Main switch – oFF<\/li>\n<\/ol>\nWell, it was time invite my instructor on board the aircraft. There were few items that I did before\u00a0<\/strong>I went through the further checklist:<\/strong><\/p>\n\n- Put the Hi-Vis vest oFF<\/li>\n
- Adjust my Seat<\/strong> – height<\/em> (by adding cushion) and fore-or-aft<\/em> (by pull the latch under the seat) and inclination (by a knob on the R.H.S of the seat)<\/li>\n
- Connect my headset<\/strong> to the socket on the center pedestal<\/li>\n
- Fasten my seat belt<\/strong><\/li>\n
- Request Start up approval (in case circuit training)
\nAs there are limitation on the number of A\/C in the circuit, my instructor helped me request the start up approval at the last flight – circuit training – “Parafield Gound, TB10, YTN, request startup for circuit training”<\/li>\n<\/ol>\nPre start checklist<\/span><\/p>\n\n- Maintenance Release (MR) – onboard and completed<\/li>\n
- MEL – onboard<\/li>\n
- Flight Manual (FM) – onboard
\n(MEL and FM are placed at the pocket or rank on the L.H.S seat.)<\/li>\n - ATIS
\nRightly, I needed to turn ON<\/strong> the Avionic Master<\/strong> switch;
\nConfirm the frequency on the COM2 STBY is 120.9;
\nSwitch the COM2 “STBY” to “USE”;
\nPress the COM2 SPEAKER;
\nRemember switch ATIS from “USE” to “STBY” after receive the ATIS<\/li>\n- Radio setting
\nCOM1 – Ground 119.9 and Tower 118.7
\nCOM2 – OPS 119.1<\/strong> and ATIS 120.9
\nThe latest frequency can be checked from ERSA (En Route Supplement Australian) and FTA intranet;
\nremember turn the Avionic Master<\/strong> Switch oFF<\/strong><\/li>\n- Nav setting
\nat this stage of training, I have not used that yet<\/li>\n - Annunciator Panel
\npress the “TEST” – all light on that\u00a0stripe should be\u00a0illuminating;
\nRemember turn the Main switch oFF\u00a0<\/strong>– prevent flat battery<\/li>\n- Transponder
\nsquawk 3000 – reference to VFRG and FTA document – in Class D Control Aerodrome;
\nremember the little knob is pointing “SBY” mode<\/li>\n - Assigned Altitude Indicator<\/li>\n
- Departure Brief – CTWO +<\/li>\n
- PAX Brief<\/li>\n
- Main Switch – On<\/li>\n
- Cockpit light – two lights are at the upper of the cockpit – rotate to turn it on\/oFF
\nDay VFR usually check if it works<\/li>\n - Circuit Braker – all in – no pop out<\/li>\n
- Fuel tank –\u00a0select the lowest one – NO need to use the fuel pump – usually<\/span> <\/em>LEFT tank;
\nsome fuel gauge may be not sensitive enough – just flip<\/strong> the fuel gauge few times<\/strong>\u00a0– the reading should be back to previous reading (in the pre-flight check)<\/li>\n- Mixture – full RICH<\/li>\n
- Pitch – full FINE<\/li>\n
- Carby Heat – Cold – most forward<\/strong><\/li>\n
- Flaps – up already;
\nif the indicator of the flaps status is not sensitive – flip the indicator few times<\/li>\n - Nav light – On<\/li>\n
- Autopilot Master – oFF<\/li>\n
- Avionics Master – oFF<\/li>\n
- HSI – SLAVE<\/li>\n
- Park Brake – oN<\/li>\n
- Alternate Static – IN<\/strong> – meaning using normal air intake from the static port at the rear<\/li>\n
- ELT – at LEVEL\u00a0<\/b>position – meaning that is armed<\/li>\n
- Oil temperature
\nGreen range – hot prime – only need one priming;
\nYellow range – cold prime – need three to four priming<\/li>\n - Priming<\/strong>
\nconfirm Throttle at the most aft-ward position;
\nfuel pump – oN;
\nmove the throttle from most aft-ward to forward and back to most aft-ward<\/strong> – this is one priming;<\/strong><\/li>\n- Throttle – set<\/li>\n
- fuel pump – oFF
\n(Fuel pump oFF AFTER <\/span><\/em>the throttle is set!)<\/li>\n- “Clear Prop”<\/strong>
\ncheck and clear the surrounding;
\nspeak out loudly – “CLEAR PROP” – in order to warn others nearby<\/li>\n<\/ol>\nIt’s time to crank the magneto – there are three things needed to remember:<\/p>\n
\n- starting is followed by after start check – no much time to think!<\/li>\n
- Close the door<\/strong> (or at least hold the door) – otherwise the strong slipstream may blow the door upward<\/li>\n
- Push<\/strong> and turn<\/strong> the key
\nMost of us can say that we need to turn the key in order to crank the magneto, but I did not know that the skills – push and turn. Interesting! Practice is always essential in our learning.<\/li>\n<\/ol>\nAfter Start Checklist\u00a0<\/span><\/p>\n\n- RPM check
\nnot too slow or too too high – 1,000 to 1,200 rpm is our desire value<\/strong>;
\nremember that anytime once we stop or hold at a point, make sure the rpm at 1,000 -1,2000;
\nIf the rpm is too slow, the “ALT” light on the advisory panel will be illuminating – this is not good for the engine – too slow rpm means that the Alternator will not be running, then the A\/C will start to drive the power from the battery.<\/li>\n- Oil pressure check
\nif the oil pressure is not going upward to green range – do the idle cut-off<\/li>\n - Alternator – oN<\/li>\n
- Voltmeter – Green range
\nonce the alternator is turned oN, the voltmeter reading should be within the green range within seconds<\/li>\n - Taxi LGT – oN<\/li>\n
- TURN COORD – oN<\/li>\n
- Autopilot pilot Master – oN – but in this stage of training – I kept it at oFF position<\/li>\n
- Avionics Master – oN
\n“How do you read?” – “read 5”;
\nat some flights, the conversion is chopped – I needed to turn the knob on the center panel – tune the “squelch”<\/strong><\/li>\n- Suction gauge – green range
\nIn most the past 10 flights, the reading is merely touch the upper green range – approx. 4.4 inHg<\/li>\n - Navaids – at this stage of learning, I don’t need to do anything related to this item<\/li>\n<\/ol>\n
Request Taxi<\/span><\/p>\n\n- Make sure it is using the “Parafield Ground” (119.9) on the COM1<\/li>\n
- Wait for few second – ensure nobody is making a call – do not interrupt or jam the frequency<\/li>\n
- Press the PTK (Push-to-Talk) BTN, wait – 1, 2, then – “Parafield Ground, TB-10, YTN, Dual, Base of Tower, Received Information F, For western training area, request taxing”<\/li>\n
- Readback – “Run-up bay J, YTN”<\/li>\n<\/ol>\n
In YPPF, there are 3 run-up bay: F, B, J<\/strong> – F is usually allocated for those A\/C to join the circuit while B and J may be used for those A\/C to take off at \u00a003L\/21R. Of coz, I needed to listen to the ATC instruction carefully.<\/p>\nMaking a radio call is interesting at the first time, however, there are many things should be noticed:<\/p>\n
\n- Say<\/strong> the service(frequency) name at the first time contact<\/strong> – e.g Parafield Gound, Parafield Tower<\/li>\n
- Once the connection is established<\/strong>, we can only need to say our Call Sign<\/strong> at the first<\/strong> (OR <\/strong>say our call sign\u00a0at the end in case of readback<\/strong>)<\/li>\n<\/ol>\n
Taxi<\/span><\/p>\n\n- Depress the toe brake – the upper part of the pedal<\/li>\n
- Turn the Park brake oFF – and release the toe brake<\/li>\n
- move the throttle forward – small and smooth movement<\/li>\n
- Once the A\/C start to move – reduce the power a little bit<\/li>\n
- Test the Left brake<\/li>\n
- Test the Right brake
\n(P.s Do not need to stop the aircraft, only need to feel the brake is working)<\/li>\n<\/ol>\nRemember to clear both left and right in every turning<\/strong>;
\nRightly, I stopped the A\/C when I turn from parking area to the taxiway;
\n<\/strong>Also, I kept the A\/C at the walking pace;
\nAt the first time, I applied the toe brake while I wanted to use the rudder – so I learned that – Do not use the power against brake – keep the heel on the ground<\/strong><\/p>\nRun-up bay<\/span><\/p>\n\n- Park into wind<\/strong>
\nfollow the pattern<\/strong>\u00a0OR<\/em> determine the direction by checking the windsock;
\n<\/strong>remember remain enough space<\/em> for taxi out the run-up bay<\/li>\n- Balance<\/strong> the rudder pedal<\/strong>
\nif not, just apply some power in order to move forward a little bit and make both side of rudder pedal are balanced.<\/li>\n- Park brake – oN<\/strong>
\nGive some pressure (Depress) on the toe brake, then Turn the knob to the Right<\/strong> (in case of TB10)<\/li>\n- Switch tank
\nFuel pump – oN;
\nSwitch tank;
\nADF<\/strong> – switch to “ET”<\/strong> mode and “RST”<\/strong> (reset) the timer
\nFuel pump – oFF<\/li>\n- Clear back – prevent no people will be hurt due to the prop stream<\/li>\n
- Give some pressure (Depress) on the toe brake despite of using parking brake<\/li>\n
- Move the throttle (smooth and slow) to 2,000 rpm<\/li>\n
- Pitch check<\/strong>
\nmove the pitch lever smoothly from full forward (FINE) to full backward;
\nonce the RPM dropping, back to full forward immediately
\n(do this twice<\/strong>; and the max. allowable drop is 500 RPM – no drop more than 500 RPM<\/strong>)<\/li>\n- Carby heat test
\nmove the carby heat from full forward (cold) to full backward (hot) – the RPM drop is expected at least 30 RPM<\/li>\n - Suction gauge – should be within the green range<\/li>\n
- Magneto check
\nBOTH to LEFT – “tat-tat” , RPM should drop – then “tat-tat” back to BOTH
\nBOTH to RIGHT – “tat”, RPM should drop – then “tat” back to BOTH
\n(Neither side of magneto is allowed to have a reading that drops more than 175 rpm; and the difference in RPM drop between magnetos must be less than 50 RPM)<\/li>\n - Throttle – idle – full backward
\nRPM drop and the reading is expected between 600-800 RPM while the “ALT” light on the advisory panel should be turned on;
\nremember move the throttle forward to achieve at least 1,000 rpm<\/strong><\/li>\n<\/ol>\nIn the 10 training lessons, I did the pre T\/O check at the run bay as well<\/p>\n
\n- Fuel – confirm selected<\/li>\n
- Trim – Take off position<\/li>\n
- Mixture – full RICH (full forward)<\/li>\n
- Pitch – full FINE (full forward)<\/li>\n
- Flaps – 10 deg flaps\u00a0<\/strong>
\nif the indicator is not sensitive, try to flip the flaps indicator<\/li>\n- Fuel pump – oN<\/li>\n
- Autopilot – at this stage of learning, I do not need it – remain oFF<\/li>\n
- Controls – “full and free”<\/strong> test by the combination of side-to-side and aft-and-fore movement of the control wheel – “full LEFT, full BACK, full RIGHT, full FORWARD, Neutral”<\/strong><\/li>\n
- Instrument
\nASI – there is a knob to set the scale to show the TAS, but I don’t need to do so at this stage of learning;
\nAttitude indicator – make sure the miniature A\/C is same level with the\u00a0horizon bar, half blue and half brown;
\nALT – turn the knob to the current pressure reference datum – in\u00a0millibars (mb)
\nTC – wing level and ball center (balance)
\nHSI<\/strong> – turn the Heading Bug<\/strong> to the T\/O direction – example in YPPF: RWY 03 – turn to 020 \/ RWY 21 – turn to 200;
\nCourse bar<\/strong> to the T\/O direction as well
\nVSI – read zero (0)<\/li>\n- TCAD<\/strong> – turn it ON<\/strong> – it needs few second for warm up, then press the two button\u00a0simultaneously<\/strong> – to the “G” (Ground mode)<\/li>\n
- Clearance – I did not receive the clearance at this step<\/li>\n
- TOSB – emergency situation during T\/O rolling and at the transition of climb<\/li>\n<\/ol>\n
“YTN, request further taxing” – as I made conversion and established the communication with the Ground, so I only needed to say my Call sign and intention.<\/p>\n
After I received the approval about further taxing to holding point, I did the readback procedure and then started to taxi again. Once I arrived the assigned holding point<\/strong>– turn oN the parking brake.<\/p>\nI switched<\/strong> the COM 1 frequency<\/strong> to 118.7 (in case going outside to West TRA) \/ 124.6 (in case going for circuit training) while I set the “STBY” frequency<\/strong> to 130.45 (ADL CENTER) in case that I was going to departure for Western TRA.<\/p>\n“Parafield tower, TB10, YTN, ready for RWY 21R, for SKI departure”<\/p>\n
Usually, you may expect two format of reply:<\/p>\n
\n- Line-up\n
\n- In this case, I replied “Lining up, YTN”<\/li>\n
- Transponder – “ALT” mode<\/li>\n
- Strobe light – oN<\/li>\n
- Pitot heat – oN
\n(P.s There is a “NAV LIGHT” between the “STROBE LIGHT” and “PITOT HEAT”<\/strong>)<\/li>\n- Park brake – oFF<\/li>\n
- ………. Taxi ………..<\/li>\n
- Align the RWY center line
\nUsually, I received the clearance after I aligned the RWY<\/li>\n - “Clear for T\/O RWY 21R, YTN”<\/li>\n
- LDG light – oN
\n(P.s LDG light<\/strong> is turned oN AFTER<\/strong> I obtained the T\/O clearance –<\/strong>\u00a0all SB<\/strong> is oN<\/strong> position)<\/li>\n<\/ol>\n<\/li>\n- Clear for T\/O
\nthis case is more simply:-<\/p>\n\n- “Clear for T\/O RWY 21R, YTN” – do the read back procedure<\/li>\n
- Transponder – “ALT” mode<\/li>\n
- Strobe light- oN<\/li>\n
- Pitot heat – oN<\/li>\n
- LDG light – oN
\n(P.s “tat-tat-tat”<\/strong> – only need to press\u00a0the remain\u00a0the SB is oN – all SB<\/strong> is oN<\/strong> position)<\/li>\n- Park brake – oFF<\/li>\n
- ………. Taxi ………..<\/li>\n
- Align the RWY center line<\/li>\n<\/ol>\n<\/li>\n<\/ol>\n
Take-oFF<\/span><\/p>\n\n- take a look at the windsock<\/li>\n
- RIGHT HAND on Throttle ALWAYS!!!<\/strong><\/li>\n
- full Throttle + Right Rudder
\n(move the throttle smoothly – 1, 2, 3)<\/li>\n - fast check T’s and P’s<\/li>\n
- Lookout – look further away<\/li>\n
- Airspeed<\/li>\n
- Lookout – A.S – Look out – A.S
\n(P.s at this moment, the control wheel should be backward a little bit)<\/li>\n - 65 KT – rotate<\/strong><\/li>\n
- Lookout- Attitude
\n(P.s\u00a0DO NOT set a too high angle!<\/strong>)<\/li>\n- Hold – A.S 80KT<\/strong> – Trim
\n(P.s DO NOT trace the performance…LOOKOUT…SET ATTITUDE~<\/strong>)<\/li>\n- Lookout-Attitude
\n(P.s some instructors told their student to look back the RWY)<\/li>\n - Lookout-Attitude-Performance (ALT, ASI, HSI)
\nThis time should be climbing to 200′<\/strong> (AMSL – in case YPPF)<\/li>\n- Brake<\/li>\n
- Flaps up
\n(pay more attention to look outside when the flaps is retracting – make some correction in backward pressure if necessary)<\/li>\n - POWER – confirm set<\/li>\n
- Lookout-Attitude-Hold-Retrim
\n(Ya…every thing was happening very fast)<\/li>\n - Lookout-Attitude-Performance (ALT, ASI)<\/li>\n
- before 500′ (around 45x’)<\/strong> – LOOKOUT – clear no threat<\/strong><\/li>\n
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