
Appendix 15
Intentionally Blank
Appendix 16
Appendix 16 Approach Brief
APPROACH BRIEF
With reference to the ATIS, or AWIS, or TAF, or ARFOR and using the take-off and landing
data on the NAVLOG, a pilot should conduct approach checks using the format as
follows: QADCAPS
•Q – QNH set
•A – Aids, source (GPS / VLOC), Tune, Ident and Test
•D – DG and compass aligned
•C – Chart / ERSA review
•A – Audio, radio frequencies set
•P – PAX briefing complete
•S – Speed review
Here is an example of a VFR approach brief which will normally be conducted prior to
your Top of Descent (TOPD).
“Okay, I’m crossing the Brisbane River and I can see Nanango coming up, so I’d better
brief myself on my arrival into Kingaroy. I cannot pick up the AWIS, so I’ll go with a QNH
of 1021, which is based on the TAF. (I have been flying on the ARFOR QNH throughout
the cruise) There are no ground-based aids anymore at Kingaroy but my GPS (which I
am using to supplement my DR navigation) is showing that I’m on track. DG and
compass are aligned. ERSA indicates Runways 16 and 34. Based on the TAF, I am
expecting to join a left downwind for
Runway 16. Circuits are to the East and I have a no-go area due to glider ops on the
Western side. I am planning to arrive at circuit over-fly height of 2000’, I’m at 4,500’, so I
will commence my TOPD at 44, which is five minutes before my ETA. Landing distance
available is 1600m and my landing distance required, based on the TAF is 450m. The
CTAF frequency is 127.45, which I have set. (Set to active and write down any call signs
heard). I had better let my passenger know what is going on. There is plenty of runway,
but I am expecting a crosswind of up to twelve knots, so I will make it a flap twenty
landing with an approach speed of seventy knots and a Vref of sixty-five knots. Okay,
that is it. Top of descent is now in two minutes.”
Appendix 16
Intentionally Blank
Appendix 17
Appendix 17 Australian Airspace Structure
Appendix 17
Intentionally Blank
Appendix 18
Appendix 18 Radio Phraseology
Radio Procedures
Redcliffe (YRED) to Sunshine Coast (YBSU)
Remember the standard format of radio transmissions

1. Who you are calling?
2. Who and what you are?
3. Where you are (always include altitude).
4. What your intentions are (AIP: On first contact with tower or approach report ATIS received.)
5. The nature of any request.
As you approach the VFR approach point, make sure that you listen to the ATIS through the VOR or on 119.8.
Listen to this the first time well before the approach point so that you can brief yourself on your approach. Listen
again prior to making your call to the tower to ensure that you have the current ATIS (set the QNH based on the
ATIS).
As you near the VFR Approach Point (e.g. Moffatt Head [MFH]) and intend to enter controlled airspace without an
assigned transponder code, you should squawk 3000 on your transponder (AIP requirement). You may enter Class
D without a transponder as it is not a radar-controlled environment, however, they do have a radar feed for
situational awareness and are therefore able to assess the accuracy of your reporting and tracking.
Note that you initiate calls by starting with your call sign and conclude read backs with your call sign. For Class D
airspace, there is no requirement to offer “Flight or Transit” details, as this is normally
only required for Class C airspace if you do not have a Flight Notification entered via NAIPS.
Note: No need to request clearance. Not required in Class D. Use of your call sign by the tower implies clearance
to proceed. If they respond by saying, for example, “Aircraft calling at Moffatt Head, Standby”, then you are not to
enter Class D.
If the Tower has given you an altitude restriction (e.g. maintain 1,500) then you cannot descend below that
altitude until they instruct you “cleared visual approach”.
When ATC give you a reporting requirement or they advise you to “expect” a certain runway; these elements are
not mandatory read back requirements. The word “WILCO”, at the end of your read- back, simply indicates that
you will comply with any reporting requirement. Also, once you have established communications with ATC there
is no longer a requirement to state your aircraft type in subsequent transmissions. There is also no need to
commence your transmissions with “(Location) Tower”.
If ATC require you to report siting the traffic then you must respond “looking”, then “traffic sighted or not
sighted”. If ATC provide you with a Traffic Advisory, without a requirement to sight the traffic, then a simple
acknowledgement to the tower with the callsign of the reported traffic should suffice. E.g. “Copy (Callsign)”.
Appendix 18
Altitude Assignments
If ATC do not give you an altitude restriction e.g. maintain one thousand five hundred, then you may commence
your descent at your planned top of decent point to arrive at circuit height.
Some examples of ATC instructions regarding altitude are:
“Maintain one thousand five hundred, report ready for descent”. You must stay at that assigned altitude until you
are ready to descend. Once you are ready you would simply transmit: “(Callsign) ready for descent”
You might then expect ATC to say, “Cleared visual approach”. This represents a clearance and therefore must be
read back in full “Cleared visual approach, (Callsign).” This means that you can now descend below your assigned
altitude.
On descent from a higher altitude ATC may sometimes instruct you to report passing or approaching a specified
altitude e.g. “(Callsign) descend to one thousand five hundred, report passing two thousand”. “Descend to one
thousand five hundred, Wilco, (Callsign)”. You may also have this reporting requirement during your climb on
departure.
You may also be required to report when you are leaving an assigned altitude.
If you cannot achieve or maintain your assigned altitude, then request an amended altitude and state
your reason, e.g. “(Callsign), request amended two thousand due cloud.”
Remember the Ones
You must remain within one NM of your cleared track and you must comply with instructions within one minute
when in controlled airspace.
Remember the Fives
Inbound: Remain on you cleared track to within five miles and then manoeuvre as required to join as instructed.
Outbound: Establish yourself on you cleared track within five miles of the departure aerodrome.
YBSU Ground Operations
After landing, taxy clear of the runway holding point and stop. Change to the SMC (Ground frequency, which you
should have set as your standby frequency as you approached).
Contact ground without delay for taxy clearance.
Pilot: “Sunshine Coast Ground, (Callsign) for GA parking, request taxy.” ATC: “(Callsign), taxy via Delta and
Golf to parking.”
Pilot: “Taxy via Delta and Golf to parking, (Callsign).”
Taxy without delay conducting after landing checks during the taxy. The ERSA should be ready for reference in the
cockpit.
Departing YBSU
Unlike procedural Class D aerodromes, e.g. Archerfield, you will require an airways clearance in addition to a taxy
clearance at YBSU before departure. After engine start, check the ATIS through the VOR or VHF voice, and prepare
to contact Sunshine Coast Ground to obtain your airways clearance, then taxy clearance.
Pilot: “Sunshine Coast Ground, (Callsign), for (Location), request clearance.”
This request is in accordance with your flight plan and associated flight notification, which the controller will now
reference for the purposes of issuing you with your Airways Clearance. Note there is no requirement to provide
your location, aircraft type, ATIS received or preferred altitude. If you combine your requests for taxy and airways
clearance in the one transmission, then you will need to include the aforementioned detail. In this example, we
are separating the two requests.
ATC: “(Callsign), cleared direct (Location), (Level) feet.”
Appendix 18
In your flight notification, you would have planned at a certain level, however, ATC may amend this and place an
altitude restriction on you. If so, they will clear you to an “Amended (Level)”. Once outside controlled airspace
(OCTA), you may climb to your preferred level, subject to weather.
Pilot: “Direct (Location), amended (Level), (Callsign).”
Now it is time to request taxy clearance. More detail is required in this request. You must commence taxy once
you have obtained your taxy clearance; so be ready.
Pilot: “Sunshine Coast Ground, (Callsign), (Aircraft Type), GA parking, for (Location), received (ATIS),
request taxy.”
ATC: “(Callsign), taxy to Holding Point Charlie, Runway Three Six, QNH 1016, time check two three a half.”
No need to read back the time check, however the other elements are mandatory read backs.
Pilot: “Taxy Holding Point Charlie, Runway Three Six, QNH 1016, (callsign).”
Ensure in your read back that to include ‘Holding Point’, as ATC will normally insist on this. Once you have
completed your ‘Before take-off checks’, change to the tower frequency at the
Holding Point and report ‘Ready’ to tower.
Pilot: “Sunshine Coast Tower, (Callsign), Holding Point Charlie, Runway Three Six, Ready.”
Do not select ALT on your transponder, or turn on strobes, until you obtain clearance to enter the runway. Early
selection of ALT can provide TCAS alerts to RPT aircraft on approach and the strobes of aircraft waiting at holding
points can be a distraction to pilots on final approach.
ATC: “(Callsign), cleared for take-off Runway Three Six, make left turn.” Pilot: “Cleared for take-off Runway
Three Six, make left turn, (Callsign).”
Enter and take off with a turn at 500’ AGL, unless otherwise directed by ATC, e.g. cleared for take- off, maintain
runway heading.
Departure Call
Departure from YBSU above one thousand five hundred requires the pilot to make a departure call. Note your
time abeam the tower on departure. This will become your departure time. VFR departure calls are simple. The
elements are Assigned Altitude and Track.
Pilot: “(Callsign), Tracking (Track), for (Location), on climb (Level).”
This should satisfy the controller provided it contains those essential elements of the airways clearance issued to
you. It simply confirms that you are doing what you were cleared to do.
ATC: “(callsign), thanks, report departing the zone.”
Pilot: “Wilco, (Callsign).”
As you are leaving the control zone, simply report as follows:
Pilot: “Callsign, departing the zone.”
ATC: “(Callsign), thanks, frequency change approved”
Pilot: “Frequency change approved, (callsign).”
Whenever you change frequency, always drop your hand to the transponder and check / change the code as
required. In other words, treat it like another radio. Your transponder should now be set back to 1200, otherwise
Brisbane Centre will be calling you to change to the 1200. Do not forget to set Standby before changing codes and
then return to ALT.
Touch and Go Landing (TGL) at YBSU
Appendix 18
A TGL is most often used in training but you must remember that it has implications for ATC and for the pilot in
the planning phase. In your flight notification, in the Delay Enroute section (DLE) you should enter YBSU 0010. This
allows 5 minutes for approach, the TGL and then 5 mins for departure. Then in the Remarks area (RMK) of your
notification enter “Touch and Go Landing YBSU” this explains the enroute delay in DLE. It may also be important
for you to allow provision for this in your fuel planning; perhaps in ‘Additional’ fuel. Certainly, it will impact your
Total Enroute Elapsed Time (TEET).
Make your initial radio call to Tower as per the previous example, except your intentions will be “touch and go”,
rather than a “full stop”. As you make your approach, be prepared for the controller to issue you with an
‘Onwards Clearance’. They will issue you with this clearance based on your flight notification e.g.
ATC: “(Callsign), your onwards clearance is cleared direct (Location), (Level).
Pilot: “Direct (Location), (Level), (Callsign).”
If you HAVE NOT submitted a flight notification, DO NOT provide ATC with your ‘onwards clearance
requirements’ until they request it from you.
Once you have completed your touch and go, simply follow the procedures as described earlier for departure.
Redcliffe (YRED) to Archerfield (YBAF)

CLASS D (PROCEDURAL)
YBAF, i.e. Archerfield is one of six Class D aerodromes which were once referred to as GAAP (General Aviation
Aerodrome Procedures). ERSA has six pages of information regarding YBAF operations. You must read and
understand these procedures before attempting to operate in the YBAF control zone. There are also useful guides
to explain these procedures more fully, including the ONTRAK videos on the CASA website.
There are four VFR approach points into YBAF: TV Towers (Northern approach); Goodna (Western approach);
Target (Eastern approach); and Park Ridge Water Tower (Southern approach). You must use these approach
points. Tracking requirements from these points into YBAF are contained in the ERSA and on your charts.
Information regarding outbound tracks is also in the ERSA.
Most of you are likely to depart YRED and track via Petrie (PTI) to enter YBAF via the TV Towers (TVT). Most
violations of controlled airspace occur around the TVT, so be careful with your vertical and lateral separation from
Brisbane controlled airspace.
Inbound to YBAF you must be at 1,500’. Departures are to be at 1,000’.
Arriving from the North (Refer to ERSA Procedures)
Prior to the TVT obtain the ATIS on 120.9. Listen to the ATIS the first time just after PTI, so that you can brief
yourself on your approach into YBAF. Listen the second time prior to the TVT, to confirm the ATIS. If, for some
reason, you cannot obtain the ATIS (on any approach), simply report “Negative ATIS”. The Ground frequency
(SMC) is 119.9, so it’s easy when changing frequency from ATIS to SMC (Ground); simply adjust from 120.9 to
119.9 and place the frequency to the ‘Standby’ position for selection to ‘Active ‘for taxy clearance, when departing
the runway. Northern arrivals and d e p a r t u r e s use 123.6 for tower. Eastern and Southern arrivals and
departures use 118.1. For arrival and departures West the frequency will be 118.1 when the sealed runways are in
use (10L, 10R, 28L and 28R) and 123.6 when the grass runways (04L, 04R, 22L and 22R) are in use, so you must
listen closely to the ATIS. It is easily remembered if you remember that ‘the grass is the greater number’
regarding frequencies when arriving and departing West.
Pilot: “Archer Tower, (Callsign), (Aircraft Type), (Dual or Solo), TV Towers, one thousand five hundred,
inbound (Intentions), received information (ATIS).”
Now, arrivals from the TVT and Park Ridge (PKR) have subsequent reporting points (see ERSA) and so the tower
will simply respond with your callsign, and sometimes with traffic advice.
Appendix 18
You should have changed your transponder code to 3000 as you approached the TVT (this alerts ATC to your
approach), and then, in accordance with the ERSA procedures, and your VTC chart, you must track 153° to the
subsequent reporting point of the Centenary Bridge, and maintain 1,500’.
If you report that you are “unfamiliar with the aerodrome”, they will likely instruct you to remain at
1,500’ and to report again at the Centenary Bridge. At the Centenary Bridge, report as follows:
Pilot: “(Callsign), Centenary Bridge, one thousand five hundred.” (No Archer Tower or aircraft type
included. Remember to omit this information once you have established communications with ATC).
ATC: “(Callsign), join a long final runway one zero left, report established. Traffic for you is a
Cherokee on a left base for one zero left, report sighting.”
Pilot: “Cleared visual approach, join a long final runway one zero left, wilco, looking for traffic, (Callsign).”
You can now leave 1,500’ and track to join final for one zero left, while looking for the traffic. Pilot: “(Callsign),
established long final one zero left, traffic not sighted.”
ATC: “(Callsign), the Cherokee is now short final, continue approach.”
Pilot: “Continue approach, (Callsign).”
ATC: “(Callsign), cleared to land one zero left.”
Pilot: “Cleared to land, one zero left, (Callsign).”
Land and vacate, stop, change to ground frequency, and request taxy, with the ERSA aerodrome chart on your lap.
Pilot: “Archer Ground, (Callsign), for the Eastern apron, request taxy.”
ATC: “(Callsign), Ground, taxy to parking.” Do not be afraid to ask for taxy instructions if you are unfamiliar
with the aerodrome.
Departing (Refer to ERSA Procedures)
You will need a taxi and take off clearance but not an Airways Clearance as you are expected to follow the
procedures in the ERSA for departures, North, East, South and West; all of which are to be at 1000’.
Listen to the ATIS after start and contact Archer Ground for taxy clearance.
Pilot: “Archer Ground, (Callsign), (Aircraft Type), (Location), for (Direction of departure: i.e. Northern, Southern,
Eastern or Western) departure, received information (ATIS), dual, request taxy.”
If you are departing West, you must report your departure “Track” in your taxy request and at the Holding Point
when reporting “Ready” to the Tower. This western tracking information is important because it will dictate which
runway you are assigned.
If you are a training flight, ATC also expects you to advise if you are Dual or Solo.
ATC: “(Callsign), Archer Ground, taxy to Holding Point (Designator), Runway (Number). Cross Runways
(Numbers). Time check two four a half.”
Pilot: “Taxy Holding Point (Designator), Runway (Number), cross, Cross Runways (Numbers) (Callsign).”
Complete you pre-take off checks in the adjacent run up bay, taxy to the holding point and change to the tower
frequency to report ready.
Pilot: “Archer Tower, (Callsign), Runway (Number), (Direction of Departure) departure, ready.”
ATC at YBAF want you to confirm your departure direction when reporting ready to ensure you are at the correct
runway.
ATC: “(Callsign), Archer Tower, (Runway), cleared for take-off.” Pilot: “(Runway Number), cleared for take-
off, (Callsign).”
That is, it. That is the last communication you would normally have with the tower, unless they have traffic advice
for you. You are now expected to climb to 1,000’ and track in accordance with the ERSA departure procedures.
Appendix 18
Important Notes on Departure West Through Amberley (YAMB)
This Western departure from YBAF through YAMB is challenging because of the time and space available to the
pilot between the YBAF and YAMB boundaries. The pilot must have several planned options available if a direct
clearance is not available. These options are explained in your navigation briefings.
To make this departure manageable, it is recommended that you determine the status of YAMB before taxi.
Resources such as: NOTAM, YAMB NDB (359), AWIS, ATIS, or even a check with BN CEN or Archer Tower are all
viable options.
At the YBAF Holding Point, consider placing Amberley Delivery as the Standby frequency after you place Archer
Tower to the Active frequency. This will reduce workload and save time as you depart the YABF control zone.
Crossing the Centenary Highway, change to Amberley Delivery and establish communications with them by
transmitting: “Amberley Delivery, (Callsign)”. This is the YAMB controllers preferred method and often results in a
response which will include your assigned SSR code and clearance.
You must however be prepared to track via any altitude or track assigned to you by YAMB ATC.
CLASS C AIRSPACE
Class C airspace is controlled airspace and requires clearance for entry, and or transit. Large sections of the Eastern
seaboard of Australia are classified as Class C and extend from the surface around major airports, all the way up to
the flight levels.
Restricted airspace is associated with Australian Defence Force bases and is treated as Class C. Examples in our
region are Oakey and Amberley. These Restricted areas are classified as RA1 and RA2 (Refer ERSA, PRD - 1). You
can plan through RA1 e.g. Amberley, and normally expect a clearance, but you should not plan through RA2 e.g.
Oakey, although it is acceptable to ask for a clearance. (Just have a plan B ready). Do not plan and don’t expect a
clearance through RA3. The status of these restricted areas must be checked before entry. Most commonly this
can be done via NOTAM, NAVAID or by radio to the Centre controller or controlling authority e.g. “Brisbane
Centre, (Callsign), request status of Romeo Six One Four Bravo.”
You are more likely to transit an ADF restricted area in your general flying than fly into a major Class C airport like,
Brisbane or Sydney. Although, we will look at Class C aerodrome arrival and departure procedures later.
Local procedures do differ slightly, so, do your flight planning thoroughly. Call them by phone if you are unsure of
their requirements. Make sure you have a flight notification in NAIPS, and if you do not understand their instructions,
say so. They much prefer you do this.
Let us now look at an example of a transit through Amberley as we track via Esk for Warwick.
You will firstly contact ‘Delivery’, who will hand you off to ‘Approach’, which is responsible for your transit. You will
only contact tower (with ATIS) if you are landing.
Pilot: “Amberley Delivery, (Callsign).”
ATC prefer you to make an initial call like this as it gives them time to check for you details and to prioritise other
tasks. Therefore, make your call well before the boundary to avoid orbiting or violating controlled airspace.
ATC: “(Callsign), Amberley Delivery.”
Pilot: “(Callsign), (Aircraft Type), Esk, four thousand five hundred, for Warwick, request clearance.”
As you are not making first contact with Tower or Approach, there is no requirement to report ATIS received. You
could also report your position by reporting your direction and distance from Amberley e.g. three two miles North
West.
Appendix 18
As you are VFR there is not normally a requirement to report Persons on Board (POB), however, be prepared to do
this, if requested.
ATC: “(Callsign), squawk one six one four, remain outside Class C airspace.”
Pilot: “Squawk one six one four, remain outside Class C airspace, (Callsign).”
ATC now looks for you on radar. Once they have ‘identified’ you, they normally respond as follows.
ATC: “(Callsign), you are identified, cleared direct Warwick, four thousand five hundred, QNH 1016.”
Now that you are identified on radar and you have established two-way communications, there is no further
requirement for you to start your calls with the ATC call sign, nor state your aircraft type or
position. Sometimes ATC may ask you to verify your altitude to ensure it matches the radar or they may ask for
your preferred level.
Pilot: “Direct Warwick, four thousand five hundred, QNH 1016, (Callsign).”
ATC: “(Callsign), contact approach now on 126.2.”
Pilot: “Approach on 126.2, (Callsign).”
Remember, you are identified, so when contacting approach, you do not need to state aircraft type or position;
just give your call sign and altitude. If climbing or descending, report level passing to your cleared level.
Pilot: “Amberley Approach, (Callsign), maintaining four thousand five hundred.”
ATC: “(Callsign), Amberley Approach.”
That is, it. Listen to Approach, fly very accurately. If you start to stray from your assigned altitude, or start to get
off track, ATC will give you a gentle warning by saying something like “(Callsign), confirm you are maintaining four
thousand five hundred, or, (Callsign), confirm you are tracking for Warwick.” ATC have let you into their airspace
on the assumption you can navigate and fly a plane; do not let them down.
As you approach the boundary, Approach should contact you again.
ATC: “(Callsign), two track miles to run until the Class C boundary, control and identification services are
terminated, frequency change approved.”
Pilot: “Frequency change approved, (Callsign).”
Now change to your next frequency and retain your transponder code unless you have been directed otherwise. If
you treat your transponder like a radio, then you will not forget the code change. Also, be careful because
sometimes the controller might say “….at the boundary, frequency change approved.”
Arriving and departing a Class C Aerodrome
Let us use the Gold Coast as an example.

Inbound. Depending on altitude, you should expect to deal with air services in the following order:
1. Brisbane Centre (for transponder code and radar identification)
2. Brisbane Approach (for airways clearance)
3. Gold Coast Tower (for landing instructions and clearance)
4. Gold Coast Ground (for taxy clearance)
Outbound. You should expect to deal with air services in the following order:
1. Gold Coast Delivery (for airways clearance)
2. Gold Coast Ground (for taxy clearance)
3. Gold Coast Tower (for take-off clearance)
4. Brisbane Approach (for management of departure, no clearance, as you got your clearance
through GC Delivery)
Appendix 18
At lower levels, say a flight at 1500’ down the coast, for transit along the beach, you’ll get your code from Centre
and they will put you onto Tower direct for clearance (don’t forget to get the ATIS before contacting tower).
Remember, as per your AIP, “On first contact with tower or approach, report ATIS received.”
Inbound to the Gold Coast from the North.
Pilot: “Brisbane Centre, (Callsign).”
ATC: “(Callsign), Brisbane Centre.”
Pilot: “Centre, (Callsign), (Aircraft Type), three zero miles North of the Gold Coast at three thousand five
hundred, inbound, full stop, request code.”
ATC: “(Callsign), squawk 1527, remain outside Class C airspace.”
Pilot: “Squawk 1527, remain outside Class C airspace, (Callsign).”
Brisbane Centre will not issue you with a clearance, rather, they will eventually hand you off to Approach for
clearance. While you wait make sure you obtain the ATIS so that you can report this to Approach on first contact.
If you cannot obtain the ATIS, report on first contact “Negative ATIS” and they should provide you with essential
ATIS details.
ATC: “(Callsign), you are identified, contact Brisbane Approach on 123.5 abeam Dreamworld for clearance.”
Pilot: “Approach on 123.5 abeam Dreamworld for clearance, (Callsign).”
Pilot: “Brisbane Approach, (Callsign), maintaining three thousand five hundred, for the Gold Coast, full
stop, received information (ATIS), request clearance.”
ATC: “(Callsign), you are identified. Cleared direct Gold Coast. When ready descend to two thousand five
hundred, Gold Coast QNH 1015, expect Runway 14.”
Pilot: “Direct Gold Coast, when ready, three thousand five hundred, QNH 1015, (Callsign).”
Remember that when they tell you to expect a runway, you are not to read this back. You can brief your approach;
however, runways do change.
ATC: “(Callsign), descend to one thousand five hundred, contact Gold Coast Tower on 118.7 passing two
thousand.”
Pilot: “Descend to one thousand five hundred, contact Gold Coast Tower on 118.7 passing two thousand,
(Callsign).”
Passing two thousand feet, contact Gold Coast Tower as instructed.
Pilot: “Gold Coast Tower, (Callsign), passing two thousand, on descent to one thousand five hundred.”
ATC: “(Callsign), Gold Coast Tower, cleared visual approach, join a right base for Runway One Four, report
established.”
Pilot: “Cleared visual approach, right base Runway One Four, wilco, (Callsign).”
Pilot: “(Callsign) established right base Runway One Four.”
ATC: “(Callsign), cleared to land Runway One Four.” Pilot: “Cleared to land Runway One Four, (Callsign).”
After landing, vacate at the first available taxy way, or as instructed, stop after the Holding Point and contact Gold
Coast Ground for taxy clearance. Sometimes Tower may tell you to vacate at a specific taxy way and instruct you
to contact ground. e.g. ATC: “(Callsign), vacate via Bravo and contact Ground on 121.8.”
You should have set the ground frequency on Standby and have your ESRA open at the Gold Coast page following
your approach brief before landing. The Gold Coast and the Sunshine Coast can be busy places where jet traffic
takes priority, so you must be organised to avoid causing delays.
Pilot: “Gold Coast Ground, (Callsign) for GA (General Aviation) parking, request taxy.” ATC: “(Callsign), Ground,
taxy via Charlie and Golf, cross Runway One Seven for GA.” Pilot: “Taxy via Charlie and Golf, cross Runway One
Seven for GA, (Callsign).”
Appendix 18
If you are unfamiliar or unsure ask for ‘taxy instructions’ with your request for taxy clearance.
This example only shows the basics of calls and procedures. It has many variations which you should
be prepared for. Do not forget, if in doubt, ask! Or simply say “I am unsure of your instructions.”
Outbound from the Gold Coast to the North.

After start, contact Gold Coast Delivery for your Airways Clearance.
Pilot: “Gold Coast Delivery, (Callsign), for (Location), request clearance”.
Delivery: “(Callsign), Gold Coast Delivery, cleared direct (Location), (Altitude), squawk (code), departure
frequency 123.5”.
Pilot: “Direct (Location), (Altitude), squawk (code), departure frequency 123.5 (Callsign)”.
After confirming the ATIS, contact Gold Coast Ground for your Taxy Clearance.
Pilot: “Gold Coast Ground, (Callsign), (Aircraft Type), (Location), received (ATIS), Dual /Solo, request taxy”.
Gold Coast Ground: “(Callsign), taxy via Charlie to Holding Point Foxtrot, Runway Three Two, cross Runway
17”.
Taxy as cleared and, after completing your pre-take-off checks, switch to Tower frequency and report ready at the
Holding Point.
Pilot: “Gold Coast Tower, (Callsign), Holding Point Charlie, Runway Three Two, ready for intersection
departure.”
Tower: “(Callsign), Runway Three Two cleared for take-off, make left turn”.
Pilot: “Cleared for take-off Runway 32, make left turn, (callsign)”.
Even if your outbound track only varies a couple of degrees from the runway heading, ATC will give you
instructions to turn as appropriate, so do not get confused.
Pilot: “Cleared for take-off Runway One Four, make left turn, (Callsign).”
Make your right run at 500’ AGL, unless otherwise instructed, and track to intercept your outbound track, climbing
to your cleared level. In this example, let’s say 2500’. ATC: “(Callsign), Tower, contact Approach now on 123.5.”
Pilot: 123.5 (Callsign)
As you are in a radar environment, with a code issued by the Gold Coast, all you need do when contacting
Approach is to report your direction of turn, your level passing and your cleared level, amended or otherwise.
Pilot: “Brisbane Approach, (Callsign), left turn, passing one thousand five hundred, on climb two thousand
five hundred.”
ATC: “(Callsign), Approach, you are identified.”
Departure will manage you transit and provide you with traffic services applicable to VFR aircraft, including traffic
information on a priority basis (IFR always take priority).
ATC: “(Callsign), you have two track miles to run, control and identification services are terminated,
frequency change approved.”
Pilot: “Frequency change approved, (Callsign).”
As you vacate the zone the controller may provide you with traffic information regarding IFR traffic and known VFR
traffic, or any unidentified traffic, which may cause conflict with your aircraft.
That is, it. You have made a successful full stop at the Gold Coast and departed safely. Next time it will be much
easier.
Appendix 18
Intentionally Blank
Appendix 19
Appendix 19 Radio Phraseology Flow
Appendix 19
Appendix 19
Appendix 19
Intentionally Blank
Appendix 20
Appendix 20 Non-directional Beacon (NDB)
Operational Notes on Non-Directional Beacons (NDB) and Associated

Automatic Direction Finding (ADF)
Contents
Disclaimer
These notes are a reproduction of a booklet originally published by the Civil Aviation Authority.
Although these notes are no longer in print, they continue to provide a valuable resource and are
made available as reference material for students, pilots, and instructors. The notes have not been
edited, and as they were written 20 or more years ago, may contain information relating to systems
that are no longer in production or have been modernised.
1. Introduction ............................................................................................................................... 1-1
2. NDB (Ground Station) ................................................................................................................ 2-1
2.1 Transmitter ......................................................................................................................... 2-1
2.2 Monitoring .......................................................................................................................... 2-2
3. Radio Compass Receiver ............................................................................................................ 3-1
4. Limitations of the NDB/ADF ....................................................................................................... 4-1
4.1 Night Effect ......................................................................................................................... 4-1
4.2 Co-Channel and Adjacent Interference from Other NDBs .................................................. 4-3
4.3 Mountain Effect .................................................................................................................. 4-4
4.4 Thunderstorms ................................................................................................................... 4-5
4.5 The Effect of Terrain ........................................................................................................... 4-6
4.6 Height Effects ...................................................................................................................... 4-7
4.7 Most Appropriate NDB ....................................................................................................... 4-8
5. Operational Use of the Radio Compass ..................................................................................... 5-1
5.1 Aural Null ............................................................................................................................ 5-1
5.2 Time and Distance............................................................................................................... 5-2
5.3 Compass Bearings ............................................................................................................... 5-3
5.4 ‘Homing’ and Tracking Towards or Away from an NDB ...................................................... 5-4
5.5 Intercepting a Given Track .................................................................................................. 5-7
Appendix 20
1. Introduction
The non-directional beacon and its associated automatic direction-finding equipment is primarily a
short distance navigational aid. The ground station (NDB) radiates a signal in all directions around
the transmitter, and the aircraft receiver (ADF), when tuned to this signal determines the direction
from which the signal is being radiated. By following the direction indicated by the ADF instrument
the aircraft will fly over the NDB.
The system operates in the medium frequency band, that is, 200 to 400 Kcs., however, most aircraft
equipment are sufficiently flexible to enable one or two additional bands to be selected so as to
extend the use of this facility to cover bands utilised by broadcasting stations. In isolated cases NDBs
are operated in the higher frequency band (1666 Kcs.) to lessen the reflecting influence of
mountainous country.
2. NDB (Ground Station)
2.1 Transmitter
The NDB is basically a simple transmitter radiating an omnidirectional signal which is modulated at
intervals with the identification code. The basic signal is known as a carrier and is radiated at the
frequency specified for the particular aid. The identification code is a 400 or 1020 cycle note
superimposed on the carrier. Some installations include voice modulation to provide landing
information and some others, for remote monitoring purposes, have one or two pips between
idents.
NDBs may be sited in association with ILS, or in some cases two NDBs are sited to provide an
instrument approach to landing. NDBs so used are known as locator beacons. There is no
fundamental difference between an NDB and a locator beacon but, generally speaking, a locator
beacon operates on a lower power. In this publication, the term NDB includes locator beacon.
Most NDBs are installed in pairs, that is, main and standby. Of recent date low power transistorised
NDBs are being installed to provide navigational assistance over limited distances. These
installations are single equipments.
Except for transistorised NDBs, which have a transmitter power of 15 watts, the power of NDBs
range from 100 watts to 3 kilowatts. Locator beacons are usually in the 100-watt class while the 3
k.w. beacons are sited to provide assistance to major overwater crossings, that is, Darwin, Sydney,
Perth. The majority of other NDBs are in the
100–500-watt category.
2.2 Monitoring
NDBs have automatic monitoring of certain parameters which cause the NDB to be turned off if
outside tolerance and the standby activated. If the same out-of-tolerance condition is also present
on the standby transmitter, the complete installation is deactivated until the fault is rectified. Faults
which are automatically monitored include:
• Excessive hum level
• Reduction of carrier power
• Failure or reduction in level of identification code.
Appendix 20
Further monitoring is arranged to ensure the installation is radiating either by a monitoring post at a
manned aerodrome within range of the NDB or by pilot monitoring where NDBs are sited in remote
areas. In the latter case pilots should report the failure of an NDB to the appropriate communications
station so that action may be taken to rectify the fault.
3. Radio Compass Receiver

The basis for operation of all radio compasses is that the maximum signal will be received when a
loop antenna is aligned in the direction of the radiated signal. The corollary is that a minimum signal,
or null, occurs when the loop antenna is at right angles to the direction of the radiated signal. In
practice, however, the position of minimum signal is used because it can be more accurately
determined than a maximum. Appropriate compensation is made to the indicator drive to allow for
this 90-degree shift.
Early model radio compasses used this principle to advantage by manually rotating the loop to
determine an ‘aural null’. The bearing was then determined from a simple indicator and bearing
card, ambiguity having been solved by procedural means. (See Operational Use of the Radio
Compass.) Later equipment introduced the automatic phase but also retained the aural null facility
as a standby in the event of failure of the automatic circuitry. Some manufacturers of present-day
equipment are dispensing entirely with the aural null facility.
The principal components of the Automatic Direction Finding (ADF) equipment consist of the
receiver, loop antenna, loop drive motor, fixed antenna, control box and indicator.
Figure 1. Automatic Direction Finding (ADF) Equipment
When a station is tuned the signal is received at both the fixed and loop antennae. The signals
received from the loop antenna are fed from the ADF receiver into the loop drive motor, and this
aligns in the direction of the received signal, that is, it points to the signal null.
Because of its physical shape and, consequently, directional properties, a loop can assume two
positions and receive two signal nulls, one 180 degrees removed from the other. To resolve this
Appendix 20
ambiguity the signal received from the sense antenna (a signal independent of direction) is mixed
with signals from the loop antenna and combines in such a way so as to orientate the loop in the
correct direction. The rotation of the loop is electrically coupled to the pointer of the indicator, thus
when the loop is receiving a null the indicator always shows the pilot the direction of the
transmitting station to which he has tuned.
Some later ADF equipment do not have a rotatable loop; the loop aerial is fixed, and a goniometer is
made to rotate within the receiver. The end result is, however, the same.
The method of presenting ADF information to the pilot takes many forms—from a simple card and
needle indicator, to the latest types of sophisticated integrated flight systems. The most common
types in use however are the fixed card (0 to 360 degrees) with centrally pivoted needle, and the
Radio Magnetic Indicator (RMI). The needle in the fixed card type indicates the direction of the
signal relative to the heading of the aircraft
(0 degrees on the fixed card is the aircraft longitudinal axis) and the received signal direction must
be relative to this axis, or aircraft heading. The actual bearing of the signal can only be assessed by
adding the relative bearing to the aircraft heading. The RMI was developed to remove the necessity
of adding the relative bearing to the aircraft heading. This was accomplished by simply slaving the
indicator card to a magnetic compass by electrical means, hence both the card and the needle are
free to rotate in an RMI. The card will rotate in sympathy with any changes in aircraft heading and
the needle will always point in the direction of the radiated signal. The actual bearing of the NDB is
directly available from the compass card below the ADF needle.
Because of the variety of equipment available it is not practical to specify here any one tuning
technique. However, it is vitally important when using the radio compass receiver that it be correctly
tuned to the frequency of the required station in accordance with the techniques specified either in
the manufacturer’s instruction book or the operator’s operations manual, and especially with newer
types of compasses which require precise tuning to be effected by aural means instead of the
previously used visual tuning meter method. Tuning techniques cannot be given in this publication
as the methods to be used differ, not only from one type of receiver to another, but also in relation
to a particular receiver owing to variations in ancillary equipment in different installations. Examples
of this are the 1020 cycles per second range filter which usually forms part of the selector box and
the mechanical or crystal filters which may be fitted within the receiver for sharp tuning purposes.
Note: Receivers fitted with ‘voice’ and ‘ident’ filters must have ‘voice’
selected to receive 400 cps idents.
If a radio compass receiver is not tuned in accordance with the manufacturer’s prescribed method, its
efficiency will be affected. Faulty tuning may result in:
• Incorrect bearing indication (produced electrically)
• Increased adjoining channel interference
• Incorrect bearings when the atmospheric interference level is high
• Reversed sense indications
• Restricted service range.
Appendix 20
4. Limitations of the NDB/ADF
4.1 Night Effect
Radio waves take two paths to the radio compass receiver. The first and normal path is along the
earth’s surface. If only these waves were received, the compass would point directly to the NDB.
The second path is via one or more wave refracting layers above the earth (the ionosphere)
returning to earth to mix with direct waves. Complete changes in the nature of the waves take place
on this path and produce errors in direction.
Figure 2. The night effect
The ratio of the intensity of indirect to direct waves in the total received signal determines the
liability of error of the radio compass. As the strength of the indirect waves is far greater at night,
errors then are more common and of greater magnitude: this is called ‘night effect’. Often this
effect is more pronounced within an hour of sunrise or sunset when the changes in the state of
ionisation of the upper atmosphere are particularly violent.
The nighttime range of an NDB is only dependable over distances where the ground wave
transmission predominates, which is approximately 60 miles over land and 100 miles over sea under
reasonable propagating conditions. As the distance increases the ratio of indirect to direct waves will
increase and bearing indications will become erratic. Treat with caution NDB reception beyond these
ranges.
With the exception of the very low-powered beacons the useful range is virtually independent of the
power of the transmitter: increased power increases the strength of the ground and sky waves by
the same amount. The ratio of indirect to direct waves therefore remains the same.
In the case of the locator beacons the low power restricts transmission to ground wave only and the
range therefore seldom exceeds 30 miles day or night. Consequently, these beacons are virtually
unaffected by night effect.
It is essential to know when night effect is present and to thoroughly understand its effect upon the
performance of the equipment because these errors are not only common but are impossible to
correct.
Appendix 20
4.2 Co-Channel and Adjacent Interference from Other NDBs

If the signal from another NDB operating on the same or an adjacent frequency is received with
sufficient strength, the automatic bearing determination circuits of the compass receiver will be
influenced, and a bearing error will result. Generally, NDBs are spaced geographically, and
frequencies allocated to minimise these effects. At night, however, when the sky wave component of
an NDB extends to a far greater distance than that of its ground wave, it may cause interference. This
may be serious if the ADF receiver is tuned to an NDB beyond its rated coverage when the signal
strength will be low and therefore susceptible to interference from extraneous transmissions.
It is important to appreciate that the audible perception of another NDB identification code heard
on the same frequency as the selected NDB does not necessarily mean that the indicated bearing is
in error. Although its identification code can be heard, the interfering signal may not be strong
enough to influence the directional properties of the ADF receiver. Under these circumstances,
however, the indicated bearing should be considered suspect and checked by other means.
4.3 Mountain Effect

Sometimes an effect similar to night effect is obtained in mountainous areas where the energy
received from an NDB consists of two or more waves, one of them direct and others by reflection
from the mountains. Bearing indications are found to change rapidly until the affected area is
passed.
4.4 Thunderstorms
A thunderstorm generates a tremendous amount of radio frequency energy and when the aircraft is
near to a storm centre the radio compass may indicate the direction of the storm and not that of
the NDB to which it is tuned. Therefore, when flying in the vicinity of a thunderstorm, the accuracy
of the bearing indications should be checked by other means whenever possible.
4.5 The Effect of Terrain

The useful range of an NDB is influenced by the type of terrain over which the radio wave travels. It is
greatest over the sea and least over sandy or mountainous country, and an NDB with a daylight range
of 600 miles over the sea may only have a range of little more than 100 miles over unfavourable types
of land. Therefore, when an NDB is located on the coastline, its range in different directions can be
expected to vary considerably.
4.6 Height Effects

The range of an NDB over the sea is relatively independent of aircraft height. Over unfavourable
terrain it increases considerably with height.
4.7 Most Appropriate NDB

When overflying an NDB make use of backtracking procedures. A back bearing is far superior to one
obtained by tuning a more distant NDB. The navigational tolerance for the route is based on assistance
from the closest NDB, therefore, select the NDB ahead when approximately halfway.
When selecting an NDB at a terminal for either an arrival or departure this NDB must be in
accordance with the flight planned route. Although the airport NDB will give greatest coverage, in
some cases the flight planned route may be predicated on a locator beacon, due to separation
Appendix 20
requirements and must be selected accordingly.
5. Operational Use of the Radio Compass
5.1 Aural Null

In order to determine a bearing by using only the aural null facility the desired NDB is accurately
tuned as specified by the manufacturer and the tone produced is most receptive to the human ear,
usually about 1000 cycles. The loop is then rotated until a null is determined and the associated
indicated bearing will provide a position line relative to the heading of the aircraft. If the loop is
made to rotate a further 180 degrees, a second null would be evident: either indicated bearing of
these two nulls would determine the same position line. In order to sense the direction the NDB
bears from the aircraft, a procedure must be flown.
The aircraft is turned until the null shifts to a position in line with the wing tips, that is, at right angles
to the aircraft heading. The aircraft is then maintained on this heading and the null continually
checked until the bearing has changed some ten degrees.
Whenever an aircraft is flown on a heading at right angles to the bearing of an NDB the NDB recedes
behind the aircraft; therefore an indicated bearing which shifts towards the tail of the aircraft is the
correct bearing, and a bearing which shifts towards the nose of the aircraft is the reciprocal. If the
indicator is a simple fixed card type the bearing indicated is a relative bearing (relative to the
aircraft’s heading).
Figure 3: Resolving Ambiguity Using Aural Null Procedure
Having resolved ambiguity, the aural null may be used to track towards or away from the NDB, or to
intercept a given track. Procedures for these manoeuvres are precisely the same as those detailed
for use when the ADF is operative, with the exception of the following additional procedure to
determine the passage over an NDB:
When using the aural null, approximately three minutes before ETA. rotate the loop 90 degrees to
receive a maximum signal, then reduce the receiver volume. If the correct heading is maintained,
passage over the NDB will be detected by an increase in volume, immediately followed by a ‘cone
of silence’ prior to a second increase: the ‘cone of silence’ is directly above the NDB.
5.2 Time and Distance

When resolving ambiguity of direction by the aural null procedure, outlined above, the time taken for
the null to change through any number of degrees may be noted and used to ascertain the distance
Appendix 20
from the NDB and the time to fly to the NDB. The following simple formula may apply equally well to a
change in bearing determined by the ADF:
Minutes flown x ground speed

(i) = Miles to NDB
Minutes flown x 60
(ii) = Minutes to fly to NDB
A convenient means of mentally applying formula (ii) is to time 10-degree change; then:
Time in seconds
10 = Time in minutes to NDB
This formula is only an approximation in conditions other than zero wind
5.3 Compass Bearings

To calculate a compass bearing the aircraft compass heading must be added to the relative bearing.
With an RMI this compass bearing is read directly from the slaved card. Conversion of a compass
bearing to a magnetic bearing is achieved by applying the compass deviation applicable to the
particular heading. If it is desired to plot the position line on a map a true bearing must be
calculated by applying the appropriate magnetic variation.
5.4 ‘Homing’ and Tracking Towards or Away from an NDB

An aircraft may be flown to an NDB (‘homed’) by simply selecting a heading whereby the ADF indicator
shows the NDB to be directly ahead. By maintaining the ADF needle on
0 degrees, or in the case of an RMI on the heading datum, the aircraft will fly over the NDB to which
the radio compass has been tuned. A constant heading or track will, however, only be possible in
conditions of zero wind, or a direct head wind or tail wind. If drift is present and has not been
allowed for, it will be necessary to constantly change the aircraft heading in order to maintain the
ADF on 0 degrees, and consequently the final track towards the NDB will be upwind. To avoid this,
and maintain a constant track, allowance must be made for drift and applied to the initial heading
before commencing tracking to the station.
Appendix 20
Figure 4: ‘Homing’
Figure 5: Tracking (that is, Allowance for Drift)
When departing from an NDB, three procedures are possible. Each of these is described and
illustrated below.
One procedure is to maintain the relative indicator bearing on 180°. However, if drift is present,
maintaining 180° on the ADF results in increasing deviation from the desired track, as shown in the
diagram.
Appendix 20
Figure 6: Departing (Maintaining 180° on ADF)
Another procedure is for the aircraft to maintain the same heading as the desired track. Again,
however, if drift is present, the aircraft will deviate from the desired track, the ADF relative bearing
indicator remaining constant on a reading consistent with the amount of drift.
Figure 7: Departing (Maintaining Heading on Aircraft Magnetic Compass)
The correct procedure is to backtrack, applying drift to the aircraft heading. In this case the ADF
relative bearing indicator will show a constant reading (assuming drift remains constant) varying from
180° by the difference between the aircraft heading and the desired track.
Appendix 20
Figure 8: Backtracking (that is, Allowance for Drift)
5.5 Intercepting a Given Track

When it is required to track towards an NDB on a given track it will first be necessary to establish the
aircraft on this track. Before adopting any procedure to accomplish this, it is most important that the
pilot establish a mental picture of his present position in relation to the NDB and this track. An initial
step which is most helpful is to turn the aircraft onto a heading which is the same bearing as that of
the given track. The relative bearing of the NDB is then noted and the aircraft turned towards the
given track on a heading to intercept it at a predetermined angle. When the interception heading has
been decided, this heading should be flown until the ADF indicator shows a bearing on the
appropriate side of the nose datum, which is to the difference between the aircraft heading and the
given track.
When track is established due allowance must be made for drift in order to maintain a constant
track.
The same principles apply when intercepting a track away from an NDB. In this case calculations are
relative to the tail of the aircraft, or 180 degrees on the ADF indicator.
Figure 9: Intercepting and Tracking on a Given Track
Appendix 20
Intentionally blank
Appendix 21
Appendix 21 Very Height Frequency Omni Range (VOR)
Operational Notes on VHF Omni Range (VOR)

Contents
Disclaimer
These notes are a reproduction of a booklet originally published by the Civil Aviation Authority.
Although these notes are no longer in print, they continue to provide a valuable resource and are
made available as reference material for students, pilots, and instructors. The notes have not been
edited, and as they were written 20 or more years ago, may contain information relating to systems
that are no longer in production or have been modernised.
1. Introduction ............................................................................................1-1
2. Principle of Operation.............................................................................2-1
3. Airborne Equipment ...............................................................................3-1
4. Operational Use ......................................................................................4-1
5. VOR Errors ..............................................................................................5-1
5.1 Ground Station Error..........................................................................5-2
5.2 Site Effect Error ..................................................................................5-3
5.3 Vertical Polarisation (Attitude Effects).............................................. 5-4
5.4 Airborne Equipment Error ................................................................ 5-5
5.5 Aggregate Error ..................................................................................5-6
6. Summary.................................................................................................6-1
Appendix 21
1. Introduction
The VHF Omni-directional Radio Range, the abbreviations for which are ‘VOR’ and ‘Omni’,
enables a pilot to determine the direction of his aircraft from any position to or from a VOR
beacon, and, if necessary, track to or from the beacon on a selected bearing. VOR is a Very
High Frequency (VHF) navigation aid which operates, in Australia, in the
112.1 to 117.9 megacycles (mcs) frequency band. Because it is a VHF aid, its ground to air
range is limited to ‘line of sight’ reception which is typical of VHF transmission. The range
achieved is dependent, therefore, on the siting of the VOR beacon with relation to
surrounding terrain, and on the height at which the aircraft is flying. (See Figure 1).
Figure 1. The VHF Omni-directional Radio Range
As a VHF navigation aid, the VOR is static-free, and the information given by it is displayed
visually on easily read and interpreted cockpit instruments. An infinite number of bearings
can be obtained, and they may be visualized as radiating from the beacon like spokes from
the hub of a wheel. However, for practical purposes the number of bearings can be
considered to be limited to 360, one degree apart, and these 360 bearings are known as
radials. A Radial is identified by its magnetic bearing outbound from the VOR beacon.
2. Principle of Operation
The basic principle on which a VOR operates can be understood from a study of a simple
analogous optical system which is illustrated at Figure 2. Assume that there are two lights
located at the same position, one of which is a rotating green light which is only seen when
the beam is directed at an observer, and the other a white light which is visible from all
directions. The green light rotates at 10 degrees per second, that is, it completes a
revolution in 36 seconds, and, when it is directed to magnetic north, it trips a switch to
cause the white light to flash momentarily. An observer with a stopwatch can note the time
interval between a white flash and the next green flash, and, knowing the angular rate of
Appendix 21
the rotating green light, can determine his bearing from the lights. For example, if the
observer sees the green light 10 seconds after a white flash, then the observer is on a
bearing of 100° magnetic from the lights, that is, the 100° radial. The observer’s bearing to
the lights is, of course, the reciprocal of 100°, viz., 280°.
Figure 2. Analogous Optical System
Instead of light signals, the VOR beacon transmits two VHF radio signals from the same
facility. One of these signals, analogous to the white light, called the reference phase, is
omni-directional and radiates from the station in a circular pattern. The phase of this signal
is constant through 360° of azimuth. The other signal, analogous to the green light, is
transmitted as a rotating field. This signal pattern rotates uniformly at 1800 r.p.m., varies in
phase with azimuth, and is called the variable phase. Therefore, there is a different phase
of this signal at each separate point around the station.
Magnetic north is used as the baseline for measuring the phase relationship between the
reference and variable signals. The two signals are aligned so that at magnetic north they
are exactly in phase. As can be seen in Figure 3, a phase difference, which is analogous to
the time difference between the white flash and sighting the green light, exists at any other
point of azimuth around the beacon. This phase difference is measured electronically and
converted to degrees of angle by the aircraft airborne equipment thus identifying the
aircraft position in azimuth around the beacon. The information is presented visually by an
indicator on the instrument panel.
An identification signal of two or three Morse Code letters is transmitted by the VOR
beacon every ten seconds. It is also possible to transmit voice identification or other
Appendix 21
information, that is, meteorological information.
Figure 3. VOR Phase Angle Relationships
3. Airborne Equipment
There are many different types of airborne equipment of different degrees of complexity
available. However, all equipment has the following component parts, viz., an Antenna, a
Control Box, a Receiver, and Navigation Circuits, (including Visual Indicator). In this section
it is intended to deal with the airborne equipment in a general manner to describe basic
principles of function and operation. Pilots should study the manuals applicable to the
particular equipment they may be required to use. More detailed general information on
the operation of airborne equipment is contained in Appendix 2.
The Antenna is a V-type dipole antenna.
The Control Box contains an ON-OFF switch, a frequency selector or tuner, and an aural
volume control. The volume control regulates only the intensity of the signals going into the
headset or the loudspeaker.
The Receiver is a conventional super heterodyne receiver.
The Navigation Circuits take the signals from the receiver and measure the phase angle
difference between the reference signal and the variable signal. As the phase angle
difference is a definite fixed amount for each radial, it is therefore possible to determine
the b e a r i n g of the aircraft from the VOR beacon, and this information can be presented
visually. Similarly, if the equipment can be adjusted to a desired bearing (or phase angle
difference) and indicate the relationship of the aircraft to the bearing and when the aircraft
has reached the bearing, it is possible to preset tracks and then fly to and continue along
them. The visual indicators comprise a manually operated Omni Bearing Selector, a
Deviation Indicator, and a TO/FROM Indicator, and these are normally combined in one
Appendix 21
instrument known as an Omni Bearing Indicator. The information available from the
navigation circuits is presented on the Deviation Indicator and the TO/FROM Indicator with
relation to the setting of the Omni Bearing Selector. Information derived from the VOR may
also be presented on a Radio Magnetic Indicator.
A block diagram of the airborne equipment is shown at Figure 4 and an Omni Bearing
Indicator is illustrated at Figure 5.
Figure 4. Block diagram of VHF omnirange receiver
Figure 5. Omni Bearing Indicator
Appendix 21
4. Operational Use
The VOR enables a pilot to select, identify, and locate a line of position from a particular
VOR beacon. The following information can be obtained:
• The magnetic bearing of the aircraft from the VOR beacon
• The magnetic bearing from the aircraft to the VOR beacon
• The position of the aircraft, that is, port or starboard, of a selected radial
• When the aircraft is closing and when it is flying along a selected radial
• When the aircraft passes over the VOR beacon.
All the procedures detailed in this section are applicable to aircraft fitted with an Omni
Bearing Indicator.
Tuning and Orientation
To tune the VOR equipment, turn on the power switch, select the required frequency, and
adjust the volume until the VOR beacon aural identification signal can be clearly heard and
identified as the required beacon. Ensure that the OFF-alarm flag has disappeared as this
indicates that the visual indicators are serviceable. Now turn the Omni Bearing Selector
(OBS) until the Deviation Indicator is centred and TO is shown by the TO/FROM indicator.
The bearing then shown in the Bearing Selector Window is the magnetic bearing to the
VOR beacon.
Homing Directly to the VOR Beacon
After orienting the aircraft as detailed above, turn the aircraft onto the magnetic heading
shown in the Bearing Selector Window and then, changing heading as necessary, maintain
the Deviation Indicator in the central position. With the TO/FROM Indicator showing TO,
the aircraft heading should be changed toward the Deviation Indicator to re-centre it if it
deviates from the central position as the Deviation Indicator shows the position of the
Radial relative to the aircraft position. If a crosswind component exists, this will be
indicated by the
Deviation Indicator’s moving to the side from which the wind is blowing. The drift angle is
the difference between the aircraft heading necessary to maintain the Deviation Indicator
in the central position, and the bearing being maintained.
Note: The Radial is the reciprocal of the bearing being

maintained (see Figure 6).
Continue flying with the Deviation Indicator central along the bearing towards the VOR
beacon until the Deviation Indicator swings from side to side. The aircraft is now over the
VOR beacon, and, if flight is continued on the same heading the Deviation Indicator will
return to the central position and the TO/FROM indicator will show FROM.
Appendix 21
Figure 6. Homing Directly to the Beacon

Interception of an Inbound Track
Tune and identify the required VOR beacon and orient the aircraft to ascertain the
magnetic bearing of the aircraft to the beacon. Then rotate the OBS until the required
inbound track is shown in the Bearing Selector Window. The TO indicator should then be
visible (If FROM appears, either the wrong track has been set or the aircraft is on the other
side of or has passed the beacon—see Interception of an Outbound Track). The aircraft
should then be turned in the direction of the Deviation Indicator on to a suitable intercept
heading, which is determined from the position of the aircraft as visualised from the
information available from the orientation. Closure of the required track is shown by the
Deviation Indicator moving towards the central position, and when this occurs, the aircraft
should be turned onto the same heading as the required inbound track (see Figure 7). The
track should be maintained as described in Homing Directly to the VOR Beacon.
Appendix 21
Figure 7. Intercepting a Track Inbound
Interception of an Outbound Track

The procedure for intercepting an outbound track differs from the procedure for
intercepting an inbound track only in that FROM rather than TO appears in the TO/FROM
Window (see Figure 8).
Figure 8. Intercepting a Track Outbound
Appendix 21
Figure 9. Orienting the Aircraft to Intercept a Track
NOTE: If, when orienting the aircraft to intercept an inbound or

an outbound track it is found that the aircraft is on a
bearing which is 90 degrees or more removed from the
required track, then the TO/FROM indications as specified
in the paragraphs Interception of an Inbound Track and
Interception of an Outbound Track, will not apply until the
aircraft is within a sector 90 degrees on either side of the
required track (see Figure 9).
Holding
When holding in the conventional racetrack pattern, it must be appreciated that the
outbound leg of the pattern is not via a radial, but parallel to and on the reciprocal track to
the inbound leg which is
almost invariably on a designated radial. Therefore, on reaching the holding point to
commence the pattern, the inbound track is set by the OBS, and this setting is retained
while flying in the holding pattern.
This setting will provide information to intercept the inbound track when turning inbound
at the end of the outbound leg.
Appendix 21
Instrument Descent Procedure

After passing over the station, set the OBS to the published outbound track and fly this
track outbound, descending if necessary, until the commencement of the procedure turn.
During the procedure turn, set the OBS to the published inbound track. Intercept this track
and continue descent to the minimum altitude, maintaining the inbound track by reference
to the Deviation Indicator. If a missed approach is necessary, carry out the missed approach
in the manner specified in the missed approach procedure, and if a change of track is
prescribed, re-set the OBS to the required track at the point specified for change of track in
the procedure.
5. VOR Errors
Errors are likely to exist in any VOR system due to a number of causes. These include
ground station error, site effect error, error due to vertical polarisation effects and
airborne equipment error. The algebraic sum of all these errors is known as the aggregate
error.
Each of these errors will be explained individually to give a better understanding of the
limitations of the system, although, from an operational viewpoint, the pilot is concerned
primarily with the aggregate error.
5.1 Ground Station Error

This is a systematic error associated with the transmitter, aerial and earth systems and
power supply that is with the actual ground equipment. Error on a particular bearing is very
small and is plotted accurately on commissioning. It is similar to quadrantal error in an
airborne ADF system. Ground station error, in practice, is usually less than ± 2°.
5.2 Site Effect Error

There are, superimposed on the ground station error, site effects which are due to
topographical features near the ground station. These site effects modify the ground
station errors. The combined effect of these errors is determined at various altitudes at
the time of commissioning and the overall error must be less than ± 3°.
Terrain effects caused by the VOR radials being distorted by signals reflected from rough
terrain may be experienced under certain circumstances. These effects are evidenced in
the form of slow or quick oscillations of the deviation indicator. The VOR track is said to
band or scallop depending on the rate of oscillation. Bends on VOR radials normally do not
exceed 2° from the average alignment of the track and the scalloping amplitude must be
less than ± 2°.
5.3 Vertical Polarisation (Attitude Effects)

If vertical polarisation effects are presented they are detected in manoeuvres which tilt the
aircraft aerial, that is in a turn by an aircraft. When in a banked attitude, the receiving
antenna on the aircraft, instead of sampling only the horizontally polarised VOR signals,
may pick up large sloping obstructions. Under these circumstances, the deviation indicator
is seen to move abnormally in either direction, thus giving rise to incorrect guidance
information.
Appendix 21
In the type of VOR ground equipment installed in Australia, the vertical component actually
radiated by the beacon is very small, hence this form of interference will be rarely
encountered in practice.
5.4 Airborne Equipment Error

As the name implies, airborne equipment error is the error attributable to the various
components of the VOR equipment in the aircraft. In well designed and built equipment it
is generally less than ± 2°.
5.5 Aggregate Error

The algebraic sum of all the errors mentioned above is known as the aggregate error. It
should be appreciated that procurement of precise figures on aggregate error, even on a
probability basis, is extremely difficult if not impossible. However, the purpose in
explaining the presence of these errors is to illustrate that the VOR is not a precision aid.
It will be found that, in practice, aggregate errors greater than ± 5° are seldom
encountered. It should be appreciated, too, that factors for aggregate error and for pilot
error are used in the determination of standards used for aircraft separation purposes.
6. Summary
It is essential to remember the following points concerning the VOR and its operation:
• A radial is a magnetic bearing from the VOR beacon
• The Deviation Indicator can be centred on either of two bearings by the OBS. These
bearings will be 180° apart with the ambiguity automatically resolved by the
TO/FROM indicator
• The VOR system, in practice, should be considered to be accurate only to the order of ±
5°
• As the VOR propagation is ‘line of sight’, the distance at which a VOR beacon can be
received increases with aircraft elevation above the beacon
• The VOR beacon must be identified aurally before information derived from the
beacon is used
• The Omni Bearing Indicator always indicates magnetic bearings TO or FROM the
VOR beacon—never relative bearings
• Heading of the aircraft at any instant does not affect VOR bearings. The bearing
obtained depends on the aircraft location with relation to the VOR beacon
• Bearing selection by the OBS is by 1-degree intervals. When a bearing is selected, full
travel of the Deviation Indicator from one side to the other represents 20° of
azimuth, that is 10° either side of the selected bearing.

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The Redcliffe Aero Club

Student Training Manual

The Redcliffe Aero Club (07) 3203 1777

RTO Number 40971 info@redcliffeaeroclub.com.au

8.5 Pre-solo Exam........................................................................................................................ 37

10.17 Nav 5 ............................................................................................................................... 107

Appendix 16 Approach Brief .................................................................................................... 225

1.0 Pre & Post Flight Overview

1.2 Pre-Flight Procedures

11) The aircraft windscreen should be cleaned

1.4 Post-Flight Procedures

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2.1 Operations Manual

2.2 Sign Out Sheets

2.3 Flight Log

2.4 Maintenance Release

© The Redcliffe Aero Club TR00394 Student Training Manual v4.0 P a g e | 11

P a g e | 12 TR00394 Student Training Manual v4.0 © The Redcliffe Aero Club

Maintenance Release Part 1.

Check that the current date is

Check dates and times that

© The Redcliffe Aero Club TR00394 Student Training Manual v4.0 P a g e | 13

Maintenance Release Part 2

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Maintenance Release Part 3

© The Redcliffe Aero Club TR00394 Student Training Manual v4.0 P a g e | 15

P a g e | 16 TR00394 Student Training Manual v4.0 © The Redcliffe Aero Club

3.0 Redcliffe Procedures

3.1 Class G Radio Procedures

© The Redcliffe Aero Club TR00394 Student Training Manual v4.0 P a g e | 17

A ALFA Al fah N NOVEMBER No VEM ber 0 ZE-RO

G GOLF GOLF T TANGO TANG go 6 SIX

L LIMA LEE mah Y YANKEE YANG key HUNDRED HUN dred

3.2 Taxi and Departure

“Redcliffe traffic, Cessna one-seven-two, Sierra-Papa-Papa, request radio check,

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3.4 Circuit Joining

© The Redcliffe Aero Club TR00394 Student Training Manual v4.0 P a g e | 19

P a g e | 20 TR00394 Student Training Manual v4.0 © The Redcliffe Aero Club

4.0 Operating Procedures

4.1 Pre-Flight briefing

© The Redcliffe Aero Club TR00394 Student Training Manual v4.0 P a g e | 21

a take-off on runway 25 at Redcliffe

4.2 Normal Procedures

4.3 Start & Taxi Procedures

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© The Redcliffe Aero Club TR00394 Student Training Manual v4.0 P a g e | 23

P a g e | 24 TR00394 Student Training Manual v4.0 © The Redcliffe Aero Club

5.0 Preparation for Flight

© The Redcliffe Aero Club TR00394 Student Training Manual v4.0 P a g e | 25

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© The Redcliffe Aero Club TR00394 Student Training Manual v4.0 P a g e | 27

P a g e | 28 TR00394 Student Training Manual v4.0 © The Redcliffe Aero Club

7.0 Syllabus Outlines

© The Redcliffe Aero Club TR00394 Student Training Manual v4.0 P a g e | 29

7.1 Recreational Pilot Licence (RPL) Training Syllabus

Syllabus Name Lesson Name Brief Dual Solo Gnd. Sch.

Climbing & Descending 0.5 1.0 0.0 0.0

Pre-Solo Exam 0.0 0.0 0.0 1.0

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Pre-Area solo Phase

Circuits - Solo Check 2 0.0 0.6 0.7 0.0

Recreational Pilot Pre-Area Solo Exam 0.0 0.0 0.0 1.0

First Area Solo 0.0 0.0 1.0 0.0