Aeroplane Flight Training: Lesson Plans for Students & Instructors With Questions - Plus a Lot More

By Ron Newman

I’ve always enjoyed passing knowledge onto others, and in a career spanning over 50 years with varied experiences, I’ve gained a lot of experience to pass on, and this book is a means of passing that knowledge on to aspiring students and would be, or existing, instructors.
This book covers all the sequences required through to a commercial pilot licence, plus night flying and basic instrument flying.

• Language: English
• Publisher: BookBaby
• Release date: Mar 1, 2015
• ISBN: 9781483574455

Book preview

FLYING

001 – INTRODUCTION

So you want to be a pilot, which without doubt, is one of the world’s most rewarding recreations or occupations.

Flying an aeroplane is an exercise in coordination, and as long as you’re reasonably fit, and have normal control of your movements, a good Instructor can get you fly an aeroplane without too much trouble.

As in everything else in life, some people are better at some things and not so good at others, and people rarely learn at the same rate, but if you have a real desire to be as good as you possibly can, you can achieve it as long as you understand that everything you do should be done with a full understanding of what you’re doing, and why you’re doing it.

All aeroplanes (and helicopters), regardless of their size, respond to changes in power and attitude, hence the saying "Power plus Attitude equals Performance". Once you’ve learned the basics, the main thing is to look at the attitude and decide whether it’s what you want or not, you must then decide what you want the aeroplane to do and how you’re going to go about it, and then let your eyes tell your hands and feet what to do, while watching the attitude as you’re changing it.

Whenever you’re about to do something, whether it’s crossing the street or turning an aeroplane onto a particular heading, you should know exactly what you intend to do before you commence doing it.

If you’re going to walk across the street, subconsciously, you’d identify the parked cars on the other side of the street that you intend to walk between, and you’d check the traffic to see it was safe to do so.

If you’re in the circuit area and about to land an aeroplane, you would (or should) identify which way the wind’s blowing, in which direction you intend to make your approach, where your turning points will be as you’re setting yourself up for your final approach path, where you’re going to land, what speed you want to be at as you turn on to the final leg of the approach, and what angle you want to follow down to the landing point.

When you’ve completed the landing, you should make sure you achieved what you intended to, and if you didn’t, you must ascertain whether it was your plan or your execution that let you down. If you do this before and after every manoeuvre you make, your progress will increase much more rapidly.

You may be in awe of your instructor, but you shouldn’t take anything that anyone says (him included) for granted without thinking it through yourself.

If, after going through this thought process, you think that what you’ve read or heard makes sense, accept it and store it in your memory bank for future use; but if it doesn’t make sense, do some research, and if that doesn’t confirm what you’ve read or heard, reject it, regardless of its source.

Don’t accept what someone says as gospel just because they’re X years old, or they’ve been in the industry for X number of years, or they have X hours in their log book, exposure alone doesn’t mean they know why they’re doing something, even if what they’re doing is correct.

To all those ladies who read this publication, please don’t take offence when I keep referring to a pilot in the male gender. It’s not that I’m chauvinistic, it’s just too hard to keep all of these references ‘politically correct’.

002 – SAFETY

Safety commences with the Daily Inspection (D/I) prior to the first flight of the day, and the pre-flight inspections before subsequent flights.

I’m not going to go through the inspection procedures here as they’re adequately explained in the Flight Manual (sometimes called the Pilots Operating Handbook, or POH), and until you’re completely familiar with the procedures, you should carry the Flight Manual (or a copy of the inspection procedures) with you as you conduct the inspection.

If you’re not sure about anything you see, or not quite sure what to look at, ask someone. As a student, you’re not expected to know everything, and if you don’t ask, you’ll never know.

The next step in safety is the engine start and shut-down procedures, and once again, I’m leaving this to your Instructor and the Flight Manual for the aircraft you’re flying. It’s vital that you understand what you need to do, in what order to do it, and why you’re doing it. Once again, don’t be afraid to ask someone, there’s no such thing as a stupid question, particularly if it relates to safety. Unfortunately, there are stupid answers, and if you get one, don’t be afraid to tell them (politely) that you’re in the learning phase of your career, and you’re not sure what they meant.

All students and passengers must be familiar with the use of seat belts, headsets and door latches.

SEAT BELTS

Seat belts must pass closely over your body and must not be twisted.

The lap belt must always pass across the lap as low down as possible, - i.e. over the hip joints and not across the abdomen. Pregnant women should wear it across the hips and below the baby.

The shoulder belt section should be routed across the middle of the shoulder and pulled tight against the upper body. On no account should it be routed across the neck or under the arm.

Don’t route any of the belt straps across sharp or fragile objects located on or in clothing, - e.g. spectacles, pencils, keys, etc.

Where a shoulder harness is fitted, the lap belt should be adjusted first, and the buckle should be in the middle to ensure the shoulder harnesses take the load evenly.

In the event of an impending crash, there may not be time to re-adjust safety harnesses, so make sure you and your passengers have them adjusted correctly before take-off.

HEADSETS

If you’re wearing a headset, the last thing you want is to have it start slipping as you’re half-way through a take-off, so take some time to fit it correctly. This is important for safety, comfort, and optimal noise reduction, and should be done as follows :-

•As you put the headset on, adjust the headband so its padding rests on top of your head and the ear-cups are completely surrounding your ears so that you feel an even pressure all around each ear.

•Run one finger under the ear cushions and feel where your ear is in relation to the cushion.

•The top of your ear should be just clear of the cushion, and your earlobe should be within the cup.

•The cushion should not be pressing on any part your ear.

DOORS

The doors must be securely latched before take-off, and all passengers must be familiar with the method of opening their doors.

SEATING POSITION

The height of the seat should be adjusted to ensure you can see over the nose of the aircraft in the landing configuration, and the seat should be adjusted fore & aft to ensure you can push each pedal fully forward (on the stop) and you can move the control column fully aft and rotate the control wheel while it’s in that position.

003 – ALTERNATE SPELLING

In the English language, there are two main styles of spelling, English UK and English US.

Because I live in Australia, and we use the English UK style of spelling, this E-Book, my 2 printed books HELICOPTERS WILL TAKE YOU ANYWHERE and THE TECHNICAL, AERODYNAMIC & PERFORMANCE ASPECTS OF A HELICOPTER as well as my Online Aviation Theory website www.OnlineAviationTheory.com all use the UK style of spelling.

To alleviate the problems of people using the English US style of spelling searching for a word in this e-book, I’ve compiled the following list of alternate spellings of the main aviation terms in use, with the ones I’ve used in bold type.

Aerofoil - Airfoil

Aeroplane - Airplane

Analyse - Analyze

Aluminium - Aluminum

Carburettor - Carburetor

Centre - Center

Colour - Color

CFI (Chief Flying Instructor) - CFI (Certified Flying Instructor)

Disk - Disc

Defence - Defense

Labour - Labor

Recognise - Recognize

Synchronise - Synchronize

Stabiliser - Stabilizer

Track - Course (Mainly to do with VORs)

01 - ENGINE OPERATION & TAXIING

PREAMBLE

This is generally a discussion only, and the practical application will be taught within the following lessons.

You should be able to purchase a Pilot's Operating Handbook (POH) from your flight school for the aircraft you're doing the training in. If you can, purchase it and read it thoroughly, as you're likely to be examined on its contents later in your training.

LESSON OBJECTIVES

To teach you the procedures and safeguards with regards to operating an aircraft engine and taxiing around an aerodrome.

YOUR AIM

To reach a standard where you're able to safely and confidently operate the engine fitted to your training aircraft, and to understand where you can and can't taxi an aeroplane, and how to obtain any clearances that are required.

AIRMANSHIP

Who has control?

Comfortable posture, relaxed grip.

Correct scan - Always know what the aircraft SHOULD be doing, and check frequently to ensure it IS doing what you want it to.

Lookout - particularly before departure, and while taxiing.

PROCEDURES

ENGINE START

Before entering the aircraft, conduct a thorough pre-flight inspection in accordance with the manufacturer's specifications, and make sure there are no control locks fitted.

Because each aircraft has different starting procedures (even if they have the same engine), the actual procedures won't be discussed here, they'll be discussed by your instructor in relation to the aircraft you'll be flying.

The POH will have an engine start checklist for that aircraft, and this should be used for all starts until you're totally familiar with the start procedures.

The procedures discussed here are basic to all aeroplanes and engines that are used for basic training purposes.

If a ground power unit or battery cart's to be used for starting the engine, it must be checked to ensure it's of the correct voltage. Modern light aircraft usually have either 12 or 24 volt systems, and using the wrong voltage can cause major damage.

The normal procedure is to start the engine with the radios and other avionics switched OFF to ensure the sudden drop in voltage as the starter motor's engaged, and the sudden rise in voltage when the starter button's released doesn't cause voltage spikes in these sensitive systems.

Before starting an aeroplane engine, make sure the propeller wash area is free of persons, and any item that could be moved by the propeller wash.

Prior to depressing the start button, the pilot should check the vicinity, particularly the area around the propeller, as someone may have wandered in after your initial check. You should then open the side window, and in a loud and clear voice call CLEAR or CLEAR PROP.

Check the throttle's in the start position and keep one hand on the throttle as you depress the starter button.

As soon as the engine starts, check that the oil pressure's rising. If the engine's cold, the oil pressure may be above the red line; this is normal as long as it returns to within the green arc when the oil temperature needle reaches its green arc.

STARTING A COLD ENGINE

Before activating the starter motor, prime the engine in accordance with the POH to richen the mixture for starting.

This may involve opening and closing the throttle several times to allow the accelerator pump within the carburettor to pump fuel into the air stream, or by operating a manual or electric priming pump to inject fuel directly into the induction system.

STARTING A HOT ENGINE

The procedure for starting an engine with a carburettor is much the same for either a warm or hot engine.

Engines that are fuel injected have very small lines carrying the fuel from the fuel injector unit to the individual cylinders, often over the top of the cylinders, and the fuel in these lines can become overheated after the engine's been shut down, which can create air bubbles in the high point of the fuel lines, which can prevent the fuel from flowing through that line (or possibly all the lines).

Fuel injected engine's always have an electric fuel pump, and if the engine doesn't start readily without priming, you may need to use this pump to ensure these air bubbles aren't obstructing the passage of the fuel to the cylinders.

Unfortunately, this may flood the engine, and if so you'll need to use the procedure for starting a flooded engine.

STARTING A FLOODED ENGINE

If you suspect flooding's the cause of hard starting, you can either wait for approximately 5 minutes to allow the fuel to evaporate and drain away (there's usually a spring loaded drain in the plenum chamber surrounding the sump that closes when the engine starts), or adopt the following procedure.

•Switch the ignition OFF. This isn't possible if the aircraft's fitted with a combined ignition/starter switch.

•Turn the fuel pump OFF ( if fitted ).

•Set the mixture control to IDLE CUT-OFF.

•Open the throttle fully.

•Crank the engine through several revolutions with the starter motor to clear the induction system of excess fuel.

You'd then start the engine in the normal manner without priming, but it may be necessary to open the throttle more than usual during this procedure. If you open the throttle during the start procedure, be prepared to retard the throttle immediately the engine starts.

After 5 or 6 attempts, let the engine stand (with the throttle open to help ventilate the induction system) for at least 5 minutes before attempting another start. If you continue cranking without allowing the starter motor to cool down, you're likely to overheat and melt the electrical windings within the starter motor.

CHECKS AFTER STARTING

Starter warning light – OUT (if fitted).

Oil pressure – Sufficient. It may be above the maximum pressure line if the engine was cold; if so, check it's back within the acceptable range when the oil temperature reaches its minimum red line.

RPM – Set the recommended idling RPM, which is usually 1,000 to 1,200 RPM to ensure adequate cooling and lubrication. The cylinder walls are lubricated by splash, and need at least 1,000 RPM to ensure an adequate amount of oil is splashed onto the cylinder walls by the rotating crankshaft.

Ammeter – Showing a charge.

Vacuum gauge – Reading within the acceptable range.

Radio – On and selected to the correct frequency (usually ‘ground'), check the volume.

ENGINE FIRE ON START-UP

If a fire starts while starting the engine, the following procedure will usually put the fire out without damaging the engine.

•Continue cranking the engine .

•Mixture control to IDLE CUT-OFF.

•Fuel pump OFF ( if fitted ).

•Throttle OPEN to increase the airflow through the engine and purge the unburned fuel out into the exhaust system ( which is designed to handle high temperatures ).

•Fuel valve OFF.

It's vital that you continue to crank the engine. If you release the starter button, the fire's likely to move back into the induction system where the fuel is (and it's not designed for high temperatures). This would almost certainly destroy the engine, and possibly the entire aircraft.

WHO HAS CONTROL

It's vital that there's no confusion about who's in control of the aircraft (the 'pilot flying').

This is achieved by a hand-over/take-over procedure which will be explained to you by your instructor. One procedure is where the person handing over control of the aircraft says "you have control, and when the other person has taken control, they reply I have control, another similar procedure uses the phrases handing over and taking over".

These terms are reversed when the instructor is taking over from the student.

Another term you need to understand is follow me through, which means place your hands and feet on the controls lightly to feel what I'm doing, but I'm in control.

WHEEL BRAKES

Unlike a car, the wheel brakes on an aeroplane are operated by two brake pedals that are attached to the rudder pedals. The brake pedal attached to the left rudder pedal operates the brake on the left main wheel, and the brake pedal attached to the right rudder pedal operates the brake on the right main wheel.

These brake pedals are attached to the rudder pedals with hinges, and they're operated independently of the rudder pedals.

Unless the brakes are to be activated, your heels should be resting on the floor with the balls of your feet on the rudder pedals so they can be activated by ankle movement, and for larger movements by sliding your feet along the floor.

When one or both brake pedals need to be activated, you should lift both feet off the floor so your toes are resting on the brake pedals. This allows you to activate one or both brake pedals independent of, or in conjunction with, the rudder pedals.

TAXIING

Taxiing is the controlled movement of an aircraft on the ground.

When taxiing at a controlled aerodrome, communication between the aircraft and the control tower (or ground control) is required. The methodology and terminology will be introduced by the instructor at the appropriate time.

The speed at which an aeroplane taxi's is mainly controlled by varying the engine RPM, but the speed will also be affected by the surface, slope and wind

The main requirements for safe taxiing are:-

•Positive control.

•The ability to recognise and avoid hazards.

•The ability to stop or turn when and where desired, without undue reliance on the brakes.

More throttle's needed to get the aircraft moving, or to start a turn when you want to maintain your taxi speed.

To commence taxiing, check the throttle's set to idle, select a reference point to use for directional control and release the parking brake, and use just enough power to get the aircraft moving.

When the aircraft starts to move, reduce the power to idle and test the brakes for proper operation.

The taxi speed should be such that if the throttle's closed, the aircraft can be stopped promptly. The speed should be controllable with throttle only, and there shouldn't be any requirement to use the brakes to control the taxi speed. A fast walking pace is a reasonable speed on an area with no obstructions and plenty of advance notice as to when to slow down, otherwise a slower speed must be used.

If you need to stop or slow down, the throttle should be closed fully, and if the speed doesn't reduce rapidly enough, the brakes should be applied. Where possible, always ensure the nose-wheel's straight before coming to a stop, which relieves the side-load on the nose-wheel and undercarriage when you start moving again.

If you need to cross any rough surface areas, move the control column rearward, reduce your speed, and cross the rough surface at an angle.

Steering while taxiing is accomplished with the rudder pedals, and assisted if necessary with differential braking (applying the brakes to one wheel only). The normal procedure is to start with the rudder pedals in order to steer the nose-wheel, and if the turn's not tight enough after full rudder deflection's applied, the inside brake can be applied lightly.

When approaching a point where a turn's required, slow down before commencing the turn, as turns at high speeds place excessive side loads on the undercarriage.

I haven't mentioned tail wheels, as tail wheeled aeroplanes aren't normally used for ab-initio training.

EFFECT OF WIND

The wind direction's indicated by windsocks at various locations around the airport, the direction of the wind is indicated by the direction the windsock's pointing away from the pole, and the more horizontal the windsock is, the stronger the wind. If the sock's horizontal, the wind velocity's at least 25 knots.

When taxiing in nil or light winds, the ailerons and elevators have little or no effect on the directional control of the aeroplane, and should be held in the neutral position.

Moderate to strong winds will attempt to weathercock the aeroplane into wind because of the large surface (keel) areas behind the main wheels; in most cases, rudder control is sufficient to overcome this effect.

Wind coming from an arc of approximately 45° off the nose through to 45° off the tail will try to lift the into-wind wing. Rotating the control yoke into the wind will raise the aileron on the into-wind wing, creating a down-force in an attempt to prevent that wing rising.

Some manufacturers give specific instructions on the use of ailerons and elevators whilst taxiing. Your instructor will advise you of these requirements if they're appropriate to the aircraft you're flying.

When stopping an aeroplane in moderate to strong winds, it should always be stopped facing into the wind to assist in engine cooling.

CARBURETTOR ICE

Taxiing is conducted with a low power setting and therefore, if the ambient conditions are conducive to the formation of carburettor ice, carburettor heat should be applied whilst taxiing to ensure ice in the induction system doesn't prevent full power being available for take-off.

RIGHT-OF-WAY

An aircraft that's airborne, or about to become airborne, has right-of-way over a taxiing aircraft.

The rules for taxiing aircraft are much the same as those for aircraft in flight in that:-

•When two taxiing aircraft are converging head on, both aircraft should turn right.

•When two taxiing aircraft are converging other than head on, the aircraft that has the other on its right should give way if there's any chance of a collision.

•When one taxiing aircraft's being overtaken by a faster taxiing aircraft, the aircraft being overtaken should give way, and the overtaking aircraft should keep well clear of the slower aircraft.

Regardless of this, the pilot in command must do everything possible to avoid a collision with another aircraft, a vehicle, or any other obstruction.

SAFETY CHECKS

TAXI CHECKS

Whilst taxiing from the parking bay to the run-up bay, a number of checks to ensure the serviceability of the aeroplane should be conducted.

All flight controls should be checked for full and free movement if they weren't checked at the parking area.

Whilst turning left, check the following items:-

•The reading on the compass and the directional gyro ( if fitted ) should decrease.

•The balance ball should move out to the

Reviews for Aeroplane Flight Training

[Okyere Pilot · Rating: 5 out of 5 stars]

Nice book... I recommend it to all Aviators . Fly safe