FLIGHT TRAINING MANUAL SECTION 2.

1 GROUND HANDLING

BASIC FLIGHT TRAINING – GROUND HANDLING

Aircraft pre-flight checks

Before any flight the pilot is responsible for ensuring the machines
airworthiness for the flight. This entails an inspection of the microlight
known as a pre-flight.

The pilot should develop a routine for carrying out this visual inspection
(including in it the items below) and use the same method each time.

Some may prefer to check specific items in sequence, i.e. - engine and
prop, then fuel, undercarriage, controls and so on. Others may like to start
at a certain point, say the nose wheel, and work their way around the
whole aircraft thoroughly until they have gone right round and back to the
nose wheel again.

Whatever method is used, the aim is to satisfy yourself that everything is

up to standard and free of defects. An established routine helps ensure
nothing is missed. Discovery of a defect means the machine must be
grounded until repaired by the appropriate person. Check the
manufacturer’s manual for any specific pre-flight checks on the machine
in use.

The pre-flight should include -

Pilot Documentation: Appropriate pilots Certificate, Medical

Certificate, Ratings and Currency.

Microlight Documentation: Microlight Flight Permit (2 seat aircraft

only), valid annual inspection sticker (all
aircraft)

Engine: Propeller in good condition, no cracks,

security of drive belts and external
bearings and shafts.
Check housings for cracks.
Check oil levels satisfactory & for leaks.
Check, leads, throttle movement and
cable, ignition switch, check mountings
for cracks, start up and shut down
procedures.

Fuel: Correct grade, and mix (2 strokes),

quantity, filters, lines, fuel cock, check
for fuel contamination, breathers clear
and cap(s) on secure.

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FLIGHT TRAINING MANUAL SECTION 2.1 GROUND HANDLING

Controls: Correct and full free movement of

controls - cables, pulleys and hinges
without excessive wear.

Airframe: Integrity of structure, i.e. cracks and

dents in tubing, sloppy bolt holes, loose
nuts/bolts, taut internal bracing wires,
fabric not ultra violet damaged or
ripped, no kinks or broken strands on
cables.

Undercarriage: Check, structural integrity, tyre

condition and inflation, and brake
system for security and operation.

Instruments: Operation, setting, security.

Miscellaneous: Seating and harness, baggage

protection, warm clothing, eye
protection and helmet.

Operating Conditions: Airstrip, i.e. appropriate for operation.

Weather: Wind less than 75% stall speed, cross

wind within capability of microlight and
pilot.

NOTE:
1. If the machine requires fuelling, do this before the
pre-flight check.

2. Sight down structural tubes - this makes bends or

kinks more apparent.

3. Run fingers along cables for any kinks or broken

strands (use a handkerchief or rag to protect your
hand against broken strands).

4. Watch for missing lock pins and sufficient bolt thread

showing through nuts, elongation of bolt holes,
cracks and wear.

5. Secure baggage before pre-flight so controls

operation and freedom can be checked.

6. Physically move controls and control surfaces to

check for proper operation.

7. Do not allow scarves to trail loose particularly if the

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FLIGHT TRAINING MANUAL SECTION 2.1 GROUND HANDLING

aircraft has a pusher configuration. Detachable

helmet peaks and visors can easily come adrift in
flight.

8. Don’t adopt a casual approach to defects.

9. Cockpit familiarisation - sit in the cockpit to get

familiar with the controls and the placement of the
instruments and switches.

Taxiing
Proper control of the microlight on the ground is important as a large
proportion of damage to aircraft is suffered whilst taxiing or during the
take-off or landing roll.
Perhaps the most important thing to remember is that the microlight is a
lightweight structure with a large wing area, meaning that any surface
wind can have a powerful effect on control.

Proper handing of the microlight on the ground involves:

• Correct use of power.

• Keeping to a safe speed for the conditions.

• Correct positioning of the controls.

• Consideration for obstacle clearance and braking.

• Keeping a good lookout.

Correct use of power - To get the machine moving a fairly large amount
of power may be needed. Once moving however, only a reduced amount
of power will be required.

Microlights without nose wheel steering rely on the slipstream acting on

the rudder surface for directional control.

Care must be taken to use sufficient power when needed to augment the
turn, but not for long enough to increase taxiing speed dangerously.

Keeping a safe speed for the conditions - Special care must be taken
when taxiing while there is any wind.

A brisk walking pace is acceptable in calm conditions however, a fast taxi

into a head wind could bring the machine close to take-off airspeed while
control response may not be sufficient to counter the effects of gusts and
cross winds.

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FLIGHT TRAINING MANUAL SECTION 2.1 GROUND HANDLING

Be careful of taxiing too fast down wind as controlled response will be

reduced without the slipstream over the rudder and the braking distance
will be increased.

Fast taxiing over rough terrain can damage not only the undercarriage but
also the whole airframe as the shocks and vibrations are absorbed.

Caution should be taken over rough ground and if the ground were really
rough it would pay to manhandle the machine through the bad areas.

Turning away from the wind or turning from upwind to downwind will
require a greater turning radius as the wind on the rudder surface works
against the turn. More application of power will be needed turning out of
wind.

Approach all obstacles slowly as this allows plenty of room to slow down
and stop. Downwind taxiing will always require more distance to stop.
Make sure the wings are clear of obstacles.

Positioning of controls - bear in mind the relative airflow of the wind

over the whole microlight while taxiing. Position the controls as required
to avoid the wind lifting a wing, turning the machine or nosing it over. See
diagram for Fig. 2.1.1 which is for a tailwheel undercarriage, conventional
three axis controlled aircraft while taxiing in a wind. Weight shift controlled
microlights should lower the into-wind wingtip while taxiing in a crosswind,
with the control bar forward in a tail wind and with control bar back while
taxiing into a wind.

Fig. 2.1.1 Taxiing in wind

Lookout - should be kept for other aircraft that may be taxiing, taking off
or landing.

If you are operating from a controlled airfield and do not have a radio you

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FLIGHT TRAINING MANUAL SECTION 2.1 GROUND HANDLING

must pre-arrange signals and procedures with ATC and keep a close
watch for light signals from the Control Tower.

The method of reporting the position of other aircraft you can see was
developed during the Second World War and is based on the clock code.

Simply, an aircraft directly in front of the aircraft is known to be at 12

o’clock and one directly astern is at 6 o’clock. The following Figure 2.1.2
shows how the clock code is used.

Fig. 2.1.2 Using the clock code for lookout

To this direction you can also add ‘High’ or ‘Low’ depending on where the
aircraft is in relation to you.

As an example, you see an aircraft flying below your left wingtip about 1
mile away. You would identify this aircraft as ‘aircraft at 9 o’clock, low, 1
mile’. Very simple and effective isn’t it!

Failure to keep an effective lookout in flight and on the ground is one of

the major causes of aviation accidents – you have been warned!

Notes:

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