BASICS OF AVIATION 2

INTRODUCTION TO FLIGHT TRAINING (RECAP)

INTRODUCTION TO FLIGHT TRAINING

1. Basic Definitions, Principles

2. Aircraft flying fundamentals

3. Basic flight manoeuvres

AIRMANSHIP
• Airmanship
• Includes a sound knowledge of and experience with the principles of flight, the knowledge,
experience, and ability to operate an airplane with competence and precision both on the
ground and in the air, and the application of sound judgment that results in optimal
operational safety and efficiency
LEARNING TO FLY
• Learning to fly an airplane requires a depth of knowledge and type of motor skill
development that is more sensitive to this situation, such as:
• Coordination—the ability to use the hands and feet together subconsciously and in the
proper relationship to produce desired results in the airplane.
• Timing—the application of muscular coordination at the proper instant to make flight, and all
maneuvers, a constant, smooth process.
• Control touch—the ability to sense the action of the airplane and knowledge to determine its
probable actions immediately regarding attitude and speed variations by sensing the varying
pressures and resistance of the control surfaces transmitted through the flight controls.
• Speed sense—the ability to sense and
react to reasonable variations of
airspeed.
PROCEDURES AND CHECKLISTS
• Procedure
• Sequence of actions
• Normal-, Non-normal-, Emergency procedures
• Checklist
• The checklist is a memory aid and helps to ensure that critical
items necessary for the safe operation of aircraft are not
overlooked or forgotten.
• Normal-, Non-normal-, Emergency checklists
THINGS TO BRING FOR A FLIGHT
• ID with a photograph (Passport)
• Licence/Authorization Card*
• Valid Medical
• Logbook
• Current VFR Map
• Navigation Log
AIRPLANE DOCUMENTS
• Airplane’s Airworthiness Status
• Certificate of Registration
• Certificate of Airworthiness
• Noise certificate
• Air Operator Certificate (AOC)
• Certificate of Release to Service (CRS)
• Pilot Operating Handbook (POH)
• Radio Certificate
• Insurance
• Technical Logbook
• Flight Logbook* (ODS – Operational Datasheet)
LICENCES AND RATINGS
• Licences
• LAPL – Light Aircraft Pilot Licence
• PPL – Private Pilot Licence
• CPL – Commercial Pilot Licence
• ATPL – Airline Transport Pilot Licence
• Ratings
• SEP (land) – Single Engine Piston
• NVFR – Night Visual Flight Rules
• MEP (land) – Multi Engine Piston
• IR(A)/SE – Single Engine Instrument Rating Valid for a given time
• IR(A)/ME – Multi Engine Instrument Rating Need to be
extended/revalidated
• FI – Flight Instructor
• TMG – Touring Motor Glider
• TR – Type Rating
MEDICAL CERTIFICATE
• Class 1
• Valid for 12 months (or 6 months above age of 40
if conducting single pilot commercial operation)
• 6 months above age of 60
• Class 2
• Valid for 5 years
• Limitations
TIME
Flight Time

Pre-flight
Briefing
Post-flight
Briefing

Engine start Take-off Landing Engine

Block Time shutdown

Duty Time
LOGBOOK (FLIGHT LOGGING)
• All times in UTC (zulu)
• Total flight time
• From Off-Block (Aircraft starts moving on its own for the purpose for takeoff)
• To On-Block (Aircraft arrives on stand/parking spot and unable to move on its own)
• PIC time – Pilot in Command
• Dual time – Time under instruction (Instructor is PIC)
LOGBOOK (FLIGHT LOGGING)
INTRODUCTION TO FLIGHT TRAINING

1. Basic Definitions, Principles

2. Aircraft flying fundamentals

3. Basic flight manoeuvres

AXIS OF THE AIRPLANE
USE OF FLIGHT CONTROLS
• With the pilot’s hand
• Ailerons -> Bank Control
• Elevator -> Pitch Control
• With the pilot’s feet
• Rudder -> Yaw Control
• Power Control
• Throttle
• Resistance of flight controls
FEEL OF THE AIRPLANE
• Ability to sense a flight condition without instruments
• Examples of this feel:
• Sounds of airflow across the the airframe
• Vibrations felt through the controls
• Engine and propeller sounds, vibration
• Sensation of the pilot
• Flying the plane by „Seat-of-the-pants”
ATTITUDE FLYING
• Horizon
• Natural or false horizon
• Pitch attitude
• Angle formed between the airplane’s longitudinal axis, which extends from
the nose to the tail of the airplane, and the natural horizon
• Bank attitude
• It is the angle formed by the airplane’s lateral axis, which extends from
wingtip to wingtip, and the natural horizon.
INTRODUCTION TO FLIGHT TRAINING

1. Basic Definitions, Principles

2. Aircraft flying fundamentals

3. Basic flight manoeuvres

REFERENCE TO NATURAL HORIZON
• Straight-and-level flight is a matter of consciously fixing the relationship of a reference point on
the airplane in relation to the natural horizon.
• Depends on the pilot’s seating position, height, and manner of sitting.
• Vertical reference lines are best established on the ground
• Horizontal reference lines are best established with the airplane in flight
MAJOR CAUSES OF DIVERGES FROM LEVEL FLIGHT
• Turbulence
• Unconsciously pressing on the controls
• Engine power Changes
TRIM CONTROL
• Trim control surfaces are required to offset any constant flight control
pressure inputs provided by the pilot.
• It relieves the pilot from holding a constant pressure on the flight
controls to maintain a particular pitch attitude
• Set the required pitch attitude then trim the airplane to remove
unwanted control forces
• A common trim control error is the tendency for the pilot to
overcontrol the airplane with trim adjustments. Attempting to fly the
airplane with the trim is a common fault in basic flying technique even
among experienced pilots.
STRAIGHT AND LEVEL TURN
1. Bank airplane, adding either enough power or pitching
up to compensate for the loss of lift (change in vector
angle of lift);
2. Neutralize controls as necessary to stop bank from
increasing and hold desired bank angle;
3. Use the opposite stick (aileron) to return airplane to
level;
4. Then take that control out to again neutralize the ailerons
(along with either power or pitch reduction) for level
flight.
COORDINATED TURN
• Coordinated flight is important to
maintatin control of the airplane
• During uncoordinated flight the pilot
may feel that they are being pushed
sideways toward the outside or inside of
the turn.
• Skid -> Feeling of being pressed towards
the outside of the turn
• Slip -> Feeling of being pressed towards
the inside of the turn
• Uncoordinated flight may indicate not
enough use of rudder
CLIMB
• During climb additional power is required
• Additional lift is also needed to overcome gravity
• An airplane can only sustain a climb when there is sufficient thrust to
offset increased drag; therefore, climb rate is limited by the excess thrust available.
• Airspeed can be indicative of the pitch (assuming correct climb power)
• Airspeed drops -> pitch is too high
• Airpseed increases -> pitch is lower

Reference
TYPES OF CLIMB
• Normal Climb – Performaed at the recommended airspeed by the manufacturer due to engine
cooling, controllability and visibility reasons. Sometimes referred to as cruise climb
• Best Rate of Climb (vy) – Produces the most altitude gained over a given amount of time.
• Best Angle of Climb (vx) — Performed at an airspeed that produces the most altitude gain over a
given horizontal distance.
• The best angle of climb is used to clear obstacles, such as a strand of trees, after takeoff.
ENTERING THE CLIMB
Add Power
Add power and smoothly apply back-pressure.
The added power will cause the airplane to
pitch up, so only light back-pressure is needed.
Check the attitude indicator to establish the
pitch attitude for the desired speed – usually
about 5-7 degrees above the horizon.

Maintain desired airspeed

Once stabilized, check the airspeed indicator
Start from straight and level
and make pitch adjustments to maintain the
Ensure the aircraft is properly
desired airspeed. Cross-check the attitude
trimmed so no pressure
indicator for supporting pitch information. Trim
on the yoke is required
as necessary and use right rudder to keep the
ball in the turn coordinator centered.
LEVELING OFF Level off
Start to apply smooth forward elevator pressure 10 percent of climb rate
before you reach the desired altitude – lead the
altitude by about 10 percent of your rate of
climb, or 50 feet if you’re climbing at 500 feet
per minute. Check the attitude indicator to
establish the pitch attitude for level flight

Reduce power and trim for level flight

Check the power indicator to set cruise power,
and relieve control pressures using trim. Once in
straight-and-level flight, use the horizon as your
primary reference for pitch correctons.
DESCENT
• Gravity act in favor of thrust
• Less lift is required -> less drag
• Excess thrust provides higher airspeeds
• Thrust reduction is required to maintain airspeed (even to idle)

Glides
• Controlled descent with little
(idle) or no engine power
• Forward motion is maintained
by gravity
• Rate of descent is controlled
by pitch (pilot balancing the
the forces of gravity and lift)
• Gliding Ratio
Address: PHARMAFLIGHT Zrt. 4030 Debrecen Szatke Ferenc u. 1. Hungary
Tel: +36 52 870 270
Fax: +36 1 870 271
Email: info@pharmaflight.hu