Flight Training Guide

GUIDE TO FLIGHT TRAINING

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SECTION ONE: AIRPORT & RADIO PROCEDURES

1. MOORABBIN AIRPORT

Introduction

Moorabbin Airport is operated by the Moorabbin Airport Corporation for the General
Aviation industry. It is the largest airport of its type in Australia and provides a base for
passenger and cargo transport operations together with flight training schools.

Runways

There are five paved runways served by a network of paved taxiways. A control tower
oversees operations from eight in the morning to nine or ten in the evening. Normally there
are only two runways operating at one time. According to the wind direction a pair of
parallel runways is nominated by the tower. These are 17 Left and Right, 35 Left and Right,
13 Left and Right and 31 Left and Right. All these runways are over 1000 metres long and
the pairs are operated together with take-offs and landing on both runways, however
circuit traffic operates mainly on the easterly runway. The tower uses a different controller
and frequency for each runway. Runway 22 or 04 is used when requested by the pilot for
operational reasons (ie wind is too strong on the other runways).

Taxiing

The Tristar aircraft are parked with easy access to the main taxiway system. By listening to
the automatic terminal information service (ATIS) before taxiing you can find out the
runways in use. There is a ground control frequency for use while taxiing. A run-up bay is
provided for engine run-ups and checks. You can taxi most places on the airport apron, but
you must have a clearance from the Tower to taxi beyond the apron towards the runway
holding points.

Navigation Aids

The Airport has a Non-Directional Beacon (NDB). The NDB can be utilised by aircraft
Airborne Direction Finding Equipment (ADF) to indicate the direction to the airport. The
voice channel also carries the ATIS information. Not all Tristar aircraft are fitted with ADF.

Airport Facilities

There are refuelling facilities on the main airport apron. The AirBP pump is attended during
normal hours and is also available for self-service 24 hours a day under the supervision of a
Tristar instructor. A pilot shop is available for documents, maps and general pilot items on
the corner of Second Avenue and Bundoora Parade.

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2. MOORABBIN FLYING AREA

Moorabbin Control Zone
The Moorabbin Control Zone is a cylinder of airspace above the airport 3 nautical miles
radius and 2500 feet above sea level. It is controlled by the Tower at Moorabbin during
Tower operating hours.

Above the Control Zone lies the Melbourne Controlled Airspace. This extends to the north
of the Moorabbin Control Zone at 2500 feet, but to the south it rises to 4500 feet at the
edge of the Zone. A clearance is required to enter the Melbourne Controlled Airspace.

Aircraft departing Moorabbin should climb to between 1500 and 2000 feet. If heading to
the south, aircraft can climb up to 4500 feet once beyond three miles from Moorabbin.

Aircraft returning to Moorabbin from the south should report at Carrum or General Motors
Holden (GMH) at 1500 feet. They will be given joining instructions and should descend to
1000 feet by the Zone boundary.

Tristar Training Area

Tristar Aviation has a designated training area to the south east of the airport

Areas to be aware of in the training area:

Aerobatic training area: To the east of Cranbourne from 1500 feet to the upper
limit of the Moorabbin training area.
Tooradin ALAs: The airfields to the south of the training area should be avoided
within two nautical miles and up to 2000 feet above sea level.

FLY NEIGHBOURLY PROCEDURES

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3. RADIO PROCEDURES

INTRODUCTION

To be a good radio operator, some knowledge of radio theory is essential. As a pilot you
are not required to maintain or repair radios, but you need to know how they operate to
ensure efficient and correct use. The notes provided are in simple terms, but sufficient for
the flight radio operator requirements.

RADIO WAVE EMISSION

What is a wave? Think of a stone being dropped into the middle of a pond of still water.
When the stone strikes the water, the energy of the falling stone will be converted into a
wave. This wave will radiate out from the centre of the pond.

Radio waves on the other hand are produced by an alternating current being fed though a
transmitting aerial or antenna, the current flow through the aerial will result in an
electromagnetic force field being radiated from the aerial, producing a series of radio
waves.

Radio waves consist of regular variations in the strength of magnetic and electric fields.
They do not require a medium to travel through, thus they can travel through outer space
and even through walls. However, when travelling through dense materials such as the
earth and large buildings, the radio waves are attenuated (weakened).

As well as travelling long distances without becoming attenuated, radio waves have the
advantage of being able to be tuned selectively.

Radio waves can be illustrated as sine waves being radiated out.

The higher the frequency the more waves per second are transmitted and the shorter the
wave length.

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Audio signal
Simple
modulating
wave form
(2 KHz)

- not suitable for transmission

Unmodulated
carrier wave
(300 KHz)

- suitable for transmission

The audio signal is the radio wave which contains the information (the human voice wave).
Since the audio signal is not suitable for transmission, it is modulated (combined) on to a
carrier wave as intelligence.

Modulated
carrier wave
for
transmission
(300 KHz
wave with a 2
KHz
amplitude
modulated
intelligence).

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VHF RADIO

Most aircraft currently in operation are equipped with at least one high quality VHF (very
high frequency) communications radio and some aircraft you may fly may be equipped with
a HF (high frequency) radio system.

VHF refers to a specific band of radio frequencies (30 MHz – 300 MHz). The characteristics
of VHF transmissions allow high quality line-of sight communications between aircraft and
ground stations.

Because VHF is line-of-sight its range will depend on the proximity of the other station and
whether or not there are obstructions between the two stations. As a guide, the following
are approximate ranges of VHF radio between an aeroplane and a ground station.

Aircraft Altitude VHF Coverage

Below 5,000 ft 60 nm
5,000 – 10,000 ft 90 nm (AIP GEN 1.5-9.23)

Each radio communications set will consist of:
 a transmitter
 a receiver
 an aerial

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RADIO SET-UP

The radio set up in the cockpit is connected to:
 speakers and headsets for listening to reception
 the electrical master switch, and possibly an avionics switch to connect the radio to
the power supply
 an audio selector panel to connect the various NAV and COM radio sets to the
speaker or headphones
 a microphone for transmitting

OPERATION OF THE VHF-COM

To obtain maximum use and efficiency from a VHF-COM system, the pilot must understand:
 How to switch the set on
 How to use the audio selector panel
 Correct operation of the microphone
 Correct phraseology, pronunciation and voice control
 Correct procedures to follow if the set does not function properly

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Switching the VHF-COM radio on.

a) Check the master switch ON (and avionic switch if fitted).
b) Switch the radio ON.
c) Select the desired frequency.
d) On the audio panel, select the appropriate radio switch to speaker or phones.
e) Adjust volume and adjust *squelch control to cut out undesired background noise.

If the radio is not fitted with a squelch control, then use the test switch to check the
radio serviceability and to adjust the volume.
f) Check microphone is plugged in correctly.

*Squelch

The squelch function is used to filter unwanted weak signals that cause background noise
(or static). The majority of VHF radios today have an automatic squelch built into the
system.

To adjust the squelch manually:
- turn the squelch up by rotating it clockwise until background noise is heard, then;
- rotate squelch knob anticlockwise until the background noise disappears, or it is at an

acceptably low level

NOTE: If the squelch is turned right down, it may cut the signal we require as well as the
background noise.

A radio which is equipped with an automatic squelch is fitted with a test function. When
the test function is selected, the automatic squelch function is disengaged allowing weak
signals and background noise to be heard. This allows the pilot to ‘test’ the radio and set
the desired volume. If you ever require to listen to a weak signal, this can be achieved by
selecting the test function.

NOTE: Aircraft which are fitted with an electronic intercom system will also have a squelch
function. Refer to the diagram above.

Failure to Establish Communication

a) Follow the procedure detailed in Switching the VHF-COM radio on.
b) Check the circuit breakers or fuses.
c) If using headphones, check to see they are plugged in fully and in the correct socket.
d) Call on a secondary frequency if available.
e) If no contact, try any other ground station, or if appropriate, request another aircraft

to fly.
f) If in the air, then follow COM FAILURE procedures in ERSA/EMG.

Test Procedures

When you want to test your radio, call the appropriate ground station, stating radio check
and the ground station frequency.
The ground station will report your readability using the following scale:

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1 Unreadable
2 Readable now and then
3 Readable but with difficulty
4 Readable
5 Perfectly readable

Example: MOORABBIN GROUND, NOVEMBER KILO LIMA RADIO CHECK, ONE ONE
NINER DAYSEEMAL NINER

NOVEMBER KILO LIMA, MOORABBIN GROUND, READABILITY FOUR

The Microphone

There are two main types of microphone. The boom microphone attached to the headset
worn by the pilot, which has its transmit switch usually on the control column, and the
hand-held microphone which has a transmit switch incorporated on it. Most aircraft are
fitted with both types.

How to Use a Microphone

 Before transmitting, listen out on the frequency to be used to avoid interfering with
other transmissions. If there is someone transmitting do not interrupt.

 Determine what you are going to say before transmitting to reduce radio “chatter”.
 Actuate the press to talk switch before commencing to talk, and do not release until you

have completed your message.
 Speak with the microphone close to your upper lip.
 Speak directly into the microphone.
 Speak a little slower than normal, but at normal volume – do not raise your voice or

shout (the message will distort), and do not whisper.

NOTE: Only one person can transmit at one time. Your radio will continue to transmit as
long as the transmit switch is depressed. At the end of your transmission, ensure that the
transmit switch is released to prevent blocking out other calls.

PRONUNICATION AND VOICE CONTROL

- Pronounce each word clearly (running words together or slurring them makes reception
difficult).

- Do not lower your voice at the end of a transmission.
- Speak slightly slower than normal conversation at an even rate of speech.
- Maintain a constant speaking tone.

RADIO TELEPHONY PHRASES

The important thing in radio communication is that the message gets across efficiently and
is understood by the receiver, hence only the English language is used.
The Phonetic Alphabet

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In transmitting individual letters (aircraft callsign) the phonetic alphabet is used. When
pronouncing them, stress the syllables that are in capital letters.

Letter Word Transmitted as Letter Word Transmitted as

A ALFA ALfah N November no VEM ber
B BRAVO BRAH VO O OSCAR OSS car
C CHARLIE CHAR lee P PAPA Par PAR
D DELTA DELL tah Q QUEBEC Kwe BECK
E ECHO ECK oh R ROMEO ROW me oh
F FOXTROT FOKS trot S SIERRA See AIR rah
G GOLF Golf T TANGO TANG go
H HOTEL hoh TELL U UNIFORM YOU nee form
I INDIA IN dee ah V VICTOR VICK tah
J JULIETT JEW lee ETT W WHISKEY WISS key
K KILO KEY loh X X-RAY ECKS RAY
L LIMA LEE mah Y YANKEE YANG key
M MIKE Mike Z Zulu ZOO loo

The Pronunciation of Numbers

When transmitting single digits, you should use the following words, stressing the syllables
in capitals:

Number Pronunciation

0 ZE-RO
1 WUN
2 TOO
3 THREE
4 FOW-er
5 FIFE
6 SIX
7 SEV-en
8 AIT
9 NIN-er
Hundred HUN-dred
Thousand THOU-SAND

NOTE: Decimal is pronounced as DAY-SEE-MAL

All numbers are transmitted by pronouncing each digit separately (eg. 15 is ONE FIFE,
243 is TWO FOUR THREE), except for:

- Whole hundreds (eg. 600 SIX HUNDRED)
- Whole thousands (eg. 3000 is THREE THOUSAND)
- Combinations of thousands and whole hundreds (5500 is FIFE THOUSAND FIFE

HUNDRED)

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Common Procedural Words and Phrases

Word or Phrase Meaning

AFFIRM Yes, or that is correct.
NEGATIVE No or that is not correct or permission not granted.
CONFIRM Have you, or have I correctly received this message?
APPROVED Permission has been granted.
IMMEDIATELY Only used when something is required immediately.
CONTACT Establish radio contact with…
CORRECTION An error was made in the transmission. The correct
message is…
GO AHEAD Start the transmission of your message.
STAND BY Wait, I will call you. (Do not confuse this with the request
to squawk standby on the transponder).
EXPECT Prepare for likely clearance.
CLEARED Authorised (by ATC) to proceed under the conditions
specified.
RE-CLEARED A change has been made to your last clearance, and this
new clearance supersedes your previous clearance or part
CLEAR FOR TAKE-OFF thereof.
Only used when ATC in the Tower authorises you to take
CLEAR TO LAND off at a controlled aerodrome. (The term take-off is only
used by ATC in this phrase).
TAXI CLEARANCE Only used when Air Traffic Control in the Tower authorises
you to land at a controlled aerodrome.
CLEAR TO TAXI A request from a pilot – prior to taxiing at controlled
aerodromes if a taxi clearance is required.
LINE UP As a response from Air Traffic Control to the above
LINE UP CLEARANCE request – you now have a clearance to taxi.
Clear to taxi onto the runway, but do not take off.
CANCEL Pilot desires to line-up on the runway but is not yet ready
DISREGARD for take-off, eg he may wish to back-track on the runway
and take advantage of using the full runway length for
take-off.
Annul the previously transmitted clearance.
Consider that transmission as not sent.

READY Pilot has completed his pre take-off checks and is in a
RECEIVED position from which he can commence a take-off without
ROGER delay.
Advice to Air Traffic Control or Flight Service that the pilot
has received and understood the specific automatic
terminal information (ATIS) for that particular aerodrome.
I have received all of your last transmission.
Note: Under no circumstances to be used in reply to a
question requiring “READ BACK” or a direct answer in the
affirmative (AFFIRM or NEGATIVE).

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SAY AGAIN Repeat all of your last transmission
SAY AGAIN ALL AFTER Repeat that part of your transmission following the stated
word.
SAY AGAIN ALL BEFORE Repeat all that part of your transmission proceeding the
stated word.
SAY AGAIN WORD Repeat the word following that stated.
AFTER
SAY AGAIN WORD Repeat the word preceding that statement.
BEFORE
I SAY AGAIN Used to precede any part of a repeated transmission, or
part thereof.

THE TRANSPONDER

The transponder enables an Air Traffic Radar Controller to identify a particular aircraft more
readily on his screen. All aircraft operating in controlled airspace that are within radar
coverage, are required to be fitted with a transponder. With aircraft operating outside
controlled airspace and within radar coverage, it is good airmanship to have the
transponder operating. This will allow the controller to provide separation for aircraft
operating under the Instrument Flight Rules.

Transponder Modes

Most transponders are fitted with a function switch which has five positions.

OFF – STBY (standby – ON – ALT (altitude) – TST (test).

 When set to STANDBY the transponder will not transpond, but it will warm up so it is
ready for use.

 When selected to the ON position, it will operate on the code selected in the windows.
The radar controller will know your position while you are in coverage.

 When set to ALT, the radar controller will also know the aircraft’s altitude. This function
is referred to as Mode C.

 If your transponder is being interrogated by a ground station then a small reply-monitor
light on the transponder will flash. The TEST function will cause the monitor light to
illuminate.

NOTE: There is no voice communication with the transponder, although you can talk to the
Air Traffic Controller with VHF-radio.

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Radio Calls associated with the Transponder

Most radio calls involving the transponder usually include the term “squawk…”

Squawk ident : means press the ident button, which will bring up a
special symbol on the radar controllers screen, so
Squawk altitude that he can positively identify your aircraft (this
Squawk normal function should not be operated unless requested by
Squawk standby ATC).
Squawk code…….
: means select mode C
: means activate transponder to ON
: means function switch to the STBY position
: select the code on your transponder. (All codes

must always be read back)

Transponder Codes
Pilots operating in an Australian Flight Region must use the following codes:

Code Use

1200 Civil flights VFR in class E or G Airspace in RIS (Radar Information Service)
3000 Civil flights in A C & D airspace
4000 Civil flights in excess of 15NM offshore
7500 Hijacking in progress
7600 Radio Failure
7700 Emergency

NOTE: When selecting codes, ensure the transponder is set to STANDBY to prevent any
emergency code being activated.

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4. MOORABBIN RADIO PROCEDURES

ATIS

Prior to starting the engine, select 120.9 MHz on the radio. You will be able to listen to the
Aerodrome Terminal Information Service (ATIS). This is a tape loop giving runway in use
and local weather conditions. The first tape of the day is labelled November, the next
Oscar, etc.

A typical ATIS message is as follows:

“Moorabbin terminal information Oscar.
Runways 35
Arrivals and departures west, runway 35 Left, frequency 123.0
Arrivals and departures east, runway 35 Right, frequency 118.1
Wind 350, 15 to 20 knots
QNH 1022
Temperature 20
CAVOK
On first contact with Moorabbin Tower or Ground notify receipt of information
Oscar:

Taxiing

Change frequency to 119.9 MHz. this is the Moorabbin Ground control. Make a call on this
frequency giving your flight details. Remember to listen out on the frequency before
transmitting in case another aircraft is transmitting. The following is a typical call when
going to the training area:

“Moorabbin Ground
Cessna 152 NKL {your aircraft type and callsign} (say – November Kilo Lima)
for the Training Area
Runway 35 Right
Received Oscar
Request Taxi clearance”

The Ground controller will give you taxi instructions; eg
You will then read back ______________________NKL.

Take-Off

At the holding point of the runway, select the appropriate Tower frequency. For eastern
runways and 04/22 use 118.1 MHz. For western runways use 123.0 MHz. Make a call to
Moorabbin Tower advising him that you are ready for take-off. The following is a typical
call:

“Moorabbin Tower
NKR
Ready
Runway 35 Right (say – three five)

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for the Training Area”

The Tower will reply with one of the following calls:

“NKL, Hold Position” - wait at the Holding point
“NKL, Line-up” - line up on the runway and wait
“NKL, Clear for Take-Off” - line up and take-off

You acknowledge with your callsign unless the controller asks you a question.

Hold position NKL (instruction and call sign)
Line up for NKL
Clear for Take-off NKL

Return to Moorabbin

When you wish to return to Moorabbin, fly towards a visual approach point (GMH or
Carrum) and select ATIS on 120.9 or 398 and note the latest information.

When at the reporting point, select the appropriate frequency: GMH – 118.1, Carrum –
123.0. The following is a typical call:

“Moorabbin Tower
Cessna 152 NKL
GMH, 1500 feet (say – one thousand five hundred)
Inbound
Received Papa”

The Tower will reply with instructions on how to join. (Read back, eg runway and all sign).
Acknowledge with your call sign unless he asks you a question.

Downwind

When conducting circuits, make a Downwind call when approaching abeam the upwind end
of the runway. A typical call is:

“Cessna 152 NKL
Downwind
Touch and Go” (or Full Stop)

The controller will reply with instructions. Acknowledge with your callsign unless he asks
you a question. If you have to delay your downwind call because of other aircraft on the
radio then say “Mid Downwind” or “Late Downwind”.

After Landing

When clear of the runway after landing, change to 119.9 and location and request taxi to

apron. The Ground Controller will acknowledge. If you have to cross an active runway then

the Tower will add this into the instructions given to you.

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You must read back the instructions given followed by your callsign, then clear or cross the
runway.

Stay on the Ground frequency until just before engine shutdown.
Remember:

Always listen for a while before transmitting on a new frequency.
Think of what you are going to say before pressing the button.
Have the microphone close to your mouth and do not shout.
Acknowledge instructions crisply and promptly.
If you didn’t understand the tower’s transmission ask him to “Say Again” with
“More Slowly” if required.
If you made a mistake, say “Correction” before transmitting the right message.

Radio Failure Procedure

In the event of a radio failure in the training area, try to resolve the problem by checking
the radio switches and your headset.

Return to Moorabbin by the normal entry points and assume that you can still transmit so
make all the calls as normal but prefixed by “Transmitting Blind”. Keep a very good lookout
and track to overhead the airport at 1500 feet to ascertain the runway in use, (similar to an
overfly procedure).

Join the circuit, descending to 1000 feet on the mid crosswind leg. Fly a normal circuit
pattern making the normal calls keeping clear of other aircraft. Watch the Tower for light
signals and take appropriate action. The light signals used are as follows:

LIGHT SIGNAL MEANING TO AIRCRAFT IN MEANING TO AIRCRAFT ON
FLIGHT AIRFIELD
STEADY GREEN
STEADY RED Authorised to land if pilot Authorised to take-off if pilot
satisfied no collision risk exists satisfied no collision risk exits
GREEN FLASHES Give way to other aircraft and
RED FLASHES Stop
continue circling
WHITE FLASHES Return for landing Authorised to taxi if pilot
satisfied no collision risk exists
Airfield unsafe- do not land
Taxi clear of landing area in
No significance use

Return to starting point on
airfield

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SECTION TWO: AIRCRAFT

1. AIRCRAFT DESCRIPTION

1.1 The Cessna 152 is a high wing, all metal monoplane seating two persons and is
produced by the Cessna Aircraft Company of Wichita, Kansas, U.S.A.

1.2 The all metal surfaces are constructed with alclad and the principal dimensions are:

Span 33’4”

Length 24’1”

Height 8’6”

Track 7’7 ¼ “

A.U.W. 757.5 Kg. (Check approved Flight Manual for each aircraft)

1.3 The tricycle landing gear consists of a tubular spring steel for each main gear and a
steerable nose wheel mounted on an air-oil strut.

Correct pressure for the main wheel tyres is 21 PSI and nose gear tyre is 30 PSI.

1.4 The powerplant is a four cylinder 110 horsepower Avco-Lycoming Model 0-235
engine. It is known as a flat four and is a horizontally opposed air-cooled type of
engine utilisng a wet sump oil system, a dual magneto ignition and an up-draft type
carburetor.

1.5 The aircraft is equipped with a fixed pitch, metal propeller. Refer Figure 2.

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1 Right wing position light 14 Vertical stabiliser (fin)* 27 Pitot tube
(green)
15 Flashing beacon 28 Main landing gear strut
2 Right aileron 16 Tail position light 29 Radio cooling vent
3 Fresh air vent
(white) 30 Static air vent
4 Outside air temperature 17 VOR antenna
gauge 31 Oleo strut
18 Rudder 32 Nose landing gear
5 Right fuel tank cap 19 Left and right horizontal
6 Wing flaps 33 Carburetor air intake
stabiliser* 34 Taxi and landing light
7 Dorsal fin 20 Fuselage 35 Propeller Spinner
8 Rudder trim tab 21 Left aileron 36 Propeller
9 Communications antenna 22 Left position light (red) 37 Engine cowling
10 Left fuel tank cap 23 Wheel fairings 38 Wing
11 Stall warning device 24 Wing strut
12 Elevator trim tab 25 Fuel vent * Components of
13 Left and right elevators* 26 Main landing gear empennage

Figure 1: Aircraft Components 20

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NOTES:
1. Wing span shown with strobe light
installed.
2. Maximum height shown with nose gear
depressed.
3. Wheel base length is 58”.
4. Propeller ground clearance is 12”.
5. Wing area is 160 square feet.
6. Minimum turning radius (*Pivot point to
outboard wing tip) is 24’8”.

Figure 2 – Aircraft Dimensions

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2. FUEL SYSTEM

2.1 The aeroplane may be equipped with either a standard fuel system or long range
system. Both systems consist of tri-vented fuel tanks (one in each wing), a fuel
shutoff valve, fuel strainer, manual primer and carburetor. Refer to Table 1 for fuel
quantity data for both systems.

Table 1: Fuel Quantity Data

FUEL QUANTITY DATA LITRES U.S./GALLONS

TANKS (Capacity per Total Usable Fuel All Total Unusable Fuel Total Fuel Volume

each tank) Flight Conditions

STANDARD 93.1 lts 5.7lts 98.8 lts
49.4 lts 24.5 gals 1.5 gals 26.0 gals
13.0 gals

LONG RANGE 142.5 lts 5.7 lts 148.2 lts
74.1 lts 37.5 gals 1.5 gals 39.0 gals
19.5 gals

Fuel flows by gravity from the two wing tanks to a fuel shutoff valve. With the valve in the
ON position, fuel flows through a strainer to the carburetor. From the carburetor, mixed
fuel and air flows to the cylinders through intake manifold tubes. The manual primer draws
its fuel from the fuel strainer and injects it into the cylinder intake ports. Refer Figure 3.

Fuel system venting is essential to system operation. Blockage of the venting system will
result in a decreasing fuel flow and eventual engine stoppage. Venting is accomplished by
an interconnecting line from the right fuel tank to the left tank. The left tank is vented
overboard through a vent line which is equipped with a check valve, and protrudes from
the bottom surface of the left wing near the wing strut attach point. The right fuel tank
filler cap is also vented.

NOTE

Always verify aircraft fuel quantity by three different methods.

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Figure 3 – Fuel System (Standard and Long Range) 23

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Fuel quantity is measured by two float-type fuel quantity transmitters (one in each tank)
and indicated by two electrically-operated fuel quantity indicators on the lower left portion
of the instrument panel. . An empty tank is indicated by a red line and the letter E. When
an indicator shows an empty tank, approximately 2.85 litres remains in either a standard or
long range tank as unusable fuel. The indicators cannot be relied upon for accurate
readings during skids, slips, or unusual attitudes.

The amount of unusable fuel is relatively small due to dual outlets at each tank. The
maximum unusable fuel quantity, as determined from the most critical flight condition, is
about 5.7 litres total. This quantity was not exceeded by any other reasonable flight
condition, including prolonged 30 second full-rudder sideslips in the landing configuration.
Takeoffs have not been demonstrated with less than 7.6 litres total fuel (3.8 litres per tank).

The fuel system is equipped with drain valves to provide a means for the examination of
fuel in the system for contamination and grade. The system should be examined before the
first flight of every day and after each refueling, by using the sampler cup provided to drain
fuel from the wing tank sumps, and by utilising the fuel strainer drain under an access panel
on the right side of the engine cowling. The fuel tanks should be filled after each flight to
prevent condensation.

When the aeroplane is equipped with long range tanks, it may be serviced to a reduced fuel
capacity to permit heavier cabin loadings. This is accomplished by filling each tank to the
bottom of the indicator on the fuel filler neck. When filled to this level, the tank contains
49.4 litres (46.5 litres usable in all flight conditions).

2.2 Fuel Specification and Grade

Approved Fuel Grades (and Colours)

100LL Grade Aviation Fuel (Blue)

100 (Formerly 100/130) Grade Aviation Fuel (Green)

2.3 Flight Plan Fuel Consumption

23 litres per hour. (Use for flight planning only)

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3. ENGINE OIL SYSTEM

Oil for engine lubrication is supplied from a sump on the bottom of the engine. The
capacity of the engine sump is six quarts (one additional quart is required if a full
fuel flow oil filter is installed). Oil is drawn from the sump through an oil suction
strainer screen into the engine-driven oil pump. From the pump, oil is routed to a
bypass valve. If the oil is cold, the bypass valve allows the oil to bypass the oil cooler
and go directly from the pump to the oil pressure screen (full flow oil filter, if
installed). If the oil is hot, the bypass valve routes the oil out of the accessory
housing and into a flexible hose leading to the oil cooler on the front side of the left
forward engine baffle. Pressure oil from the cooler returns to the accessory housing
where it passes through the pressure strainer screen (full flow oil filter, if installed).
The filter oil then enters a pressure relief valve which regulates engine oil pressure
bypass allowing excessive oil to return to the sump, while the balance of the
pressure oil is circulated to various engine parts for lubrication. Residual oil is
returned to the sump by gravity flow.

An oil filter cap/oil dipstick is located at the rear of the engine on the right side. The
filter cap/dipstick is accessible through an access door in the engine cowling. The
engine should not be operated on less than four quarts of oil. To minimize loss of oil
through the breather, fill to five quarts for normal flights of less than three hours.
For extended flight, fill to six quarts (dipstick indication only). For engine oil grade
and specifications, refer to Section 8 of the Pilots Operating Handbook.

An oil quick-drain valve is available to replace the drain plug in the oil sump drain
port, and provides quicker, cleaner draining of the engine oil. To drain the oil with
this valve installed, slip a hose over the end of the valve and push upward on the
end of the valve until it snaps into open position. Spring clips will hold the valve
open. After draining, use a suitable tool to snap the valve into the extended (closed)
position and remove the drain hose.

After engine start, always check that the pressure moves out of the red within thirty
seconds in summer time and about twice that in very cold weather, otherwise shut
the engine down and investigate.

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4. ELECTRICAL SYSTEM

Electrical energy (see Figure 4) is supplied by a 28 volt, direct current system
powered by an engine driven, 60 amp alternator and a 24 volt, 14 amp hour battery
(or 17 amp hour battery, if installed) located on the right forward side of the
firewall. Power is supplied through a single bus bar; a master switch controls this
power to all circuits, except the engine ignition system, clock, or flight hour recorder
(if installed). The flight hour recorder receives power through activation of an oil
pressure switch whenever the engine is operating, and the clock is supplied with
current at all times. All avionics equipment should be turned off prior to starting the
engine or using an external power source to prevent harmful transient voltages
form damaging the transistors in this equipment.

4.1 Master Switch

The master switch is a split-rocker type switch labeled MASTER, and is ON in the up
position and OFF in the down position. The right half of the switch, labeled BAT,
controls all electrical power to the aeroplane. The left half, labeled ALT, controls the
alternator.

Normally both sides of the master switch should be used simultaneously; however,
the BAT side of the switch could be turned ON separately to check equipment while
on the ground. The ALT side of the switch, when placed in the OFF position,
removes the alternator from the electrical system. With this switch in the OFF
position, the entire electrical load is placed on the battery. Continued operation
with the alternator switch in the OFF position will reduce battery power low enough
to open the battery contactor, remove power from the alternator field, and prevent
alternator restart.

4.2 Ammeter

The ammeter indicates the flow of current, in amperes, from the alternator to the
battery or from the battery to the aeroplane electrical system. When the engine is
operating and the master switch is turned on, the ammeter indicates the charging
rate applied to the battery. In the event the alternator is not functioning or the
electrical load exceeds the output of the alternator, the ammeter indicates the
battery discharge rate.

4.3 Over Voltage Sensor and Warning Light

The aeroplane is equipped with an automatic over voltage protection system
consisting of an over voltage sensor behind the instrument panel and a red warning
light, labeled HIGH VOLAGE, under the ammeter.

In the event an over voltage condition occurs, the over voltage sensor automatically
removes alternator field current and shuts down the alternator. The red warning
light will then turn on, indicating to the pilot that the alternator is not operating and
the battery is supplying all electrical power.

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The over voltage sensor may be reset by turning the master switch off and back on
again. If the warning light does not illuminate, normal alternator charging has
resumed; however, if the light does illuminate again, a malfunction has occurred,
and the flight should be terminated as soon as practical.

The warning light may be tested by momentarily turning off the ALT portion of the
master switch and leaving the BAT portion turned on.

4.4 Circuit Breakers and Fuses

Most of the electrical circuits in the aeroplane are protected by ‘push-to-reset’
circuit breakers mounted under the engine controls on the instrument panel. The
cigar lighter is equipped with a manually-reset type circuit breaker located on the
back of the lighter and fuse behind the instrument panel. Electrical circuits which
are not protected by circuit breakers re the battery contactor closing (external
power) circuit, clock circuit, and flight hour recorder circuit. These circuits are
protected by fuses mounted adjacent to the battery.

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Figure 4: Electrical System

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4.5 Ignition Starter System

Engine ignition is started by two engine driven magnetos, and two spark plugs in
each cylinder. The right magneto fires the lower right and the upper left spark
plugs, and the left magneto fires the lower left and upper right spark plugs. Normal
operation is conducted with both magnetos due to the more complete burning of
the fuel-air mixture with dual ignition.

Ignition and starter operation is controlled by a rotary type switch located on the
left sub-panel. The switch is labeled clockwise, OFF, R, L, BOTH, and START. The
engine should be operated on both magnetos (BOTH position) except for magneto
checks. The R and L positions are for checking purposes and emergency use only.
When the switch is rotated to the spring-loaded START position, (with the master
switch in the ON position), the starter contactor is energized and the starter will
crank the engine. When the switch is released, it will automatically return to the
BOTH position.

4.6 Exterior Lighting

Conventional navigation lights are located on the wing tips and top of the rudder, a
single landing light is installed in the cowl nose cap, and a flashing beacon is
mounted on top of the vertical fin. Additional lighting is available and includes dual
landing/taxi lights in the cowl nose cap and a strobe light on each wing tip. All
exterior lights are controlled by rocker type switches on the lower left side of the
instrument panel. The switches are ON in the up position and OFF in the down
position.

The flashing beacon should not be used when flying through clouds or overcast; the
flashing light reflected from the water droplets or particles in the atmosphere,
particularly at night, can produce vertigo and loss of orientation.

The high intensity strobe lights will enhance anti-collision protection.

However, the strobe lights should be turned off when taxiing in the vicinity of other
aeroplanes, or during night flight through clouds, fog or haze.

4.7 Interior Lighting

Instrument and control panel lighting is provided by flood lighting and integral
lighting. Two concentric rheostat control knobs on the lower left side of the
instrument panel, labeled PANEL LT, and RADIO LT, control the intensity of both
flood and integral lighting.

Instrument and control panel flood lighting consists of a single red flood light in the
forward part of the overhead console. To use the flood lighting, rotate the PANEL LT
rheostat control knob clockwise to the desired intensity.

The radio equipment and magnetic compass have integral lighting. The light
intensity of all integral lighting is controlled by the RADIO LT rheostat control knob.

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A cabin dome light is located in the aft part of the overhead console, and is operated
by a switch on the lower portion of the instrument panel. To turn the light on, place
the switch in the ON position.

A control wheel map light is available and is mounted on the bottom of the pilot’s
control wheel. This light illuminates the lower portion of the cabin just forward of
the pilot and is helpful when checking maps and other flight data during night
operations. To operate the light, first turn on the NAV LIGHTS switch; then adjust
the map light’s intensity with the knurled disc type rheostat control located at the
bottom of the control wheel.

The most probable cause of a light failure is a burned out bulb; however, in the
event of any of the lighting system fails to illuminate when turned on, check the
appropriate circuit breaker has opened (white button popped out), and there is no
obvious indication of a short circuit (smoke or odour), turn off the light switch and
affected lights, reset the breaker, and turn the switch on again. If the breaker opens
again, do not reset it.

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5. FLIGHT CONTROLS

The aeroplanes flight control system consists of conventional aileron, rudder and
elevator control surfaces. The control surfaces are manually operated through
mechanical linkage using a control wheel for the ailerons and elevator, and
rudder/brake pedals for the rudder.

5.1 Trim System

A manually operated elevator trim tab is provided. Elevator trimming is
accomplished through the elevator trim by utilizing the vertically mounted trim
control wheel. Forward rotation of the trim wheel will trim nose-down; conversely,
aft rotation will trim nose-up.

5.2 Wing Flap System

The wing flaps are of the single-slot type and are extended or retracted by
positioning the wing flap switch lever on the instrument panel to the desired flap
deflection setting. The switch lever is moved up or down in a slot in the instrument
panel that provides mechanical stops at the 10o and 20o positions. For flap setting
greater than 10o, move the switch lever to the right to clear the stop and position
desired. A scale and pointer on the left side of the switch lever indicates flap travel
in degrees. The wing flap system circuit is protected by a 15 ampere circuit breaker,
labeled FLAP, on the right side of the instrument panel.

5.3 Control Locks

A control lock is positioned to lock the ailerons and elevator control surfaces in a
neutral position and prevent damage to these systems by wind buffeting while the
aeroplane is parked. The lock consists of a shaped steel rod with a red metal flag
attached to it. The flag is labeled CONTROL LOCK, REMOVE BEFORE STARTING
ENGINE. To install the control lock, align the hole in the top of the pilot’s control
wheel shaft collar on the instrument panel and insert the rod into the aligned holes.
Proper installation of the lock will place the red flag over the ignition switch. In
areas where high or gusty winds occur, a control surface lock should be installed
over the vertical stabilizer and rudder. The control lock and any other type of
locking device should be removed prior to starting the engine.

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6. UNDERCARRIAGE AND BRAKES

6.1 Landing Gear System

The landing gear is of the tricycle type with a steerable nose wheel and two main
wheels. The landing gear may be equipped with wheel fairings. Shock absorption is
provided by the tubular spring-steel main landing gear struts and the air/oil nose
gear shock strut. Each main gear wheel is equipped with a hydraulically actuated
disc-type brake on the inboard side of each wheel. When wheel fairings are
installed an aerodynamic fairing covers each brake.

6.2 Landing Gear - 30 PSI on 5.00-5, 4-Ply Rated Tyre
NOSE WHEEL TYRE PRESSURE

MAIN WHEEL TYRE PRESSURE - 21 psi on 6.00-6, 4-Ply Rated Tyre

NOSE GEAR SHOCK STRUT - Keep filled with MIL-H-5606 hydraulic fluid and
inflated with air to 20 PSI. Do not over inflate.

6.3 Brake System

The aeroplane has a single-disc, hydraulically-actuated brake on each main landing
gear wheel. Each brake is connected, by a hydraulic line, to a master cylinder
attached to each of the pilot’s rudder pedals. The brakes are operated by applying
pressure to the top of either the left (pilots) or right (co-pilot’s) set of rudder pedals,
which are interconnected. When the aeroplane is parked, both main and wheel
brakes may be set by utilizing the parking brake which is operated by the knob on
the lower left side of the instrument panel.

For maximum brake life, keep the brake system properly maintained, and minimise
brake usage during taxi operations and landings.

Some of the symptoms of impending brake failure are: gradual decrease in braking
action after brake application, noisy or dragging brakes, soft or spongy pedals, and
excessive travel and weak braking action. If any of these symptoms appear, the
brake system is in need of immediate attention. If, during taxi or landing roll,
braking action decreases, let up on the pedals and then re-apply the brakes with
heavy pressure. If the brakes become spongy or pedal travel increases, pumping the
pedals should increase braking pressure. If one brake becomes weak or fails, use
the other brake sparingly while using opposite rudder, as required, to offset the
good brake.

6.4 Ground Control

Effective ground control while taxiing is accomplished through nose wheel steering
by using the rudder pedals; left rudder pedal to steer left and right rudder pedal to
steer right. When a rudder pedal is depressed, a spring-loaded steering bungee

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(which is connected to the nose gear and to the rudder bars) will turn the nose
wheel through an arc of approximately 8.5o each side of the centre. By applying
either left or right brake, the degree of turn may be increased up to 30o each side of
centre.

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7. ENGINE CONTROLS

7.1 Throttle
Engine power is controlled by a throttle located on the lower centre portion of the
instrument panel. The throttle operates in a conventional manner; in the full
forward position, the throttle is open, and in the full aft position it is closed. A
friction lock, which is a round knurled disc, is located at the base of the throttle and
is operated by rotating the lock clockwise to increase friction or counterclockwise to
decrease it.

STARTING ENGINE
During engine starting open the throttle approximately 1 cm. In warm weather, one
stroke of the primer should be sufficient. In temperatures near freezing up to 3
strokes of the primer may be necessary. As the engine starts, slowly adjust the
throttle as required for 1200 rpm.

NOTE

The carburettor used on this aeroplane does not
have an accelerator pump; therefore, pumping of
the throttle MUST BE AVOIDED DURING STARTING
because doing so will only cause excessive leaning.

Weak intermittent firing followed by puffs of black smoke from the exhaust stack
indicates over priming or flooding. Excess fuel can be cleared from the combustion
chambers by the following procedure: set the mixture control in the idle cut-off
position, the throttle full open, and crank the engine through several revolutions
with the starter. Repeat the starting procedure without any additional priming.

If the engine is under primed (most likely in cold weather with a cold engine) it will
not fire at all, and additional priming will be necessary.

After starting, if the oil gauge does not begin to show pressure within 30 seconds in
the summertime and about twice that long in very cold weather, stop the engine
and investigate. Lack of oil pressure can cause serious engine damage. After
starting, avoid the use of carburetor heat unless icing conditions prevail.

MAGNETO CHECK

The magneto check should be made at 1700 RPM as follows: Move the ignition
switch first to R position and note RPM. Next move switch back to BOTH to clear

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the other set of plugs. Then move switch to L position, note RPM on either magneto
or show greater than 50 RPM differential between magnetos. If there is a doubt
concerning operation of the ignition system, RPM checks at higher engine speeds
will usually confirm whether a deficiency exists.

An absence of RPM drop may be an indication of faulty grounding of one side of the
ignition system or should be cause for suspicion that the magneto timing is set in
advance of the setting specified.

ALTERNATOR CHECK

Prior to flights where verification of proper alternator and voltage regulator
operation is essential (such as night or instrument flights), a positive verification can
be made by loading the electrical system momentarily (3 to 5 seconds) with loading
light, or by operating the wing flaps during the engine run-up (1700 RPM). The
ammeter will remain within a needle width of its initial position of the alternator
and voltage regulator are operating properly.

TAKE-OFF POWER CHECK

It is important to check full-throttle operation early in the take-off run. Any sign of
rough engine operation or sluggish engine acceleration is good cause for
discontinuing the takeoff. If this occurs, you are justified in making a thorough full-
throttle static runup before another takeoff is attempted. The engine should run
smoothly and turn approximately 2280 to 2380 RPM with carburetor heat off and
mixture leaned to maximum RPM.

Full throttle runups over loose gravel are especially harmful to propeller tips. When
takeoffs must be made over a gravel surface it is very important that the throttle be
advanced slowly. This allow the aeroplane to start rolling before high RPM is
developed and the gravel will be blown back of the propeller rather than pulled into
it. When avoidable small dents appear in the propeller blades they should be
immediately corrected as described in Section 8 under Propeller Care of the Pilots’
Operating Handbook.

Prior to takeoff from fields above 3000 feet elevation the mixture should be leaned
to give maximum RPM in a full throttle, static runup.

After full throttle is applied, adjust the throttle friction lock clockwise to prevent the
throttle from creeping back from a maximum power position. Similar friction lock
adjustment should be made as required in other flight conditions to maintain fixed
throttle setting.

7.2 Fuel Mixture Control

The mixture control, mounted above the right corner of the control pedestal, is a
red knob with raised points around the circumference and is equipped with a lock
button in the end of the knob. The rich position is full forward, and full aft is the idle

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cut-off position. For small adjustments, the control may be moved forward by
rotating the knob clockwise, and aft by rotating the knob counterclockwise. For
rapid or large adjustments, the knob may be moved forward or aft by depressing
the lock button in the end of the control, and then positioning the control as
desired.

The fuel mixture control should be used to maintain the proper ratio of air and fuel
when operating the engine within its cruising range at altitudes above 1000 feet.
When cruising at altitudes above 1000 feet adjust the mixture by moving the control
toward the lean position until a slight drop in RPM is perceptible, then ease the
control slightly in, towards the rich position, until maximum engine RPM is obtained.
Too lean a mixture will result in over-heating with subsequent damage to the
engine. Care should be taken to readjust the control for each change in throttle
settings, and particularly to return the mixture control to the FULL RICH position
prior to a descent to a lower or an approach for landing.

When flying at full throttle or high RPM setting at altitudes less than 5000 feet FULL
RICH mixture should be used at all times.

IMPORTANT: Do not lean the mixture unless an increase
in engine RPM results.

An IDLE CUT OFF is also incorporated, which will come into action when the mixture
control is pulled out to its fullest extended position. The idle cut off must always be
used to stop the engine.

The mixture control is fitted with a locking lever to prevent creep of the mixture
control. The locking lever is effective only in the leaning operation and must be
depressed while pulling the mixture control out. This operation can be
accomplished with one hand by using the thumb to press the locking lever in and
the index and middle finger to pull the control out.

Pushing the mixture control in towards the full rich position is not affected by the
locking device.

7.3 The Carburetor Air Heat Control

The carburetor air heat control operates the carburetor air intake butterfly valve
which proportions hot and cold air coming into the carburetor. Pulling the control
out gradually will progressively provide more heated air while pushing the control
all the way in will provide cold air only.

7.4 Ignition-Starter System

Engine ignition is started by two engine driven magnetos and two spark plugs in
each cylinder. The right magneto fires the lower right and the upper left spark

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plugs, and the left magneto fires the lower left and upper right spark plugs. Normal
operation is conducted with both magnetos due to the more complete burning of
the fuel-air mixture with dual ignition.

Ignition and starter operation is controlled by a rotary type switch located on the
left sub-panel. The switch is labeled clockwise, OFF, R, L BOTH, and START. The
engine should be operated on both magnetos (BOTH position) except for magneto
checks. The R and L positions are for checking purposes and emergency use only.
When the switch is rotated to the spring-loaded START position, (with the master
switch in the ON position), the starter contactor is energised and the starter will
crank the engine. When the switch is released, it will automatically return to the
BOTH position.

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8. INSTRUMENTATION

8.1 Pitot-Static System and Instruments

The pitot-static system applies ram air pressure to the airspeed indicator and static
pressure to the airspeed indicator, rate-of-climb indicator and alternator. The
system is composed of either an unheated or heated pitot tube mounted on the
lower surface of the left wing, an external static port on the lower left side of the
forward fuselage, and the associated plumbing necessary to connect the
instruments to the sources.

The heated pitot system consists of a heating element in the pitot tube, a rocker-
type switch labeled PITOT HT on the lower left side of the instrument panel, a 15
amp circuit breaker under the engine controls on the instrument panel, and
associated wiring. When the pitot heat switch is turned on the element in the pitot
tube is heated electrically to maintain proper operation in possible icing conditions.
Pitot heat should be used only as required.

AIRSPEED INDICATOR

The airspeed indictor is calibrated in knots. Limitation and range markings include
the white arc (35 to 85 knots) , green arc (40 to 110 knots), yellow arc (111 to 149
knots) and a red line (149 knots).

If a true airspeed indictor is installed it is equipped with a rotatable ring which works
in conjunction with the airspeed indicator dial in a manner similar to the operation
of a flight computer. To operate the indicator, first rotate the ring until pressure
altitude is aligned with outside air temperature in degrees Fahrenheit. Pressure
altitude should not be confused with indicated altitude. To obtain pressure altitude,
momentarily set the barometric scale on the altimeter to 1013 mb and read
pressure altitude on the altimeter. Be sure to return the altimeter barometric scale
to the original barometric setting after pressure altitude has been obtained. Having
set the ring to correct for altitude and temperature, read the true airspeed shown
on the rotatable ring by the indicator pointer. For best accuracy, the indicated
airspeed should be corrected to calibrated airspeed by referring to the Airspeed
Calibration chart in Section 5 of the Pilots Operating Handbook. Knowing the
calibrated airspeed on the ring opposite the calibrated airspeed.

VERTICAL SPEED INDICATOR

The vertical speed indicator depicts aeroplane rate of climb or descent in feet per
minute. The pointer is actuated by atmospheric pressure changes resulting from
changes of altitude as supplied by static source.

ALTIMETER

Aeroplane altitude is depicted by a barometric type altimeter. A knob near the
lower left portion of the indicator provides adjustment of the instrument’s
barometric scale to the current altimeter setting.

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8.2 Vacuum System and Instruments

An engine driven vacuum system (see Figure 5) is available and provides the suction
necessary to operate the artificial horizon and directional indicator. The system
consists of a vacuum pump mounted on the engine, a vacuum relief valve and
vacuum system air filter on the aft side of the firewall below the instrument panel,
and instruments (including a suction gauge) on the left side of the instrument panel.

ARTIFICIAL HORIZON

An artificial horizon is available and gives a visual indication of flight attitude. Bank
attitude is presented by a pointer at the top of the indicator relative to the bank
scale which has index marks at 10o, 20o, 30o, 60o, and 90o either side of the centre
mark. Pitch and roll attitudes are presented by a miniature aeroplane in relation to
the horizontal bar. A knob at the bottom of the instrument is provided for in-flight
adjustment of the miniature aeroplane to the horizon bar for a more accurate flight
attitude indication.

DIRECTIONAL INDICATOR

A directional indicator is available and displays aeroplane heading on a compass
card in relation to a fixed simulated aeroplane image and index. The directional
indicator will precess slightly over a period of time. Therefore, the compass card
should be set in accordance with the magnetic compass just prior to takeoff, and
every 15 minutes during flight. A knob on the lower left edge of the instrument is
used to adjust the compass card to correct for any precession.

SUCTION GAUGE

A suction gauge is located on the left side of the instrument panel when the
aeroplane is equipped with a vacuum system. Suction available for operation of the
attitude indicator and directional indicator is shown by this gauge, which is
calibrated in inches of mercury. The desired suction range is 4.6 to 5.4 inches of
mercury. A suction reading below this range may indicate a system malfunction or
improper adjustment, and in this case, the indicators should not be considered
reliable.

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Figure 5: Vacuum System

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8.3 Stall Warning System

The aeroplane is equipped with a pneumatic-type stall warning system consisting of
an inlet in the leading edge of the left wing, an air operated horn near the upper left
corner of the windshield and associated plumbing. As the aeroplane approaches a
stall, the low pressure on the upper surface of the wings moves forward around the
leading edge of the wings. This low pressure creates a differential pressure in the
stall warning system which creates a differential pressure in the stall warning system
which draws air through the warning horn resulting in an audible warning at 5 to 10
knots above stall in all flight conditions.

The stall warning system should be checked during preflight inspection by placing a
clean handkerchief over the vent opening and applying suction. A sound from the
warning horn will confirm that the system is operative.

8.4 Engine Instruments

Engine operation is monitored by the following instruments: oil pressure gauge, oil
temperature gauge and a tachometer.

The oil pressure gauge, located on the sub-panel, is operated by oil pressure. A
direct pressure oil line from the engine delivers oil at engine operating pressure to
the oil pressure gauge. Gauge markings indicate that minimum idling pressure is 25
PSI (red line), the normal operating range is 60 to 90 PSI (green arc) and maximum
pressure is 100 PSI (red line).

Oil pressure is indicated by a gauge located on the sub-panel. The gauge is operated
by an electrical-resistance type temperature sensor which receives power from the
aeroplane electrical system. Oil temperature limitations are the normal operating
range (green arc) which is 38oC (100oF) to 118oC (245oF), and the maximum (red
line) which is 118oC (245oF).

The engine-driven mechanical tachometer is located near the upper centre portion
of the instrument panel. The instrument is calibrated in increments of 100 RPM and
indicates both engine and propeller speed. An hour meter below the centre of the
tachometer dial records elapsed engine time in hours and tenths. Instrument
markings include a normal operating range (green arc) of 1900 to 2500 RPM, and a
maximum (red line) of 2550 RPM.

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9. HANDLING

NOTE

Visually check aeroplane for general condition during walk-
around inspection. In cold weather, remove even small
accumulations of frost, ice or snow from wing, tail and
control surfaces. Also, make sure that the control surfaces
contain no internal accumulations of ice or debris. Prior to
flight, check that pitot heater (if installed) is warm to touch
within 30 seconds battery and pitot heat switches on. If a
night flight is planned, check operation of all lights, and
make sure a flashlight is available.

Figure 6: Preflight Inspection 42

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1. AUTHORISATION

All proposed flights must be authorized before the commencement of that flight.

2. PREFLIGHT INSPECTION

1 CABIN

1. Control Wheel Lock - REMOVE
2. Ignition Switch - OFF/KEYS OUT
3. Master Switch - ON
4. Fuel Quantity Indicators - CHECK QUANTITY
5. FULLY EXTEND FLAPS
6. Master Switch - OFF
7. Fuel Shutoff Valve - ON

2 EMPENNAGE

1. Rudder Gust Lock - REMOVE
2. Tail Tie Down - DISCONNECT
3. Control Surfaces - CHECK freedom of movement and security

3 RIGHT WING TRAILING EDGE

1. Flap - CHECK condition and security
2. Aileron - CHECK freedom of movement and security

4. RIGHT WING

1. Wing Tie Down - DISCONNECT
2. Main Wheel Tyre - CHECK for proper inflation
3. Before first flight of the day and after each refueling, use sampler cup

and drain small quantity of fuel from fuel tank sump quickdrain valve
to check for water, sediment, and proper fuel grade.
4. Fuel Quantity - CHECK VISUALLY for desired level
5. Fuel Filler Cup - SECURE

5. NOSE Engine Oil Level - CHECK, do not operate with less than four quarts.
1. Fill to six quarts for extended flight.
2. Before first flight of the day and after each refueling, pull out the
strainer knob for about four seconds to clear fuel strainer of possible
Section 2: Aircraft water and sediment. Check strainer drain closed. If water is
observed, the fuel system may contain additional water, and further
draining of the system at the strainer, fuel tank sumps, and fuel line

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drain plug will be necessary.
3. Propeller and Spinner - CHECK for nicks and security.
4. Carburetor Air Filter - CHECK for restrictions by dust or other foreign

matter.
5. Landing Light(s) -- CHECK for condition and cleanliness.
6. Nose Wheel Strut and Tyre - CHECK for proper inflation.
7. Nose Tie-Down - DISCONNECT.
8. Static Source Opening (left side of fuselage) - CHECK for blockage.

6. LEFT WING

1. Main Wheel Tyre - CHECK for proper inflation.
2. Before first flight of the day and after each refueling use sampler cup

and drain small quantity of fuel from fuel tank sump quickdrain valve
to check for water, sediment and proper fuel grade.
3. Fuel Quantity - CHECK VISUALLY for desired level.
4. Fuel Filler Cap - SECURE.

7. LEFT WING Leading Edge

1. Pitot Tube Cover - REMOVE and check opening for blockage.
2. Stall Warning Opening - CHECK for blockage. To check the system,

place a clean handkerchief over the vent opening and apply suction;
a sound from the warning horn will confirm operation.
3. Fuel Tank Vent Opening - CHECK for blockage
4. Wing Tie Down - DISCONNECT.

8. LEFT WING Trailing Edge 44

1. Flap - CHECK condition and security.
2. Aileron - check freedom of movement and security.

3. PRE START

Hatches and harnesses……………………………..Secure
Fuel selector…………………………………………………..On
Elevator Trim…………….…….Through range, set t/o
Mixture………………………………………………Idle cut off
Throttle……………………………………………………..Closed
Carburetor heat………………………………………..…..Off
Switches…………………………………………………….…..Off
Park brake………………………………………………………Set
Instruments……………………………....Checked and set
Avionics…………………………………………………………..Off
Master switch………………………………………….……..On
Circuit breakers………………………………………………..In
Controls…………………………..full & free, correct use

Section 2: Aircraft

GUIDE TO FLIGHT TRAINING

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4. START CHECKS

Mixture……………………………………………...………….rich
Throttle…………………………………………………………..set
Prime………………………………………………...as required
Lookout………………………………….………………..all clear
Magnetos……………………………………………….…….start

5. AFTER START

Oil Pressure…………………………green within 30 secs
Ammeter…………………………………….positive change
Suction………………………………..…………..within limits
Gryo instruments……………………erection and sync.
Avionics………………………………………………….………on
Beacon……………………………………………………………on

6. TAXIING (Refer Figure 7)

1. Check A.T.I.S., (adjust volume as required) give taxiing call.
2. After radio communication established:

Check ALL CLEAR, CLOSE THROTTLE, and then PARKING BRAKES OFF.
Start taxiing slowly till clear of restricted area.
3. When clear of parking area, check brakes.
4. Minimise use of brakes and use steerable nose-wheel for turning.
5. While taxiing check full and correct movement of rudder.

Section 2: Aircraft 45

GUIDE TO FLIGHT TRAINING

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NOTE

Strong quartering tail winds require caution. Avoid sudden bursts
of the throttle and sharp braking when the aeroplane is in this attitude.
Use the steerable nose wheel and rudder to maintain direction.

Figure 7: Taxiing Diagram

Section 2: Aircraft 46

GUIDE TO FLIGHT TRAINING

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7. PRE RUN-UP CHECKS

Park brake……………………………………………………..set
Oil temp & pressure…………………………….green arc

8. RUN-UP CHECKS

Throttle……………………………………..set 1700 RPM
Oil temp & pressure…………………………green arc
Magnetos…………………………..……left, right, both
Carburetor heat……………….…………on then off
Ammeter…………………………………positive charge
Suction………………………………………..4’5”-5’4” Hg
Slow idle……………………….….then set 1000 RPM

9. PRE T/O VITAL ACTIONS

T …………………trim set, throttle friction adjusted
M …………………………………………….…..mixture rich
P ……………………………….….…primer in and locked
F ……………...fuel on, contents checked, flaps set
I ……………….………..instruments checked and set
S ……………………………….……switches, as required
C ……………....controls - full & free, correct sense
H ……………..…………hatches & harnesses - secure

10. PRE LINE UP CHECKS

F ……………………………………..………..flaps checked
I …………………….…instruments, DI to runway leg
S …………………………………….switches as required
T …………………………….……..transponder – to ALT

88
11. AFTER T/O CHECKS

Flaps…………………………………………………retracted
Power ………………………………………………..checked
Oil temp & pressure……………………….…green arc

Section 2: Aircraft 47

GUIDE TO FLIGHT TRAINING

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12. TAKEOFF

Normal Takeoff

1. Wing Flaps – 0’ – 10’
2. Carburetor Heat - COLD
3. Throttle - FULL OPEN
4. Elevator Control - LIFT NOSEWHEEL at 50 KIAS
5. Climb Speed - 65-75 KIAS
6. Check oil pressure (green arc), suction (green) and ammeter (charging)

Short Field Takeoff

1. Wing Flaps - 10’
2. Carburetor Heat - COLD
3. BRAKES - APPLY
4. Throttle - FULL OPEN
5. Mixture - rich (above 3000 feet, LEAN to obtain maximum RPM)
6. Brakes - RELEASE
7. Elevator Control - SLIGHTLY TAIL LOW
8. Climb Speed - 54 KIAS (until all obstacles cleared)
9. Wing Flaps - RETRACT slowly after reaching 60 KIAS

13. ENROUTE CLIMB

1. Airspeed – 70-80 KIAS

NOTE
If a maximum performance climb is necessary,
use speeds shown in the Rate of Climb chart in
Section 5 of the Pilots Operating Handbook or
Section 17 of this Handbook.

2. Throttle - FULL OPEN
3. Mixture - RICH below 3000 feet, LEAN for maximum RPM above 3000 feet

14. CRUISE

1. Power - 1900 to 2550 RPM (no more than 75%)
2. Elevator Trim - ADJUST
3. Mixture - LEAN

Section 2: Aircraft 48

GUIDE TO FLIGHT TRAINING

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15. BEFORE LANDING – PRE LANDING CHECKS

S……………………………………………speed below xxx
B……………….…….brakes, check pressure and off
U.…………………..undercarriage down and locked
M……………………………………………..….mixture rich
F…………………………………..fuel contents checked
H………………………….hatches & harnesses secure

16. LANDING

Normal Landing

1. Airspeed - 60-70 KIAS (flaps up)
2. Wing Flaps - AS DESIRED (below 85 KIAS)
3. Airspeed - 55-65 KIAS (flaps DOWN)
4. Touchdown - MAIN WHEELS FIRST
5. Landing Roll - LOWER NOSE WHEEL GENTLY
6. Braking - MINIMUM REQUIRED

Short Field Landing

1. Airspeed - 60-70 KIAS (flaps up)
2. Wing Flaps - 30’ (below 85 KIAS)
3. Airspeed - MAINTAIN 54 KIAS
4. Power - REDUCE to idle as obstacle is cleared
5. Touchdown - MAIN WHEELS FIRST
6. Brakes - APPLY HEAVILY
7. Wing Flaps - RETRACT

17. BAULKED APPROACH

1. Throttle - FULL OPEN
2. Carburetor Heat - COLD
3. Wing Flaps - RETRACT to 20’
4. Airspeed -55 KIAS
5. Wing Flaps - RETRACT (slowly)

Section 2: Aircraft 49

GUIDE TO FLIGHT TRAINING

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18. AFTER LANDING CHECKS

Flaps……………………………………………………..retract
Carburetor heat…………………………………...…..off
Transponder ……………………………………………STBY
Radio……………………………………………………to SMC

19. SHUTDOWN

Park brake……………………….…………………………set
Throttle……………………………………….set 1000 rpm
Avionics…………………………………………………..….off
Beacon ……………………………………………………….off
Magnetos……………………………check for rpm drop
Temp and pressure…………………………..green arc
Mixture………………………………….………idle cut off
Throttle …………………………………………..…..closed
Magnetos …………………………………….……………off
Master…………………………………………………..…..off
Park brake………………………release if tying down

20. OPERATING LIMITATIONS

1. Maximum Certified Weights

Takeoff: 1670 lbs (757 kgs)
Landing: 1670 lbs (757 kgs)

Weight in Baggage Compartment:

Baggage Area 1 (or passenger on child’s seat)
- Station 50 to 76: 120 lbs (54.4kgs)
See note below.

Baggage Area 2 – Station 76 to 94: 40 lbs (18 kgs)

NOTE 50
The maximum combined weight capacity for
baggage areas 1 & 2 is 120 lbs (54.4 kgs)

Section 2: Aircraft