Late last year we posted a blog story announcing that two of our students were going to compete in the 2018 Outback Air Race. The annual event starts in Archerfield (near Brisbane) in QLD and finishes in Broome WA after eight individual flying legs.
Since 1996, the Outback Air Race has helped to raise much-needed funds for the Royal Flying Doctor Service. This year will see over 100 competitors in more than 40 teams take to the sky. The race covers approximately 2,132nm (or 3,940km), with the longest leg taking pilots from Bundaberg to Longreach.
Horace, who is currently studying for his PPL with Learn to Fly, has now been joined by Eason, who is studying his Diploma of Aviation and hoping to become an airline pilot one day. At 21 and 20 years old respectively, they will be the youngest team competing in this year’s event.
The race starts on August 18th, with Horace and Eason taking off from Moorabbin Airport here in Melbourne on August 15th to make their way north in our Sling 2 VH-LHH aircraft.
We asked Horace and Eason a few questions in the lead-up to the event:
What excites you the most about taking part in the 2018 outback air race?
Horace: I have always dreamed of circumnavigating Australia in an aircraft, and by the time I have completed the race and returned to Melbourne, I will have almost done that (Melbourne to Brisbane, across to Broome WA via the Northern Territory for the race, and then back to Melbourne). I am also looking forward to having a lot of fun and raising money for the Royal Flying Doctor Service.
Eason: I think this will be something amazing to be able to tell my grandchildren one day, and as a student pilot, taking part in the race will really improve my flying and navigational skills. I’m also really looking forward to having fun flying with Horace.
What have you been doing to prepare for the race?
Eason: We have been flying together as much as possible, and completing a lot of longer flight legs and navigation exercises together. It’s important that we can work as a really good team together.
Horace: We have been doing a lot of planning around how we will complete each leg of the race, and how we will split responsibilities whilst we are flying. The longest single distance I have flown in the Sling 2 is around 480nm (from Sydney to Melbourne).
What are your goals for the race?
Eason: The main goal is to finish the race successfully, but also we would love to actually win at least 1 leg.
Horace: We are also hoping to raise at least $2,000 each for the Royal Flying Doctor Service through our Everyday Hero fundraising page.
You can help Horace and Eason’s fundraising by donating on their Everyday Hero page here. We’ll be keeping track of their progress when the race starts on our social media, so make sure you are following our Facebook and Instagram accounts.
Horace and Eason make up the LTF team competing in the 2018 Outback Air Race
I know nothing grabs your attention like the words ‘exams’ and ‘theory.’ Here I will give you the scoop on what to expect, and provide some tips on how to pass pilot theory exams.
No matter which course you have enrolled in, you need to study – so let’s get pumped for pilot training exam preparation!
Aviation is a complex and sophisticated profession. Airlines are not looking for cowboys and hotshots, but well-rounded, intelligent statesmen and women. The purpose of this post is to remind you of the importance of approaching the exam runway carefully.
I’m in the fortunate position of having completed all seven of my CPL subjects (woo-hoo!). I have already passed my RPL and PPL exams. I’m not here to brag, but instead, offer my experiences to help you.
First of all, congratulations on embarking on a dazzling journey in aviation. But before you hit the cockpit, you need to hit the books! Study is the best way to get your career off the ground. The RPL theory and subsequent RPL(A) theory exam covers:
Basic Aeronautical Knowledge Basic Aerodynamics Flight Instruments Human Factors Navigation and Flight Planning Meteorology Air Law
You may find some subjects harder than others, which is why thorough study is important. The exam is multiple choice, and can be completed online. You are allocated 2 hours, and the pass mark is 70%.
To tackle my RPL exam, I set aside two hours of homework each night after class. It allowed me to iron out weak spots and plug up any knowledge gaps. If you have any questions (and you should), or are finding certain areas tricky, always contact your instructor. They are there to help you pass! I would also recommend completing some practice/mock exams beforehand so you get an idea of the exam format.
The exam will only cover things included in the theory syllabus. That said, sometimes a question can have more than one right answer. You should choose the answer that sounds MOST CORRECT. That might sound funny, but it’s not just a matter of recalling information from memory. It’s important that you display your understanding of concepts.
Private Pilot Licence (PPL) Theory Exam
The PPL exam will cover a wide range of navigation-based topics, as well as knowledge learned during RPL. So it pays to brush up on RPL knowledge as well. The PPL exam has 55-60 questions, varying between multiple-choice and single answer. The pass mark is 70% and you are allowed 3.5 hours.
Some questions offer up to 3 marks and require calculations. It’s vital to answer as many of the extra point questions correctly as possible, as they can ultimately make or break your campaign. These questions mostly relate to take-off and landing distances, weight and balance, density, height and pressure calculations.
It’s advantageous to memorise the formulas for these problems as an over-reliance on the flight computer could throw off your answer due to rounding errors. Flight mathematics must be precise. Slight variants will result in an incorrect answer. There’s no room for guesstimates!
You are allowed to take charts and materials into the examination, so you need to be organised. It’s a good idea to familiarise yourself with the region(s) depicted in the charts as they’re based in Sydney. Most navigation questions require you to draw on the chart.
My best advice here is to take it slow. You have a sufficient amount of time to complete the exam. Slow and steady does win the race. Keep it neat. You don’t want your charts to look like a doctors prescription pad! There’s a saying in the military that applies to exams:
“Slow is smooth, smooth is fast.”
I found that taking the AIP (Aeronautical Information Publication) into the exam didn’t help me. I referenced the Visual Flight Rules Guide (VFRG), and that covered all my bases. This is the only exam which allows you to carry the VFRG – which is concise and easy to follow.
Commercial Pilot Licence (CPL) Theory Exams
Since there are seven separate exams for the Commercial Pilot Licence (CPL), I will give a bit of overview advice. The last thing I want to do is overwhelm you. All exams except Aerodynamics, Aircraft General Knowledge (AGK) and Human Factors, require reference materials and tools to complete the questions.
For all exams, a sound knowledge of the basic concepts is paramount as you could get quizzed on anything. The difficulty for each exam can fluctuate wildly, depending on whom you talk to. I found Aerodynamics and Aircraft General Knowledge easy, while others struggled with these.
It’s worth taking other students’ reports on an exam with a grain of salt. Everyone will have their strengths and weaknesses within each subject. The best bet is to be prepared for anything! You can always set yourself a practice exam (what better way to spend a Saturday night!). For my preparation, I tackled each exercise in the Bob Tait books twice, ensuring I scored above 90% in my practice exams before considering myself ready for the real thing.
Preparing for exams is stressful and tiring. If you’re flying AND studying for your CPL exams, it’s worth reducing your flying time. It sounds like a drag, but this is one case where too much multi-tasking can be your downfall. Use the extra energy to find which study times and locations suit you best. Some work better at home, in the morning – while others may be able to concentrate at school during the afternoon.
For subjects like Navigation and Performance, there are various calculations and chart reading exercises. You will benefit from completing the practice exercises and familiarising yourself with the formulas and formations. Again, it’s important to remember that rounding errors can jeopardise your entire exam.
Conclusion
To conclude, all exam success relies on sound study. Practice, be prepared and remember to take your time. Slow is smooth. There are no shortcuts to aviation knowledge, and being ready for all-weather is a good rule for life and an even better theory for flying. Good luck!
Thank you to student pilot Howard Lau for contributing these tips on how to pass your pilot theory exams.
One of the best tips for how to pass your pilot theory exams is simply to study hard!
Our first Diamond DA40 has just landed to join our flight training fleet at Moorabbin Airport in Melbourne. This means that we are now officially Victoria’s first Diamond DA40 flight training school.
The arrival of the DA40 continues Learn To Fly Melbourne’s successful expansion over the past year. We have committed to building the state-of-the-art Learn To Fly Flight Training Centre on a new larger site, and have received our Part 142 qualification.
About The Diamond DA40
The DA40 is a reliable and durable four-seater aircraft, made out of lightweight and robust composite material. Powered by a Lycoming IO360 engine, and boasting a spectacular balance between performance and durability, the Diamond DA40 is a brilliant flight training aircraft.
This state-of-the-art aircraft is decked out with both round instrument panels and the Garmin G1000 avionics. The cockpit has plenty of space, with a comfortable and ergonomic design, and excellent visibility.
We plan to order even more DA40s moving forward, further expanding our fleet. It is our goal to give our flight training students as much flexibility as possible.
Diamond DA40 Specs
Engine: Lycoming IO360
Avionics: Garmin G1000
Cruising Speed: 130 Knots
MTOW: 1,150 Kilograms
Wingspan: 11.9m
Landing Gear: Tricycle
Available Diamond DA40 Flight Training Courses
Given its versatility, the Diamond DA40 can be selected for most of our flight training courses. It is perfect for Recreational Pilot Licence, Private Pilot Licence, and Commercial Pilot Licence students. Its Manual Pitch Propeller Control (MPPC) means that we can now offer this as a design feature endorsement. The DA40’s Garmin G1000 means that it is also equipped for Instrument Ratings.
In addition to this, we have plans to order the DA40’s twin-engine sibling, the Diamond DA42, for multi-engine training. This will provide our students with an even more seamless transition from single engine training to multi engine training. Stay tuned!
Learn To Fly has become the first Diamond DA40 flight school.
Learn to Fly Melbourne is excited to announce that we have become a Part 142 accredited flying school operator under the Civil Aviation Safety Regulation (CASR). This results from our new partnership with Australian Pilot Training Alliance (APTA).
Over the past few years, pilot licencing regulations in Australia have been reorganised and redeveloped. They have changed from older criteria to reflect a more global perspective regarding pilot licencing and standards.
This move may not be obvious to the customer or pilots. Yet it has given rise to new terms and extra regulations and definitions. Flight training organisations across Australia now have two main paths that they can follow when seeking to earn their air operator certificate: Part 141 and Part 142.
Why choose a Part 142 accredited flying school in Australia?
Less than 5% of flight schools in Australia have received the advanced Part 142 flight training qualification. This accreditation means that we can continuously expand our flight training operation to reflect the highest industry standard.
There are numerous benefits for students, pilots and instructors who fly at a Part 142 accredited flying school.
1. CASA Approved Syllabus
Part 142 organisations must provide a Civil Aviation Safety Authority (CASA) approved syllabus of training. This CASA approval caveat for Part 142 initiates the necessity for additional oversight of training programs within organisations.
This results in further internal development and higher levels of safety and training. That subsequently improves standards not just within individual organisations but also within the wider aviation community. Part 142 flying schools benefit from a consistently higher level of governance and checks from CASA.
2. Advanced Flight Training
Our comprehensive CASA approved flight training syllabus includes the following new courses and types of flight training:
Multi-Crew Pilot Licence (MPL), Air Transport Pilot Licence (ATPL) and Flight Engineer Licence
Multi-Crew Cooperation (MCC) training
Contracted recurrent training and checking
Being able to offer integrated flight training is one of the major points of difference between the Part 141 and Part 142 qualification. What it means for students earning their CPL is that they can cut down their flight training hours from 200 to 150 – a 50-hour flight training discount when compared with Part 141 flying schools.
3. Increased Cost Effectiveness
Integrated flight training – Our 150 hours Integrated CPL syllabus which blends practical flying and theory-based training compared with the 200 hours CPL syllabus offered by other Part 141 schools – is just one of the ways that the Part 142 qualification is extending our commitment to provide students with cost-effective flight training.
4. Internal Training & Checking
Part 142 flight training organisations are required to have a professional development program for all personnel and flight instructors within the school. They must also have a quality assurance manager to ensure ongoing high standards.
This conditional improvement of know-how and standards applies not just to students, but trainers and instructors alike who continually develop their own skills within an organisation.
5. Enhanced Safety
All Part 142 flight training organisations must have:
A Safety Department & Safety Management System
A CASA Approved Safety Manager & Deputy Safety Manager
A Risk Management System
Regular safety meetings, audits and reviews
Safety oversight globally has become one of the main areas of focus in not just maintaining high aviation standards, but improving safety as a whole. This is most visible in the incorporation of formalised procedures for Safety Management Systems.
These systems actively monitor standards and safety within training organisations by promoting an ongoing awareness, attitude and approach towards threats and risk on a daily basis. The net result for pilot candidates is that these systems set a higher standard for all who come in contact with them, making not just the individual pilots safer, but organisations and the industry as a whole.
We are excited for students to enjoy the increased benefits of training with us now that we have achieved the CASA approved syllabus Part 142 qualification.
Students enjoy some fantastic benefits training with a Part 142 accredited flying school.
At Learn to Fly, pilot and aircraft safety is and always will be our number one priority. It is the cornerstone of our operation, and we strive to maintain a positive and transparent safety culture. We continue to uphold an impeccable safety record as conveyed on the Recreational Aviation Australia (RAAus) Accident and Defect Summaries.
The safety culture at Learn to Fly acknowledges that flying and flight training involves risk. It’s vital that students and instructors alike are educated about these risks and the processes involved in risk minimisation.
See how we carry out pilot and aircraft safety in our flight training operations at Learn To Fly.
Aircraft Maintenance
Each aircraft requires maintenance checks for every 50 and 100 hours of flying. All scheduled maintenance is planned in advance. We will never undertake any flights or flight training on planes requiring maintenance.
Pilots and engineers can write up a defect on the aircraft’s Maintenance Release (MR) at any time. For serious defects, the aircraft will immediately become unserviceable and simply will not go flying until maintenance is completed.
The Maintenance Release is required to be signed by a pilot (instructor or pilot certificate holder) before the first flight of each day to ensure that the aircraft has passed the daily inspection requirements and is suitable to fly.
Instructor Qualifications
Pilot and aircraft safety for us also means company standards require that instructors at Learn to Fly be well-trained. We will only employ instructors who we are confident, focused, alert and ready to respond immediately to any potential situation where the risk outweighs the learning opportunity.
Based on the current guidelines, all of our flight instructors are at an RAAus senior instructor level. This rating can only be achieved if the pilot accumulates certain flight training experiences and passes a flight test that is conducted by external RAAus certified flight testing officers.
Some of our students may become junior instructors when they graduate. However, it is a compulsory requirement that they are supervised by senior instructors when they work at the school.
In addition to this, our chief flying instructor (CFI) actively supervises all flight training operations and consistently checks training records and documentation. This ensures that Standard Operating Procedures (SOPs) are complied with for both instructors and students. SOPs compliance is checked at various times. This is usually by attending flights with students to confirm SOPs are maintained, and ensuring all instructors have current qualifications.
Flight Training
We ensure a safe learning environment every time. A student will not fly if the weather is not suitable for that particular lesson. For solo flights, these standards will be even stricter and reflect considerations such as turbulence, wind speed, daylight, student’s abilities etc so that we can provide
Before all flights, the aircraft will be thoroughly inspected. This ensures all controls are functional, check for obvious damage to the engine, airframe or structure before any flight is to take place. After engine start and prior to takeoff further checks are carried out as per the SOPs. This is recommended by both the aircraft manufacturer and in the aircraft’s Pilot’s Operating Handbook (POH) to further assure a safe and efficient flight takes place.
Each student’s flights are recorded in detail. Instructors will rate their performance to make sure students reach the standard or competency of that particular lesson. Students who do not meet these standards or competencies will have to redo the lesson sequence until this standard is met. Within the school, we have systems in place to cross-check and ensure that all training records are completed and updated in a timely manner.
Briefings are always done properly and consistently before and after each flight. This ensures that students are both aware of what they are going to do, and of the specific standard that is required for that particular lesson.
Prior to solo flights, instructors will double-check to make sure the students have all the required documents such as a medical certificate, student pilot licence etc. Training records must also show they have achieved all the necessary competencies prior to undertaking any solo operations.
Creating a Pilot and Aircraft Safety Culture
Further to the priorities and procedures outlined, we maintain our own Risk Management Plan and Safety Management System. This enables us to further minimise the potential risks associated with flight training. Despite this comprehensive system, we must not think that we are infallible. We encourage all of our staff and students to form a habit of looking, learning, and discussing potential risks we see as part of our normal day to day operation. This attitude allows us to evolve and update our systems regularly. That then helps to ensure a safe operating culture persists within the Learn To Fly organisation and group.
We encourage instructors and students to go through appropriate channels to advise safety concerns within or outside of our operation.
We believe that technology as a communication tool has great potential to assist safety operations. Flight training software can provide updates on aircraft unserviceability or if an aircraft may need to be grounded; through to communicating safety concerns or topics that instructors or students raise within the organisation.
Exceeding Expectations
We aim to have higher safety standards than other flight schools in Australia.
On top of the Public Liability Insurance and the RAAus Member Liability Insurance, we cover an additional A$5 million in Liability Insurance for all of our students.
We only buy brand new RA-Aus aircraft so we can be certain of the maintenance history for every plane.
All RA aircraft in our fleet is equipped with Rotax engines which have an outstanding reputation and operational safety history.
At Learn to Fly, we believe all these extra steps – combined with the safety culture exhibited by our individual pilots, instructors, and the student group – will allow us to go a long way in providing an extra margin of safety.
Threat Error Management (TEM) in aviation is a term that has commonly been associated with airline operations. But it also extends to all other aspects of aviation. TEM is all about being a safe and well-prepared pilot.
The definition of Threat and Error Management in aviation
‘The process of detecting and responding to threats and errors to ensure that the ensuing outcome is inconsequential – the outcome is not an error, further error or undesired state’.
It wasn’t always called TEM
The term has evolved over time from Cockpit Resource Management (CRM) to Crew Resource Management (again CRM), to its current form as TEM.
Although these big words and terms sound noteworthy, you most likely won’t come to grips with what they are really about or how much of an impact they have on a pilot during a flight without exploring them in detail through study and practice.
Its impact extends beyond aviation
While TEM was first adopted by the airline industry, its importance for all of us should not be underestimated. TEM has impacted of all kinds of industries in a multitude of ways.
Threat and Error Management processes and practices have become the benchmark when approaching tasks and activities in a range of professions, including our flight training and other standard aviation procedures.
TEM gives us perspective on perception
Each of the key concepts in TEM relates to a specific aspect of a total process, and all are aimed at handling a particular threat.
What is a threat? Furthermore, what is a threat to you?
In many cases, this threat can be different to the one which is commonly perceived.
Threats can come in many forms, such as environmental. The weather, or other factors that may seem inconsequential such as:
All of these are considered threats as they can have an impact on the outcome of any flight.
Errors become easier to manage
Beyond the threats is the resulting error. Some errors may result in a further error, varying in size but depending on how we handle it may or may not impact on the safety of the flight. Ultimately, this aspect relies heavily on how the management of that error is addressed.
As pilots, we are the last line of defence when considering errors and, therefore, safety. The key responsibility to prevent this error from having an outcome or impact on the flight and placing one’s aircraft in an ‘undesirable state’.
This management should not be underestimated because a significant or undesirable outcome places one in a position that none of us would like to contemplate, irrespective of the size or aircraft type that we are operating.
TEM Invites closer analysis of safety
The question that arises is what should we do when handling threats and errors each time we go flying? The answer may vary, however, we should actively look around us and consider any factor that may be perceived as a threat.
Beyond this, consider what error could arise from this and how as an individual you would manage or handle this situation. Only then with constant attention, proactive discussion and consideration of factors around us will we improve our skills and awareness towards becoming better and potentially safer pilots of the future.
See how Threat and Error Management in aviation is discussed in one of our flying lessons on YouTube below. Don’t forget to subscribe for more great flight training content!
In this blog series on flight departure processes we have covered engine starts, taxi checks, run-up checks and more. Now it’s time to run through the final flight departure procedures and take to the skies!
Use the TMPFISCH acronym
The proper acronym that applies whenever holding short is TMPFISCH, and it is what I usually use for my operations here in Hong Kong. It goes like this:
T – Trims set to the appropriate take-off position
M – Mixture rich, master on and magnetos on both
P – Primer in and locked (or fuel pump off)
F – Fuel is sufficient for the coming flight and flaps are set
I – Instruments’ Ts and Ps are in the green range
S – Switches (landing and strobe lights on)
C – Controls full and free
H – Hatches secure and harnesses secure
When you do your controls part of this departure check, make sure your box the controls. That means to move the controls in a movement of a box and ensure you have still got adequate freedom of movement. You might have a mile-long taxi, and something might have jammed the controls. Never skip this check as part of your final flight departure procedures.
Deliver your safety brief
You can do the EFATO brief (Engine Failure After Take-Off ) at any stage before the take-off, but I typically do it after run-ups. A typical brief should describe the actions that need to happen in the event of an engine failure at particular stages of the flight, such as:
During take-off
After rotation
Below 200 feet and with runway remaining
Above 200 feet with no runway remaining
Above 700 feet.
The brief goes something like this:
“If we have an engine failure on the ground, we stay on the ground. If we have an engine failure below 200 feet, we land on the remaining runway. If we have an engine failure above 200 feet, we land straight ahead or 30 degrees to the side. If we have an engine failure above 700 feet, we will turn back to find runway X.”
On a standard Cessna or Sling, 700 feet is plenty for a runway turn-back manoeuvre. However, during the turn back you MUST lower the nose to maintain airspeed and limit the angle of bank to 45 degrees. Never attempt a runway turn-back if an engine failure occurs below 700 feet!
Ready to go
You are lined up on the runway, and ready to take to the skies. It’as always an exciting moment for any pilot. However, discipline must be maintained during the final flight departure procedures.
Ensure you are on the correct runway by looking at your directional gyro, which will indicate the proper runway heading. It’s also a good practice to cross-check this reading with the magnetic compass as well. After that, you should triple-check with making sure that the runway numbers are indeed the intended runway. Everything checks out? Good.
Time to fly!
Now the take-off roll can begin. Ensure that your heels are on the floor and that you are controlling rudders only with the balls of your feet; this will ensure that you do not inadvertently apply the brakes! After you complete this, you should use full power – smoothly but with purpose – and count three, one-thousands before going all the way with to full strength.
After full power is applied, check on the RPM. They should be reading at or above the stated minimum static full-throttle RPM. At this stage, you should also check the oil temperatures and pressures and ensure that these are still sitting within the green range. Finally, you should check to ensure that the airspeed indicator is ‘alive’, meaning that it is indicating an acceleration.
At rotation speed, gradually apply back pressure and lift the nose wheel off the ground, allow the aircraft to fly off the runway and then adopt a Vy (best rate of climb) attitude to ensure maximum climb performance. Look outside! Once you are above 300 feet AGL and obstacles are cleared, move the flaps to up and auxiliary fuel pump (if applicable) to off. You should once again check the oil temperatures and pressures.
The result of following the correct final flight departure procedures? A smooth take-off, followed by another safe and beautiful flight!
Thank you to student pilot Howard Lau for contributing this great series on flight departure procedures.
With the final flight departure procedures done, it’s time to fly!
In Part 1 of our flight departure processes series, we laid the groundwork to set ourselves up. In this post, we will go through your flight pre-departure checks. This includes engine starts, taxi checks and run-up checks. Following these checks we’ll be heading to the runway.
Perfect priming
Let’s start our flight pre-departure checks with the most important thing. Safety. Crack open the window and say, ‘CLEAR PROP’. Make sure you give people time to stand clear and scan the area before you move on with your other procedures.
Next, place one hand on the throttle and start cranking the starter, but for no longer than ten seconds each time. If the engine does not fire within 10 seconds, stop cranking right away and wait a minute so the starter motor can cool down. Try some light priming when you’re ready to have another go—it works wonders.
When the engine fires, release the starter promptly. If you’re flying a plane with a fuel-injected Lycoming engine, adjust the mixture to full rich.
Green means go
After a successful engine start, you will need to check that the oil pressure is rising (or has correctly risen) into the green range. This is crucial because oil pressure indicates whether metal components in the engine are sufficiently lubricated.
If oil pressure is not within the green range, shut the engine down immediately and report this to the engineer.
As long as the pressure looks good, you can raise the flaps (if left down after pre-flight), turn on the taxi and navigation lights, and turn on the avionics master switch. Only now should you don and adjust your headsets.
Eyes forward
When taxiing, you should aim to minimise the time you spend with your head down – literally so you don’t bump into anything.
It has become normal for pilots to use GPS devices and iPads (used to run apps like OzRunways) in the cockpit. It is ironic, therefore, that when we attempt to program devices while taxiing we put ourselves at risk of having an accident.
The only exception I make to this rule of my flight departure process is to check the turn instruments. I like to quickly glance down and ensure that:
The slip ball is deflecting properly
The turn coordinator is indicating correctly
The direction gyro turns in the proper direction
The attitude indicator stays erect
The magnetic compass turns in the proper direction.
Remember the CIGAR acronym
I like to do my run-up checks using the acronym ‘CIGAR’. Here is how it works:
Controls – full and free and control surfaces deflect correctly
Instruments – all in the green range, the ammeter is charging and the suction is in the green range
Gas – check the mixture and fuel selector
Airframe – secure the canopy, doors and windows, and make sure your parking brake is on
Run-up – set the correct run-up RPM, check the brakes, check the magnetos, note when the RPM drops (on the Sling with the 912iS engine, one must check that both engine fuel pumps are working), pull the throttle to idle and ensure the engine does not seize at idle
After the run-up, the engine should be set to the ground idle speed as recommended in the POH.
Thank you to student pilot Howard Lau for contributing this great series on flight departure procedures. Stay tuned for the third and final instalment coming soon, as we head to the runway!
CLEAR PROP! Safety comes first when completing your flight pre-departure checks.
With so many other things in life, it’s easy enough for you to just remember something once you know it. Then it’s no problem to repeat it. Like driving. But flying is different. There are checklists and acronyms (and more checklists) for a reason. There are far more safety considerations when you are flying, and following the right flight departures processes will help to ensure you have a smooth and safe flight, every time.
Walk the walk
A successful and safe flight begins before you even turn on the master switch. It all starts on the tarmac as you approach the aircraft. Your flight departure processes should involve asking yourself lots of questions:
Are the tie-downs done properly?
Are the tyres inflated correctly?
Is there any pink hydraulic fluid around the aircraft?
Is there any blue fluid around the aircraft reminiscent of Avgas?
It has been scientifically proven that asking yourself questions is the most effective way to stay in the loop of information.
Feel the wind
You should not only ask yourself about the aircraft or about the ‘now’ but also ask questions that will bring into effect a successful take-off. Personally, I like to ask myself these:
Should I use flaps or not?
What technique will I use for these conditions? Short field or normal?
Should I delay my rotation for density altitude, load or gusts?
What crosswind correction should I be using during taxi and initial roll?
These questions really are the basis for me completing smooth and safe flight procedures. They help me make sure I’m always ready to respond to new information. On that note, try to make sure you always pay attention to your surroundings. Feel the wind, look at the windsock, listen to the wind and feel the temperature on your skin. Forming attentive habits and looking out for these cues will allow you to prepare for a better flight.
Take it easy
After a normal interior and exterior pre-flight check has been completed, and the aircraft is confirmed to be in safe working order, we can proceed to the engine start. My secret tip is don’t rush!
I’ve had the fortune to fly with the training captain of a major airline in Hong Kong, who is also a tailwheel aircraft instructor and aerobatic pilot. He said these wise words I will never forget, ‘Don’t rush because if you rush you will kill yourself one day.’ I could not believe the severity of his words given his experience in aviation! Needless to say, I listened to his advice.
Get ready for ignition
Before I start the engine, I like to plug in the key, and with the master switch off, I rotate the key to start and then release it. The key should immediately snap back to the both position. This is a simple pre-start ignition check that I learned during my time as an aircraft maintenance intern in Hong Kong.
What this check does is make sure that the starter motor does not engage when the master switch is off, the key locks into position properly and the spring mechanism works.
Prepare the cabin
With the pre-start ignition check completed, I check the cabin. This is when you should adjust your harnesses and seats to your satisfaction, and keep a window or the canopy open. After ensuring that the propeller area is clear, flip on the beacon light switch and the master switch.
Look at your ammeter—it should show a discharge. Check your oil temperature to gauge the amount of priming required or (if it’s the Rotax 912ULS equipped Sling 2 or the Bristell at Learn to Fly) the use of choke. Ensure all circuit breakers are in and the avionics master switch is off.
Wait for it
One of my pet peeves at this stage is pilots who don their headsets before the engine has started. What if someone was trying to get your attention about an unfolding emergency? With the headset on, you wouldn’t be able to hear them. Instead, remove the headset from the dashboard and put it on your lap so you can have maximum visibility out of the windscreen.
An unwritten rule
Set the fuel selector in accordance to the POH and prime as required. After priming, ensure the primer pump is in and locked or, alternatively, that the auxiliary fuel pump is off. If the plane has a fuel-injected Lycoming machine, check that the mixture is set to full rich. If you’re ever in doubt, start with no prime. This will avert the possibility of flooding the cylinder heads due to excessive priming.
Thank you to student pilot Howard Lau for contributing this great series on flight departure processes. Stay tuned for the next part, where we run through flight pre-departure checks.
Getting your flight departure processes right ensures the safest start to your flight.
Once you achieve the Recreational Pilot Licence (RPL) or Private Pilot Licence (PPL), as well as any endorsement or rating on top of that, you must apply yourself to the tasks required to maintain pilot proficiency and safety.
Commercial pilots do this by flying a lot of hours, but unfortunately, a lot of RPL and PPL pilots don’t have this luxury, which means their skills diminish over time. Here are six ways to make sure this doesn’t happen to you.
1. Know yourself
For the sake of common sense and for safety, a pilot should keep analysing their performances and keep practicing. More than anything, they should be aware of their limitations. It’s your responsibility to assess where you’re with your skills and knowledge at all times and compare it with where you aim to be. If you ever find there’s room for improvement, take the time before your next flight to prepare for it.
2. Show safety in your attitude
Flying is an attitude and a way of thinking. It’s about one thing above all else, and that is a concern for safety. To maintain pilot proficiency and safety means turning up focused for the flight. It’s what will keep you on track to maintain your relevant skills and qualifications down the line. Even better is if you can start putting this attitude into effect while you’re still on the ground.
3. Watch the weather
You can download the relevant weather from www.bom.gov.au or NAIPS on a regular basis to see how it is expected to develop during the course of the flight. When you know what to expect from the weather you will automatically start solving related problems prior to the flight. It will set up your in-flight decision making for success and quicken your response time when adjustments are called for.
4. Refresh your knowledge
Maintaining pilot proficiency and safety requires a high level of skill. It’s about doing what you can when you’re not physically in the cockpit, and preparing yourself for the next flight. For example, when a pilot doesn’t fly a particular aircraft for some time, particularly if it is a complex aircraft, they should study critical aspects such as speed, RPM settings and emergency procedures before flying again.
5. Seek out other pilots
Refreshing your accumulated knowledge in aviation should always be self-directed, but this doesn’t mean you can’t reach out to other pilots to get support and advice. If you’re in doubt, ask an instructor at your flying school to test you on the spot or give you ideas about who to contact.
Although things like a check flight will normally be conducted by the flight school automatically, you must be disciplined throughout your training, so that you can later recognise when this is necessary and follow through.
6. Build up your ratings and endorsements
Another way to maintain your proficiency is to go and get a new endorsement or rating. This can take your flying to a whole new level and benefit all areas of your competency to fly. While this training will add to your existing skills, it will also force you to go over what you have learnt already.
Bonus tip! Enjoy the ride!
Pilots have no shortage of things to learn and all of this needs to be maintained in the long term. Hopefully, your competency rewards you with better, easier flying experiences over time. Many pilots come to love the many small details in their regular procedures that allow them to exert an amount of control over a flight, which changes the technical success of every journey.
Once you have achieved your licence, you will need to continue to to maintain pilot proficiency and safety.
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