Flight Instructors Training Procedures _revised AIC_x

SAFETY:
Check seats locked in position
Check shoulder harness and straps
tight.
Check sufficient altitude and in correct
G.F. Sector
ENGINE:
Check fuel selected to fullest tank. Fuel
pump on, then off when changing
tanks.
T’s & P’s in green.
Throttle as required.
AIRFRAME
Aircraft configured as required e.g flap,
power, under carriage etc.
LOOKOUT
From wingtip to wingtip & behind the
aircraft in the direction of the turn.
CONTROL INPUTS
• Select a prominent point ahead of A/C
as reference
• Using ailerons in co-ordination with
rudder roll the A/C to the desired angle
of bank and centralize aileron and
rudder. In level turns apply control back
pressure to maintain altitude (without
trimming).
• Monitor instruments for accuracy.
Carry out a combination of visual & instrument
checks
Visual: (From L/H seat)
L/H Turn R/H Turn
Horizon Position Horizon position
EXAMPLE
LEVEL LEFT TURN RIGHT
TURN
MEDIUM
LEVEL TURN 30° AOB
Constant rate of change of direction along
horizon.
Constant angle of bank.
Not climbing: not descending.
Lookout in direction of turn.
INSTRUMENT CHECKS
• Check angle of bank on A/H
Look back at horizon.
• Check balance ball centered
Look back at horizon
• Check VSI & altimeter
Look back at horizon.
MONITOR INSTRUMENTS
ASI A/H AL
T
T/C DI VSI
FLIGHT EXERCISE BRIEFING
EXERCISE 10A
SLOW FLIGHT
*)
ANTICIPATE
DEFINITION: Flight at any airspeed below the normal operating range of the aircraft
HOW IT APPLIES TO FLYING:
7) Maneuvering in the circuit.
8) Going around from an aborted landing approach.
9) Forced landing procedure.
10) Precautionary landing procedure.
11) Engine failure after take off.
12) Short field landing.
13) Sightseeing at low level.
14) Unmanned joining procedure
RP
M
± 10° before reference point.
• Apply co-ordinated aileron and rudder,
• Roll wings level.
• Centralize aileron & rudder.
• Reduce back pressure to avoid climbing
during rollout (4 finger)
• Set power and trim as required.
COMMON FAULTS
• Not centralizing rudder in co-ordination
with aileron (or vice versa).
• Not maintaining AOB accurately –
Decreasing AOB: rate of direction change
slows down.
Increasing AOB: rate of direction change
increases.
• Not maintaining level flight during turn.
• Not anticipating the effect of slipstream &
torque L/H & R/H turns.
• Leading into (and out of) turns using
rudder – ball out.
• Un-co-ordinated aileron / rudder input.
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