PREPARATION FOR FLIGHT AND ACTION AFTER FLIGHT

Administration:

Make sure you have signed the flight authorization sheet before and after each flight

Flying clothing:

It is important to be comfortable and warm. Wear the appropriate clothing, eye protection and gloves.

Pre-flight inspection:

Start at a point, work your way methodically around the aircraft to end at that point. Do a thorough pre-flight before every flight.

• Starting procedure:

• Check the position of the aircraft in relation to people and other aircraft.

• Set the throttle to the idle position.

• Brakes on.

• Check behind both sides of the aircraft and in a loud clear voice call “Clear Prop” then switch on the ignition and start.

 Engine run up:

• Awareness of surroundings during warm up is essential.

• Let the engine warm up for at least two minutes before testing full power.

• Power check: This is done firstly to make sure that the engine is developing full power and secondly to show up any fuel problem now, rather than on take-off.

Leaving the aircraft:

• Park crosswind, with the wing down into the wind.

• Secure the "A frame", and peg the wing tip if the wind is strong. Chock the wheels.

• Keys out.

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Vital Checks before take-off

1. Before Start up

• Be aware of the surroundings – Situational awareness

• Magnetos on

• Shout: “Prop Clear”

• Start

2. Before Taxi

• Taxi Radio Call: “Klerksdorp traffic, WAA taxiing for holding point runway 18

• Taxi at a quick  walking pace

• Be aware of surroundings – do not assume that other A/C heard you or that you heard other A/C – ALWAYS KEEP A  SHARP LOOK OUT!

3. During Taxi

Be aware of other aircraft movements – both in the air and on the ground. Start doing Vital Checks

Assume the Trike is bread sliced into slices. Start at the front and work your way back.

• Rings – start with front ring on Profile Tube. Check all visible rings. (five rings on a standard Windlass)

• Throttle and Brake

• Instruments – Set Altimeter on 4444 ft (QNH), check ASI and VSI reading ZERO

• Radio on and on correct frequency – volume up

• Intercom on and functioning – comms with Pax OK

• Choke off / Cruise Throttle closed

• Front straps on, Back Straps on

• Pannier bags closed

• Fuel OK

• Engine running smoothly

 4. At holding point

• Park at 45^o angle to taxi way

• Make sure no debris (like wires, sticks etc) were snagged during taxi

• Do magneto Check

• Check wing for free movement

• Make radio call, check that no aircraft are on final approach and enter Runway

5. Enter Runway for Take-off

Do not waste time on the runway!

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Right of Way Rules

1. An aircraft which has the right-of-way, shall maintain its heading and speed, but nothing in these provisions shall relieve the pilot-in-command of an aircraft from the responsibility of taking such action as will best avert collision.

 2. An aircraft which is obliged, by the provisions of this subpart, to keep out of the way of another aircraft, shall avoid passing over or under the other aircraft, or crossing ahead of such aircraft, unless passing well clear.

 3. When two aircraft are approaching head-on or approximately so and there is a danger of collision, each aircraft shall alter heading to the right.

 4. When two aircraft are converging at approximately the same level, the aircraft which has the other aircraft on its right, shall give way, except in the following circumstances: 

(a) Power-driven heavier than air aircraft shall give way to airships, gliders and balloons;

(b) Airships shall give way to gliders and balloons;

(c) Gliders shall give way to balloons;

(d) Power-driven aircraft shall give way to aircraft which are -

(i)    seen to be towing other aircraft or object;

(ii)    carrying an under slung load or are engaged in winching operations; and

(iii)   being towed or tethered.

 5. An aircraft, which is being overtaken, has the right-of-way and the overtaking aircraft, whether climbing, descending or in horizontal flight, shall keep out of the way of the overtaken

Aircraft by altering its heading to the right, and no subsequent change in the relative positions of the two aircraft shall absolve the overtaking aircraft from its obligation until such aircraft is

entirely past and clear: Provided that where a right-hand circuit is being followed at an aerodrome, the overtaking aircraft shall alter it’s heading to the left. 

6. An aircraft in flight or operating on the ground or water, shall give way to other aircraft landing or on final approach to land. 

7. (a) When two or more heavier-than-air aircraft are approaching an aerodrome for the purpose of landing, the aircraft at the higher level shall give way to the aircraft at the lower level, but the latter aircraft shall not take advantage of this provision to cut in front of another aircraft which is on final approach to land, or to overtake such aircraft.

(b) Notwithstanding the provisions of paragraph (a), power driven heavier-than-air aircraft shall give way to gliders.

 8. An aircraft about to take-off, shall not attempt to do so until there is no apparent risk of collision with other aircraft.

 9. An aircraft, which is aware that another aircraft is compelled to land, shall give way to such aircraft.

 10. For the purposes of this regulation, an overtaking aircraft is an aircraft which approaches another aircraft from the rear on a line forming an angle of less than 70 degrees with the plane of symmetry of the latter aircraft, and will therefore be in such a position with reference to the other aircraft, that by night it should be unable to see either of the other aircraft's wingtip navigation lights.

Following Line features

CAR 91.06.8

 An aircraft flying at or below 1500ft above the surface and following a line feature such as a power line, railroad, canal, coastline or any other line feature within one nautical mile of such a feature shall fly to the right of any such feature, in other words keep the feature to your left, unless the pilot is instructed by ATC to do other wise.

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Taxi Rules

 1. Aircraft that are landing or taking off shall be given right of way by other aircraft and by vehicles.

 2. An aircraft shall, after landing, unless otherwise authorised or instructed by an air traffic service unit, move clear of the runway in use, as soon as it is safely possible to do so.

 3. A vehicle that is towing an aircraft shall be given right of way by vehicles and by other aircraft that are not landing or taking off.

 4. An aircraft shall be given right of way by a vehicle that is not towing an aircraft.

 5. An aircraft or vehicle that is obliged by the provisions of this regulation to give right of way to another aircraft, shall, if necessary in the circumstances in order to do so, reduce its speed or stop. 

6. If danger of collision exists between an aircraft or vehicle and another aircraft or vehicle, such of the following procedures as may be appropriate in the circumstances shall be applied: 

(a) when the two are approaching head-on or nearly head-on, each shall turn to the right;

 (b) When one is overtaking the other, the one which is overtaking shall keep out of the way of the other by turning to the right, and no subsequent change in the relative positions of the two shall absolve the one which is overtaking from this obligation, until it is finally past and clear of the other;

 (c) Subject to the provisions of sub regulation 2, when the two are converging, the one which has the other on its right, shall give way to the other and shall avoid crossing ahead of the other unless passing well clear of it.

 7. A vehicle moving along a runway or taxiway, shall as far as practicable keep to the right side of the runway or taxiway.

 8. When an aircraft is being towed, the person in charge of the towing vehicle shall be responsible for compliance with the provisions of this regulation. 

9. Nothing in this regulation shall relieve the pilot-in-command of an aircraft or the person in charge of a vehicle, from the responsibility for taking such action as will best air to avert collision.

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Precautionary Landings

 1. Reasons for Precautionary Landings:

• Fuel shortage

• Engine problems

• Weather

• Darkness

• Any reason the pilot feels it is unsafe to continue flight

2. Always do a precautionary landing at an airfield that you are unfamiliar with.

3. Over fly the landing strip to establish wind direction and strength.

4. Establish the circuit pattern

5. Look for a base leg marker

6. Overfly at 300 ft to look for obstacles like power lines etc.

7. Check Landing strip for:

• Length

• Surface condition

• Gradient

• Undershoot

• Overshoot

8. Over fly a second time, this time at 50 ft. Check for:

• Surface condition. (Meerkat holes, rocks, clumps f grass etc.)

• Loose objects (stones, glass, wires etc.) on the landing surface.

• Wind effect like rotor over obstacles hangers, trees, hills) in close proximity to the landing area.

9. Keep on looking (2^nd and even 3^rd pass) until you are satisfied that it is safe to land at that particular spot.

 For unmanned airfields, the general procedure is as follows:

 Approach the field with height of at least 1000ft agl for Microlight airfields and 2000ft agl for conventional airfields. Fly across the centre (perpendicular to the runway) of the runway, taking careful note of the amount of air traffic and direction of the circuit being flown. Most airstrips have left- hand circuits, but this is not always the case. Descend on the dead side and join the circuit in the direction other craft are flying.

 If there are no other aircraft in the circuit, find the windsock and note wind direction and strength. If you see a white T, it should be aligned with the active runway. Land toward the top of the T. (The T is often only used when the airfield is busy). Follow this procedure even when flying from your own airfield if you leave the area. Wind and air traffic conditions can change in a very short time.

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Forced Landings

While flying, always be on the lookout for places to land. When over flying hostile terrain, fly at a safe altitude – the more height you have, the more time to decide and plan your landing in the event of engine failure.

 Forced landing due to Engine failure during normal flight

• AFTA – Always Fly The Aircraft.

• Establish your glide. (decide if you want to glide for endurance - bar slightly out from normal, or distance - bar slightly in from normal)

• Pick a landing spot. Try to land into wind – this will not always be possible, so allow for more ground run when landing downwind. Lookout for ground obstacles like power lines fences etc.

• Immediately turn towards your chosen spot.

• Make a MAYDAY call.

• Fly a circuit pattern half the size of normal patterns and one third of the way down the landing site.

• NEVER turn away from (turn your back on) the landing site.

• Reassure your passenger and once again make sure he/she is strapped in tightly.

• It is critical to know when to turn onto base leg! Turn at 45^o angle to chosen thresh hold.

• Be aware of wind conditions and how it will affect your glide. (distance and endurance)

• Keep in mind that open fields are usually very rough even if they look smooth from the air.

 Forced landing due to Engine failure just after take off

•  AFTA – Always Fly The  Aircraft.

• Recover from potential stall.

• If below 300 ft, DO NOT TURN BACK - land straight ahead and not more than 30^o off from your current direction of travel.

• 300 ft, turn onto appropriate runway or landing area.

 IMPORTANT!

Always make use of full runway length! You need runway in front of you or altitude below you in case of engine failure just after take off!

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The Semi-Circular Rule

 When flying cross-country, pilots need to keep separation from other A/C on the same route. This can be achieved by lateral, or vertical separation.

 When using the Semi-Circle rule, the Altimeter must be set on 1013.2 

FOR VFR FLIGHT – ADD 500 FT

When flying from 360^o to  179^o magnetic uneven levels must be kept at

Thus levels 03, 05, 07, 09 etc.

 When flying from 180^o to 359^o magnetic, even levels must be kept at.

Thus levels 02, 04, 06, 06, 08 etc

 Example: Flying on a magnetic heading 050 in VFR conditions, your level should be either 3500ft (level 035), 5500ft (level 055) etc. with your altimeter set on 1013,2 Hpa

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Exercise 9

STALLING

 This is one of the most important exercises you must master when learning to fly. You must never stall an aircraft inadvertently. Stalls must always be practiced at a safe height above ground. The student must learn to recover from a stall with minimum height loss

The student must learn to instinctively recognise an impending stall situation. She/He must be able to identify, understand and recover from stalls.

Most early flexi wings have very mild stalling characteristics. Some of the new faster Trike wings stall fully i.e. they buffet and may drop a wing or nose sharply requiring much more altitude for recovery. Beware!

Reason for stalling: 

The stall occurs when the angle of attack becomes greater than about 15 degrees, the critical angle. At this angle airflow over the aerofoil can no longer flow smoothly. The airflow begins to separate from the wing resulting in a loss of lift. It is important to understand that angle of attack and not airspeed, is the vital issue.

Symptoms of the stall: Microlights in general and older Trikes in particular have gentle stalling characteristics. This is due to a lot of WASHOUT being built into the wing, and means that the symptoms of the stall in a Trike are harder to detect than in a conventional aircraft. These include:

• Low air speed;

• Buffeting;

• Lack of control;

• Less wind on face and body,

 Types of stall:

(i)    NORMAL STALL - Here there is not much gain or loss in airspeed little height loss and the wings remain level.

(ii)    WHIP STALL - (Hammerhead Stall) - occurs when the bar is pushed forward so quickly that the aircraft pitches violently upward and stalls with a high nose attitude. This manoeuvre is induced the by pilot and is potentially lethal. An example is a steep climb out after a low high-speed pass. If, at the top of the climb out, a gust pushes the nose up even further and the engine fails (perhaps caused by the carb bowls draining) the natural reaction would be to pull the bar in which could result in the wing tucking i.e. going inverted. The correct recovery would be to move the bar to the side and execute a wing over.

A whip stall results in the centre of pressure (lift) moving back to the wing tips causing the Trike to flick inverted.

(iii)            HIGH SPEED STALL - (Accelerated, or "G" Stalls) - if when diving at speed, the bar is suddenly pushed out, the nose will go up, reaching the critical angle, while the aircraft continues on its downward path. It's important to remember that any wing will stall at any speed if the airflow is separated from the aerofoil by exceeding the critical angle of attack.

(iv)             SECONDARY STALL - induced porpoising, can lead to a high-speed or whip stall.

Practising stalls: 

Before practising stalls always do HASELLL checks.

H : Sufficient height-Trike 1000' AGL

A : Airframe-check wheels and wing tips

S : Safety Belts-on

E : Engine - running smoothly and fuel sufficient

L : Location - not over a built up area or near the airfield

L : Landing - have an emergency landing area in gliding distance

L : Lookout - before stalling have a good look all around for air traffic

 Preferably be facing into the wind and out of sun and watch the horizon when stalling to keep straight.

Stalling and flying:

 (i)    SLOW FLIGHT - leam to handle the aircraft at speeds just above the stall. This is important for forced landing in confined spaces.

(ii)   TURNING - beware of stalling during a turn. If a wing drops, spiral descent may follow. The steeper the turn, the higher the stall speed.

(iii)   KINESTHESIA - with time, Microlight pilots develop "seat of the pants" flying capability. This ability to sense a change in the direction and speed of motion is known as kinesthesia and is particularly helpful in warning of an imminent stall.

(iv)   WEIGHT - remember that weight, produced by forces during manoeuvres, increases stalling speed,

RECOVERY FROM STALLS:

 REMEMBER THAT THE OBJECT IS TO RECOVER FROM A STALL WITH MINIMUM HEIGHT LOSS. THE QUICKEST WAY TO RECOVER FROM A STALL IS TO REDUCE ANGLE OF ATTACK I.E. GET THE BAR IN AND THEN COME ON THE THROTTLE.

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