FSM

FLIGHT
STANDARDS
MANUAL
(FSM)
PA28-161 Warrior
PA44-180 Seminole
COMPILED BY
CAPT. ANDREW BROWN
CHIEF FLYING INSTRUCTOR
JAN 2014
FLIGHT STANDARDS MANUAL

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Malaysian Flying Academy

Flight Standards Manual
PREPARED BY:
Capt. Andrew Bernard Brown Chief Flying Instructor
APPROVED BY:
Capt. Stephen Michael Terry Principal
APPROVED BY:
Department of Civil Aviation Malaysia
CAPT. ZULKIFLI BIN ABDUL HADI
Assistant Director
Flight Operation Sector
Department Of Civil Aviation
Malaysia
FOR TRAINING PURPOSES ONLY (MFA)

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INTRODUCTION
This Flight Standards Manual is a combination of a Student Study Guide and Standard Operating
Procedure (SOP) and describes various normal and emergency procedures to be followed by all MFA
pilots. These procedures are established assuming all systems operate normally. When used in
conjunction with the Pilots Operating Handbook, this publication provides the necessary information
for safe and effective operations. However, they are not a substitute for sound judgement.
Note:
This Flight Standards Manual (FSM) does not replace the POH.
Compound emergencies, available facilities, adverse weather, terrain, or considerations affecting the
lives and property of others may require modification of these procedures. Read this FSM from cover
to cover and apply the knowledge where appropriate. This is your responsibility.
Pilots will comply with the procedures set forth in this manual while operating aircraft in accordance
with Malaysian DCA regulations.
SECTION
LOCAL PROCEDURES
This section describes all local MFA procedures not otherwise covered
elsewhere in this manual for both the single and twin engine aircraft.
SECTION
II
MANOEUVRES
This section describes the procedures to be used while conducting flight
training operations both the single and twin engine aircraft.
SECTION
III
CHECKLISTS
This section gives the checklists for both the single and twin engine aircraft
for normal and emergency operations. Additionally it also gives an
explanation where applicable for the checklist items.
SECTION
IV
SUPPLEMENTS
DEFINITION OF TERMS:
Throughout the text, warnings, cautions and notes pertaining to aircraft handling and operations is
utilised. These adjuncts to the text are used to highlight or emphasise important points.
Note:
Calls attention to additional procedures, or information pertaining to the text.
Caution:
Calls attention to methods, procedures, or limits which must be followed to avoid

damage to equipment.
Warning:
Calls attention to methods, procedures, or limits which must be followed precisely to

avoid injury or death to persons.
Note: All diagrams in this manual are not to scale.
Capt. Steve Michael Terry

Principal
Malaysian Flying Academy

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PROCEDURE FOR AMENDMENT

All amendments will be issued by the Chief Instructor. On occasion amendments of an urgent nature
will be published and these will be inserted in the Instructions for Students and / or on the Flight
Operations Notice Board. These changes to the FSM will then be incorporated at the next amendment.
RECORD OF AMENDMENTS
Amendment
No.
0
Sections
Amended
ALL
Description
First Edition
Date
Jan 14
INDICATION OF AMENDMENT:
When there is an amendment, the pertinent paragraph will have a vertical bar in the left margin
indicating that there is a change on that part of the paragraph / section. In the next amendment and if
nothing has changed in that paragraph / section, then the vertical bar will be removed. Changes in
capitalisation, spelling & punctuation or the physical location of material on the page will not be
identified.
All pages where there has been an amendment on that page, the date in the header will change.
Additionally the list of effective pages will be amended. The date on the cover will change with every
amendment. Pilots are to ensure they are using the most up to date FSM version for all operations. Out
of date FSMs versions are not to be used and are to be destroyed.
Section:
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DISTRIBUTION LIST
Copy
MFA Management, Library

& DCA
Copy
MFA Instructors
01
Principal
10
Instructor
02
Chief Instructor (CI)
11
Instructor
03
Chief Flying Instructor A (CFI A)
12
Instructor
04
Chief Flying Instructor B (CFI B)
13
Instructor
05
Chief Flying Instructor Spare
14
Instructor
06
Standards Officer (SO)
15
Instructor
07
Flight Safety Officer (FSO)
16
Instructor
08
MFA Library
18
Instructor
09
DCA - Malaysia
19
Instructor
20
Instructor
21
Instructor
22
Instructor
23
Instructor
24
Instructor
25
Instructor
26
Instructor
27
Instructor
28
Instructor
29
Instructor
30
Instructor
Note: All FSMs issued will be in softcopy PDF format except that the MFA Principal and Malaysian
DCA will hold hard copies 01 and 09 respectively.

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TABLE OF CONTENTS
Section
I
Topic
Page
LOCAL PROCEDURES
Normal Operations
Flight Preparation .....1.2
Aircraft Documentation & Equipment ..... 1.2
Duties of the Duty Instructor 1.3
Performance Standards ..1.3
Supervised Solo .. 1.4
Prioritising of Training Sorties . 1.4
Logging of Flight Hours ...1.4
Sortie Times . 1.5
Passenger Briefing .. 1.5
Standard Performance Settings .1.6
Surface Manoeuvring
Start Up Drill 1.7
Engine Starting & Parking1.7
Use of External Lights ..1.8
Light Signals to Marshallers (Night) ..1.8
Refuelling ...1.8
Running Changes .. 1.9
Taxi ..1.9
Pre-Take-off Checks ....1.10
Take-off & Departure Brief ..... 1.10
Take-Off Procedures
Line Up ................................. 1.12
Verbal Callouts During Take-off ............................ 1.12
Abandoned Take-Off .1.13
Early Turn onto Crosswind 1.13
Circuit Patterns ... 1.13
Change of Runway Procedure 1.14
Departures
Departure Procedures ...... 1.15
Position Reports ....1.15
Training Area
Training Area Procedures . 1.16
Visual Reporting Points (VRP) 1.16
Arrivals
Arrival Briefing ......1.17
Arrival Procedures ....1.17
Landing Procedures
Target Approach Speeds .. 1.18
Finals Checklist / 4 Considerations ...1.18
Aiming Points & Touchdown Zone .. 1.18

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Stop & Go ...1.18

Expedite / Fast Taxi .. 1.19
Asymmetric Briefing ..1.19
Navigation
Map Preparation ..... 1.20
Flight Log ...1.20
Calculating Minimum Fuel .. 1.21
Student Responsibilities ..... 1.22
VFR Departure 1.22
Cruise Check ....................................1.22
VFR Arrival 1.22
Cycle of Activity........................................ 1.23
VFR Map Reading ................................1.23
Turning Point ....... 1.23
Radio Procedures .1.24
Meteorological Minima ..1.24
VFR Flight & Cloud .... 1.24
Airmanship
Lookout ......................................1.26
Orientation .1.26
Flap / Gear Selection .... 1.26
Transponder . 1.26
Number Radio Phraseology ..
1.26
Common R/T Terminology ..... 1.27
Practice EFATO 1.27
Mental Calculations ... 1.28
Standard Fuel Endurance 1.29
Flight Test Technique 1.29
Instrument Flying
Preparation .1.31
Instrument Approach Brief ..... 1.31
Instrument Pre-Landing Checks .1.32
Definitions of Instrument Approach Segments.... 1.32
Use of VOR / Track Indicators 1.33
a. Take-off and Climb 1.33
b. Holding Pattern 1.33
c. Approach .. 1.33
d. Turning Points Navigation 1.34
e. Turning Points SID / STAR / DME Arc 1.34
Duties of the Safety Pilot .. 1.34
Emergency Procedures
Loss of Communications 1.36
Runway Emergencies .....1.36
Night Emergencies ...1.37

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Page
MANOEUVRES
#
Task
1.
Ground Operations ...2.2
2.
Positive Exchange of Flight Controls ....2.6
3.
Straight & Level .. 2.7
4.
Climbs & Descents ...2.10
5.
Medium Turns ....2.12
6.
Pre-Manoeuvre Checklist .............................................................2.14
7.
Clearing Turns ..... 2.14
8.
Stalling ...2.15
9.
Take-off & Climb . 2.18
10. Circuits ...2.22
11. Approach & Landing ... 2.26
12. Steep Turns 2.32
13. Practice Forced Landing (PFL) ..2.33
14. Cross Country Departure Procedure .2.34
15. Diversion to an Alternate .2.35
16. Lost Procedures . 2.35
17. Precautionary Approach & Landing ..2.36
18. Night Flight .2.37
19. Instrument Cockpit Check ...2.39
20. Approach Brief (IR) 2.40
21. Fix Crossing Check ...2.41
22. Instrument Take-off (IR) ...2.41
23. Straight & Level (IR) .....2.42
24. Climbs & Descents (IR) ...2.45
25. Turns (IR) ...2.49
26. Timed Turns - Full Panel ..2.51
27. Stalling (IR) .2.52
28. Recovery from Unusual Flight Attitudes ...2.53
29. Intercepting & Tracking Radials / Bearings ... 2.54
30. Holding ...2.55
31. PA28 - Non-Precision Approach Procedure VOR/LOC ..2.58
32. Missed Approach Procedures ....2.61
33. Circling Approach Procedures . 2.62
34. Landing from an Instrument Approach ..2.63
35. PA44 General Handling 2.64
36. PA44 Asymmetric Handling .. 2.69
37. PA44 Instrument Approach Procedure VOR/ILS ..2.73
38. PA44 STAR / DME Arc 2.76
39. PA44 Airway Procedure ..2.78

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Page
List of Diagrams
1.1 Standard Performance Settings .1.6
1.2 Use of External Lights ..1.8
1.3 Light Signals to Marshallers (Night) 1.8
1.4 Departure Procedures ..1.15
1.5 Visual Reporting Points 1.16
1.6 Target Approach Speeds .1.18
1.7 Calculating Minimum Fuel .. 1.21
1.8 HAT Check .1.23
1.9 Meteorological Minima .1.24
1.10 Number Phraseology ...1.26
1.11 Common R/T Terminology ..1.27
1.12 Crosswind Calculation . 1.27
1.13 TOD Calculation 1.29
1.14 Definitions of Instrument Approach Segments .1.33
II
2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
2.9
2.10
2.11
2.12
Take-off - Normal . 2.19

Take-off - Performance ... 2.20
Circuit - Normal .....2.23
Circuit - Low Level .2.25
Landing - Normal2.27
Landing - Performance .2.29
Go-Around ..2.31
PFL .....................................................2.33
Holding - Direct Entry ...2.56
Holding - Offset/Tear Drop Entry .2.57
Holding - Parallel Entry .2.57
PA28 - Non-Precision Approach Procedure .2.60
2.13
2.14
2.15
2.16
2.17
PA44 - Seminole
PA44 Normal Circuit ..2.67
PA44 Asymmetric Circuit 2.71
PA44 Instrument Approach Procedure ... 2.75
DME Arc ......................................................................2.77
Normal / Asymmetric Approach Configurations .. 2.80

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CHECKLISTS
Checklist Usage .. 3.2
PA28 / 161 - Warrior
Pre-flight Checklist 3.4
Normal Checklist 3.6
Pre-Flight & Normal Checklist Explanation 3.8
Emergency Checklist 3.17
Emergency Checklist Explanation .3.18
PA44 / 180 - Seminole
Pre-flight Checklist .3.22
Normal Checklist 3.24
Pre-Flight & Normal Checklist Explanation 3.26
Emergency Checklist 3.32
Emergency Checklist Explanation .3.34
IV
SUPPLEMENTS
Engine-Out Aerodynamics ...4.3
Garmin 500 Introduction ... 4.8
Pans Ops . 4.12

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LIST OF EFFECTIVE PAGES

Page Number
Effective Date
Approval Page
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Procedure for Amendment
iii of xiv
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Table of Contents
Section 1
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Section 2
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Section 3
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List of Effective Pages
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xii of xiv
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Glossary
xiii of xiv
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Page Number
Introduction
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Distribution List
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Effective Date
vi of xiv
List of Diagrams
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Section 4
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Section 1 Local Procedures

1.1
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1.3
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1.5
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1.7
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1.9
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1.11
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1.13
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1.15
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1.17
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1.19
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1.21
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1.23
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1.25
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1.27
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1.29
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1.31
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1.33
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1.35
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1.37
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1.2
1.4
1.6
1.8
1.10
1.12
1.14
1.16
1.18
1.20
1.22
1.24
1.26
1.28
1.30
1.32
1.34
1.36
1.38
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Section 2 - Manoeuvres
2.1
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2.3
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2.5
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2.7
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2.9
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2.11
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2.2
2.4
2.6
2.8
2.10
2.12
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2.13
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2.15
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2.17
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2.19
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2.21
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2.23
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2.25
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2.27
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2.29
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2.31
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2.33
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2.35
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2.37
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2.39
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2.41
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2.43
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2.45
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2.47
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2.49
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2.51
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2.53
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2.57
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2.59
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2.69
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2.71
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2.73
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2.75
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2.77
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2.79
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2.81
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Section 3 - Checklists
3.1
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3.3
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3.5
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3.7
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3.9
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3.11
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3.13
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3.15
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3.17
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2.14
2.16
2.18
2.20
2.22
2.24
2.26
2.28
2.30
2.32
2.34
2.36
2.38
2.40
2.42
2.44
2.46
2.48
2.50
2.52
2.54
2.56
2.58
2.60
2.62
2.64
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2.70
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3.4
3.6
3.8
3.10
3.12
3.14
3.16
3.18
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Section 3 Checklists Cont
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3.21
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3.23
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3.25
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3.27
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3.29
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3.31
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3.33
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3.35
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3.37
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3.39
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Section 4 - Supplements
Part I
4.1
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4.3
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4.5
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4.7
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Part II
4.9
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4.11
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4.13
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4.15
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3.22
3.24
3.26
3.28
3.30
3.32
3.34
3.36
3.38
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4.4
4.6
4.8
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4.12
4.14
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GLOSSARY
This is a list of the abbreviations used in this Flight Standards Manual that pilots may not already be
familiar with that may not be explained in the text.
ADA
ADF
AET
Asymmetric Decision Altitude

Automatic Direction Finder
LDP
Ldg
Landing Decision Point

Landing
Actual Elapsed Time
LT
Left Tank
AGL
Above Ground Level
Mb
Millibars
AMSL
Above Mean Sea Level
NDB
Non-Directional Beacon
Alt
ALT
Annun.
Altimeter
Alternator
Annunciator Panel
PIC
PPL
MFD
Pilot in Command
Private Pilots Licence
Multi-Function Display
ATA
ATO
Actual Time of Arrival

After Take-Off
NDB
PIC
Non-Directional Beacon
Pilot in Command
Batt. / ALT Battery / Alternator

Carb Heat Carburettor Heat
PFL
PFD
Practice Forced Landing

Primary Flight Display
Charg.
Charging
PF
Pilot Flying
CDI
CPL
Course Deviation Indicator

Commercial Pilots Licence
PNF
QDR
Pilot Non Flying

Radial / Course from a Nav Aid
Comms.
D-Bar
Communications
Deviation Bar
QDM
RTB
Radial / Course to a Nav Aid

Return to Base
DI
DME
EFATO
Direction Indicator
RT
Distance Measuring Equipment SLF
Engine Failure After Take-Off STBY/SBY
Right Tank
Smoke, Leaks or Fire
Standby
Endur.
Endurance
Ts & Ps
Temperatures & Pressures
FI
Flight Instructor
VFR
Visual Flight Rules
FWRD
Ft.
Forward
Feet
VOR
VRP
VHF Omni Directional Radio

Visual Reporting Point
FTO
hPa
H.S.I
Flight Training Organisation

hectoPascals
Horizontal Situation Indicator
x3
Cycle three times
Hr.
Hour
ICO
Idle Cut Off
IFR
Instrument Flight Rules
ILS
Instr.
Instrument Landing System

Instruments
KIAS
Kts
Knots Indicated Airspeed

Knots

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Section I
LOCAL PROCEDURES
This section contains details on how MFA operates in and
out of Melaka aerodrome. All procedures are primarily for
the PA28. Operational differences for the PA44 will be
called out as required.
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NORMAL OPERATIONS
FLIGHT PREPARATION:
1.
All students are to report to their Instructor a minimum of 1hour before the programmed sortie.
If unable to due to medical incapacitation then the student is to notify flight operations a minimum of
1 hour before their programmed sortie. Students are also at a minimum to send an SMS to their
instructor advising their incapacitation.
2.
Prior to any sortie the PF are to ensure that:

a. NOTAMs and weather (TAF/METAR) have been checked
b. Flight plan has been filed the previous evening by the duty student.
c. They have been authorised by the DI for that sortie.
d. The aircraft flight authorisation sheet is correctly completed.
e. A Load Sheet has been correctly completed.
f. The aircraft technical log (ATL) has been checked and signed. The student is also to
complete the pertinent sections.
g. Aircraft has the correct quantity of fuel and oil on board for the sortie.
Note:
3.
If the aircraft has a defect written down from the previous sortie, this will make the
aircraft unserviceable and it is not to be flown. So do not sign for aircraft until the defect
has been rectified and signed off by the engineering department.
Sorties not flown are to have the correct cx reason entered on to the authorisation sheet.
AIRCRAFT DOCUMENTATION & EQUIPMENT:

1.
Prior to every sortie the PiC or his designated representative is to check that the following
documentation is on board the aircraft:
Daily Inspection Completed
Aircraft Flight Manual
Valid Certificate of Airworthiness
Valid Maintenance Release to Service
Valid Aircraft Registration Document
Valid Aircraft Insurance Document
Valid Radio Licence
* Only required for operations at night
2.
Aircraft Checklist
First Aid Kit
Life Jackets
An operative torch *
A current pilot licence or student pilot licence
A valid flight crew medical certificate
Map of the Local Area / Control Zone.
For Navigation / Airways sorties, students must carry the following additional equipment:
Flight log (with performance calculation)

Aircraft tech log
Current maps for the route
Departure, destination & diversion airport info
Clip board
Sunglasses & hand phone
ATM card for emergency night stop
Identification for night stop
Spare DCA Flight Plans

Spare MFA navigation flight logs
NOTAMs & weather
Flight computer (E6B / CRP5)
Navigation ruler & protractor
Life jackets if to operate over water.
Copy of this FSM
3.
Before departing on a navigation sortie, ensure that the latest weather information pertaining to
the destination as well as diversion airfield is obtained. It is advisable to complete the pre-flight
planning earlier and to allow time for all the information to be processed. Students are also to
complete the fuel and Mass/Balance calculations for their sortie as well.
4.
A tablet can also be used for storage and checklist use.


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DUTIES OF THE DUTY INSTRUCTOR:

1.
The Duty Instructors (DI) primary directive is to look after and monitor the solo students that
are either flying in the local area or are on a navigation sortie. If the DI is away for any reason, then
the Duty will default to the next most senior FI at the location. Order of FI Seniority: FSO, SO, CFI
(B), CFI (A), CI. AFI are not to be given DI duty.
2.
Before allowing a student to go solo the DI is to check the students licence, flying logbook,
training records and student record card for the specific sortie to the DIs satisfaction. For a navigation
sortie, all navigation materials are also to be checked to the DIs satisfaction. If anything is found
unsatisfactory, the sortie is to be delayed if time is not an issue or cancelled if it is. Another student
may then be programed to take the available slot. The DI will sign off the solo student on
Authorisation Sheet that all documentation has been checked and correct preparation has been made.
3.
When the weather is deemed unsuitable for a solo sortie or the weather deteriorates or is seen to
be deteriorating, then the DI is to ask the ATC for all solo sorties to RTB. However, if the bad weather
is due to a localised thunderstorm, then the DI may advise local sorties to remain in the training area
until the weather has dissipated.
4.
Depending on the type of sorties being flown by the students, the DI can also be flying but only
in the local area if there are local and navigation sorties. If there are just navigation sorties happening,
then the DI can also fly navigation so as to get a better idea of the weather en-route and to give advice
for any other potential problems.
5.
Local weather reports (given by FI in the training areas) for navigation and local sorties are
given for solo students. FIs are to make their own weather assessment.
PERFORMANCE STANDARDS:
1.
In order to instil personal flying standards in students, each exercise has altitude, speed, and
heading allowable limits / deviations. For example if an exercise has a limit of 100ft, this means the
PF can deviate from his / her assigned altitude by no more than 100ft. However, the deviation is only
temporary and the PF is to make every effort to get back to his / her assigned altitude. The same rule
applies to airspeed and heading. Maximum tracking limits for the VOR/LOC is scale deflection. For
the GS is scale deflection. Students on PPL training are to comply with the PPL limits. Students
who hold a PPL are to comply with the CPL limits. PA44 training is to use CPL limits.
2.
Instructors are to draw the students attention to any deviations outside the allowable altitude
limits by calling out altitude when students are either about to about to fly outside the allowable
altitude limits or have remained outside the allowable altitude limits for more than a few seconds. The
same is applicable to indicated airspeed, heading, vertical speed, attitude LOC & GS. The student
response is the call out correcting and then to make every effort to correct the deviation.
3.
For all operations in the circuit and at or below 1000ft AGL, the PF is to keep one hand on the
control wheel and the other on the throttle. For all operations outside the circuit and above 1000ft
AGL, the throttle does not need to be continuously held. The PF is to rest his/her hand on their knee.
To hold the throttle, the PF are to position their right hand on the throttle is with the palm down
towards the floor of the aircraft or use their fingers for balance and their thumb on the throttle. The PF
is not to hold the stem of the throttle.
4.
When completing manoeuvres, two hands may be used on the control wheel provided the
manoeuvre can be completed correctly and power is used in a timely manner. Although it is
recommended that the PF gets used to using just one hand on the control wheel.
5.
For all operations the heading bug and altitude bug (where fitted), is to be set to the desired
heading / altitude before commencing the required manoeuvre.

PA28 & PA44
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SUPERVISED SOLO:
This is also known as Student Pilot In Command and is defined as the student gaining command
practice / or acting as Pilot in Command (PiC) (PF) under the supervision of another pilot usually a FI.
(PNF). Experience gained in mutual flight is counted towards PiC experience. Where the pilot in the
right seat (PNF) is another student, then the minimum qualification is a current PPL. In this case only
the PiC (left seat) can count the hours towards their licence. If the pilot in the right seat is an
instructor, then the sortie is to be signed off in the students logbook.
PRIORITISING OF TRAINING SORTIES:
1.
To maximise FI and student productivity the following sortie priority to be applied to all MFA
aircraft with 1 being the top priority and 5 being least priority. This is to be used where there is
possible conflict when deciding who gets an aircraft when not previously programmed.
1. Instructor Flight Tests
2. Student Flight Tests
3. Dual PT preparation
4. Dual
5. Solo & Mutual
LOGGING OF FLIGHT HOURS:
1. Dual Flight Anytime a licenced and current FI flys with a student in the front seat.
2. Solo Flight Anytime a student is the sole occupant manipulating the aircraft controls
during flight.
3. Pilot in Command (PiC) Anytime there is more than one (1) pilot on board and he has
been designated as the PiC (left seat).
4. Mutual Solo Where there is more than licenced pilot on board the aircraft. The PF in the
left seat is the PiC and only he can log flight time gained as PiC. (see supervised solo
definition)
5. Supervised Solo When for licencing purposes there is a FI in the right hand seat
supervising the actions of the student in the left seat.
6. Test Flight A flight assigned to a senior pilot of MFA or a MFA pilot that has been
employed as a FI for at least a year and approved by the CFI. Crew is the PiC in the left seat.
Depending on the nature of the test flight, either another certified FI or ground engineer can
be carried. No students or other passengers are to be carried during the test flight.
7. Non-Revenue Sortie Any flight time where is no student on board. Examples: Ferry flight
for the purpose of repositioning Instructors and or aircraft to another location, transport of
MFA management and or Transport of DCA Officers. In these cases the MFA Pilot in
Command will sit in the left seat and will log the flight time.
8. Instructor Training Same as for a dual flight or regular test. A flight test with a DCA
Officer can also be combined with a Non-Revenue flight.
9. Instrument Time Actual instrument time is all that time spent operating in cloud (IFR
ONLY). Simulated instrument time, is under the hood or when using foggles and is
calculated by subtracting 10min / 0.20 off the total time.
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PA28 & PA44
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SORTIE TIMES:
1.
The aircraft tech log is to be completed before every sortie. Items to be completed are the name
of the PIC, name of the Student, any observer, type of exercise. The PIC is also to sign off that the preflight has been completed. At the completion of the sortie, chocks off and chocks on time (rounded
to the nearest 5 minutes) with the total flight time is inserted. 10 minutes is to be subtracted off the
flight time and the air time entered into the appropriate box. The total time is what is entered into the
pilot logbook. Air time is what is entered into the aircraft logbooks by the engineering staff.
2.
All times entered into the Tech Log are to be in hours and minutes, rounded to the nearest 5
minutes. All times entered into the Authorisation Sheet and student logbooks are to be in decimal time
as per the following table.
3.
For student licencing purposes (issue), Malaysia DCA may require on occasion flight time in
hour and minutes on the licence application forms. Again the following table can be used to convert
decimal time back to hours and minutes.
Min
Decimal
00-02
0.0
03-08
0.1
09-14
0.2
15-20
0.3
21-26
0.4
27-32
0.5
33-38
0.6
39-44
0.7
45-50
0.8
51-56
0.9
57-60
1.0
PASSENGER BRIEF:
1.
The passenger briefing before start requires the student to brief the examiner (acting pax) on the
following:
The flight (route, level & planned time)

How to adjust the seats
How to fasten & unfasten seat belt
Location of the first aid kit
Location of the survival kit
Location of the fire extinguisher
Main door & emergency exit operation
2.
Sample Passenger briefing is as follows:

Good Morning Sir; this will be a local flight to R239B 3000ft and below for an hour. To adjust
the seat position, a lever is located under the seat and the height adjustment is on the bottom
right. To fasten the seat belt, insert the tang into the buckle and pull the strap until snug. To
release, lift the tab on the buckle. The first aid and survival kits are located behind the back seat
in case of emergency. The fire extinguished is located between the front seats and the axe is
behind my seat. The emergency exit is the main cabin door. To open, twist the upper latch
forward and lift the side latch
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PA28 & PA44
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STANDARD PERFORMANCE SETTINGS:

AIRCRAFT
CONDITION
TAKE-OFF
VX Climb
VY Climb
Cruise Climb
55% Cruise
65% Cruise
75% Cruise
Cruise Descent
Circuit
Low Level Circuit
Circuit Base
Circuit Final
Short Final
Initial App
Intermediate App
Level Before FAF
Final App (P)
Final App (NP)
PA28/161
POWER
RPM
PERF.
KIAS
PA28/181 G500
POWER
RPM
Full Power (FP)

FP
63
FP
79
FP
90
2300
95
2400
100
2500
110
2000
95
2300
95
2300
85
1700
75
1700
75
1700
70
2300
95
2000
95
2300
95
1700
85
1700
85
PERF.
KIAS
Full Power (FP)

FP
63
FP
76
FP
90
2200
95
2400
110
2500
115
2000
95
2200
95
2300
85
1700
75
1700
75
1700
70
2200
95
2000
95
2200
95
1700
85
1700
85
PA44 Circling Asymm
PA44 Climb Asymm
PA44 Cruise Asymm
PA44 Precision Approach Asymm
PA44 Non Precision Approach Asymm
PA44 - At MDA Cruise Asymm
PA44 G500
POWER
MP / RPM
ATT
KIAS
Full Power (FP)

Full Power
+12
82
Full Power
+12
88
25
2500 +7/+9
105
20
2300
135 TAS
23
2300
140 TAS
25
2300
160 TAS
18
2300 -1/-2
140
22
2300
120
22
2300
120
18
2300
90
18
2700
90
18
2700
85
23
2300
140
18
2300
120
22
2300
120
18
2300
-3
100
18
2300
-5
100
25
2700
90-100
MAX 2500
+3
88
25/2500
130
18
2500
-3
100
18
2500
-5
100
25/2700
90-100
Table 1.1
Note:
For circuit operations with cowl flaps closed. SUBTRACT 2 Mp for level flight.
Note:
For the Approach:

- Flapless approaches, the PF is to add 5 KIAS to the normal approach speeds.
- Performance approach, the PF is to subtract 5 KIAS from the normal approach speeds.
Note:
For the PA28 standard cruise is 55% power. For the PA44 standard cruise is 65%
power. To maintain the desired speed, the PF is to adjust the power around the standard
initially by up to 200 RPM / 2MP using the throttle(s).
Note:
For a circling approach (Normal Operation), the power setting is the same as the low
level circuit.
Note:
As a reminder: Attitude only controls airspeed in 3 situations.

1. During the Glide.
2. During Base Technique.
3. During the Climb

PA28 & PA44
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SURFACE MANOEUVRING
START UP DRILL:
1.
No pilot is to start an aircraft for a dual sortie unless the FI is in the right hand seat. The only
exception is in the case of FI training / testing.
2.
The cockpit controls are to be set for starting according to the checklist and this includes
inserting the ignition key (ignition key not applicable to PA44). For night operations, the navigation
lights must be switched ON anytime crew are present in the aircraft for the purpose of commencing a
sortie.
3.
The PF is to set the airfield elevation (as per the aerodrome ARP) on the both altimeter (s) and
aircraft with the G500 on the standby altimeter and only set QNH when they receive it on the ATIS.
After receiving QNH, if the altimeter is outside the allowable limits as compared to the aerodrome
elevation the altimeter is deemed unserviceable. Maximum allowable error is + 50ft /-75ft. The PF is
NOT to set the altimeter to zero. All operations are to use zone QNH inside the control zone and area
QNH when outside the control zone.
Note:
2.
Some aircraft dont show the pressure in hPa in the Kollsman window. So the
appropriate pressure in inches is to be set and reported to ATC as applicable.
The following starting drills are to be observed.

a. Lookout all around is clear. (people, obstructions)
b. Propeller area clear
c. The PF is to use the term Clear Prop.
Note:
The Clear Prop call is to advise people in the vicinity that an aircraft is about to start. It
is not a call to attract attention of a ground marshaller. Only one (1) Clear Prop call out
is needed.
ENGINE STARTING & PARKING:

1.
For local sorties, there can be more than (1) one aircraft on the apron prior to taxi with their
engine(s) running. When there are more than one aircraft departing on a navigation sortie (on the same
route) a standard separation of 15 min is to apply.
2.
For PA44 operations: The left engine is known as #1 and is usually started first. However, if
there is difficulty in starting the #1, then the #2 may be started first.
3.
For all operations, after start (both engines in PA44), the no live, no dead check is to be made
before turning ON the avionics master / radios. This check is also made after turning OFF the avionics
master / radios prior to shut down.
4.
Whenever PA28 aircraft is shut down, the ignition key is always to be put on top of the
instrument panel to be clearly visible to all ground staff when refuelling or manoeuvring the aircraft by
hand. For all aircraft, the park brake is to be disengaged by the PF before vacating the aircraft after
shutdown.
5.
Ground staff are responsible for positioning of aircraft on the apron. If there is no ground staff
available and the pilot is alone, then the correct way to push an aircraft back is by pushing on the
propeller blade on either side of the spinner. Do NOT push on the spinner or away from the inner hub.
Pilots can assist in pushing aircraft by pushing on the aircraft wings. The aircraft tow bar is to be used
for steering.
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PA28 & PA44
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6.
PF returning to the MFA apron are to taxi and park in the appropriate spaces as directed to by
marshalling staff (if available). Student pilots are to help the ground staff manoeuvre the aircraft if
required.
7.
For PA44 operations the ground marshallers cannot always see (due to the engines) if the
aircraft is to be refuelled or on a running change. FIs are to raise their arm and make the appropriate
hand signal above the roof of the aircraft.
USE OF EXTERNAL LIGHTS:
DEPARTURE / CLIMB
ARRIVAL / DESCENT
Before Start .. Fin Strobe OFF*

Before T/O . Landing Light.. ON
.
Recognition Lt ON
....
Wing Strobes .... ON
.
Fin Strobe ON
After T/O ..Landing Light.OFF
Pre-Landing ...Landing Light..ON

After Landing ... Landing Light..OFF
Recognition Lt .. OFF
.
Wing Strobes .OFF
.
Fin Strobe OFF
.
Engine Stopped...
Nav Lts... OFF
Table 1.2
*
At night, the navigation lights are switched ON to indicate that you are about to start then
engine. At the end of the flight the Navigation lights are turned OFF after you turn off the engine.
Note:
It is MFA policy that the aircraft fin beacon remains OFF prior to start due to the fact that
the some aircraft are fitted with an integrated fin and wing strobe switch. This policy will
be revised when all MFA aircraft have the split fin / wing switch.
LIGHT SIGNALS TO MARSHALLERS (Night):

ACTION
LIGHT SOURCE
MEANING
Pre-Start Navigation Lights ON

Start-Up ... Hand Torch .. Illuminate Engine
Chocks Away .. Landing Light Flash & Leave ON
Taxi Landing Light Flash & Leave ON
Dismiss Marshaller . Landing Light Flash & Leave ON
Crew Change Landing Light .Flash x 3 & OFF
Refuel .Landing Light Flash x 1 & OFF
Safe to Approach Cockpit Dome Light .ON
Table 1.2
REFUELLING:
1.
Aircraft will be directed to the fuel pumps or parking bay by the marshallers after receiving the
appropriate hand signal from the PF. However to ensure maximum usability of the aircraft and
minimise down time, there is no requirement to refuel after every sortie.
2.
After shutdown the parking brake is to be released and crew are not to stay seated in the aircraft
during refuelling operations. Additionally crew are not to remain in the vicinity of the aircraft but are
to be outside a 20m circle centred on the aircraft.

PA28 & PA44
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RUNNING CHANGES:
1.
Are permitted so as not to cause undue delay between sorties. This is to ensure that aircraft
depart and arrive on time and dont inconvenience the next pilot. The FI will guard the controls
(throttle closed) and slide his seat forward so as to allow the student to exit the aircraft through the
main door. The vacating student will move towards the trailing edge of the wing and step down on the
ground. He will follow the training edge of the wing to the wing tip.
2.
The next student will be waiting at the wing tip and will only move when the proceeding student
passes him. He will then approach the aircraft via the trailing edge of the wing and enter via the main
door. Manoeuvring around behind the FI until he is seated correctly. When the student is aboard the
aircraft the FI is to reset the throttle to 1000 RPM.
Caution:
Pilots are maintain a good lookout when on the apron and to be aware of other aircraft
manoeuvring. Headsets are NOT to be worn.
4.
For solo students, a third student is required to be in the right seat before the running change
commences so there is always someone guarding the controls whilst the left seat is unoccupied. This
third student will comply with the actions as a FI would above except when the running change is
complete, and the PF (left seat) will then guard the controls whilst he vacates the aircraft.
TAXI:
1.
Before taxi, all radios and nav aids are to be checked for correct operation before the aircraft
moves from the apron. Each communication radio is to be checked for reception. The VOR is to be
tuned, identified, and tested. The ELT is to be checked to be in the ARM position. But do not activate
the switch.
2.
The side windows may remain open for ventilation but are to be closed and locked before takeoff. For all operations the landing lights are to be ON whilst taxiing on the active runway. The strobe
lights are to be switched ON when entering the active runway and switched off when vacating.
3.
Whenever manoeuvring on the MFA apron and going through the MFA gate, pilots are to check
their wingtips remain clear of other aircraft. Instrument checks are to be done together with the rudder
check. Normally two natural turns on the way to the holding point are to be completed to carry out
instrument checks. Although 2 S turns may also be completed to provide a function check to the
instruments. The instrument check during taxi is:
a. Turn Coordinator, (turns when the aircraft turns, ball skids)
b. Directional Gyro (turns when the aircraft turns)
c. Magnetic Compass (turns)
d. Attitude Indicator (remains level)
4.
All taxiing is to be done along the yellow taxi lines provided. Considerable airmanship is
required to ensure wing tip clearance from obstacles and the use of power on the apron. All aircraft
outside the dispersal area apart from the runway are to be taxied at a fast walking pace such that in the
event of total brake failure, the aircraft can be stopped safely. In the dispersal area, or other confined
areas, the taxi speed is to be equivalent to a slow walking pace. Use of high power during taxi is to be
avoided. Minimum distance behind another aircraft is one (1) aircraft wing span for the type of aircraft
you are operating.
5.
Taxi speed is to be regulated by power setting. The PF is to ensure that brakes are only used
when turning and not continue to ride the brakes. The PF is to ensure the correct placement of their
feet on the pedals. If you wish to slow down, firstly close the throttle, then brakes may be used if
required. (Do not use brakes against power). Normally 800 1000 RPM is sufficient for taxi on paved
level surfaces.

PA28 & PA44
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6.
Turning is accomplished by using nose wheel steering. If this is insufficient to achieve the
required turning radius, then differential braking can be used. But the PF and the PNF are to ensure
that their feet do not remain on the brakes when the use of brake is complete. In the PA44, nose wheel
steering assisted by asymmetric power and brakes is used.
PRE-TAKE-OFF CHECKS
1.
For runway 03, the power checks and pre-take-off checks are completed at the bend before
holding point Delta. For runway 21, these checks are completed just before holding point Charlie, but
clear of the parallel taxiway. The aircraft is to be positioned at 30-45 to the active runway (facing the
final and base). This is to prevent slipstream damage to the following aircraft during the pre-take-off
checks. Minimum separation for the following aircraft is two (2) taxiway blue reflectors. For aircraft
on the parallel taxiway before the CTRM apron gate, pilots are to point the aircraft so that the
slipstream does not blow onto the CTRM apron.
2.
The PF is to ensure that there are no loose stones in the area of the propellers, and the area
behind the aircraft is clear of people, aircraft, and equipment. When the engine check is complete
visually check the engines for any smoke, leaks, or fire (SLF) and that the fuel caps are secure
3.
When the power and pre-take-off checks are complete, aircraft can move forward to the holding
point and then contact ATC. For aircraft holding at the holding point, there is no requirement to park
at an angle. For night operations the taxi / landing lights are switched off when for the power checks
and when at the holding point until clearance to line-up is received.
Note:
There is no requirement to park the aircraft into wind, as the time taken for the power
check is minimal and the possibility of the engine overheating is remote.
4.
To check the movement of the control column: Turn the control column full left and pull the
control column fully back. Turn the control column fully the right and then relax control pressure to
allow the control column to return to the neutral position and then turn the control column back to the
start position. If there are any unusual restrictions during this test of the control column, return the
aircraft to engineering.
TAKE OFF & DEPARTURE BRIEF
1.
The purpose of the take-off brief is to ensure the decision of what to do in an emergency has
already been made and the PF is to follow through with the appropriate actions.
2.
The purpose of the departure briefing is to ensure that the PF knows what to do and which way
to turn on achieving the appropriate altitude after take-off. This briefing shall be made before every
take-off either at the holding point or after lining up and receiving departure instructions.
3.
The take-off brief is split into two parts. The 1st part is to brief for a normal / performance takeoff and departure. The 2nd part is to brief in the event of an emergency. The format is to cover the
following:
a.
b.
c.
d.
e.
Type of take-off
Rotation and climb speed
Intention before take-off (with a malfunction and runway remaining)
Intention after take-off (with a malfunction and no runway remaining)
Departure procedure

PA28 & PA44
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i.
The PA28 take-off brief for joining the circuit is:

a. This is a normal take-off for runway 03.
b. I will call and rotate at 65kt climbing at VY attitude aiming for 79kts and thereafter at
90kts.
c. Any malfunctions* before Rotate, I will call Stop and close the throttle.
d. If there is an engine failure after take-off with sufficient runway remaining, I will
close the throttle and land.
e. If there is an engine failure after take-off with insufficient runway remaining, I will
pitch the nose to the glide attitude, and continue with EFATO drill using flap as
required and land.
f. At 500ft, I will continue climbing runway centreline to 1000ft, there after turning left
to enter the circuit.
g. Any questions?
ii.
The PA28 take-off brief for leaving the circuit is:

b. I will call and rotate at 65kt climbing at the VY attitude aiming for 79kts and thereafter
at 90kts.
c. Any malfunctions* before Rotate, I will call Stop and close the throttle
d. If there is an engine failure after take-off with sufficient runway remaining, I will
close the throttle and land.
e. If there is an engine failure after take-off with insufficient runway remaining, I will
pitch the nose to the glide attitude, and continue with EFATO drill using flap as
required and land.
c. At 500ft, I will turn right for Bukit Berung and continue as instructed.
g. Any questions?
iii. The PA44 take-off brief, joining the circuit is:

b. I will call and rotate at 75 KIAS climbing at the VY attitude aiming for 88kts and
thereafter 105kts.
Any malfunctions* before Rotate, I will call Stop and close the throttles
d. If there is an engine failure after 82 KIAS with insufficient runway remaining, I will
continue the take-off, aiming for 88 KIAS, completing the EFATO drill and climbing
to 1000ft to circle left for this runway.
e. At 500ft, I will continue climbing runway centreline to 1000ft, there after turning left
to enter the circuit.
f. Any questions?
iv. The PA44 IFR take-off & departure brief is:
b. I will call and rotate at 75 KIAS climbing at the VY attitude aiming for 88kts and
thereafter 105kts.
c. Any malfunctions* before Rotate, I will call Stop and close the throttles
d. If there is an engine failure after 82 KIAS with insufficient runway remaining, I will
continue the take-off, aiming for 88 KIAS, completing the EFATO drill and ..
(Complete the missed approach briefing & approach briefing and / or brief the SID).
e. Any questions?
Note:
Students practicing instrument flight / IFR plan are to assume that they will be in IMC
after take-off.
Caution:
For the PA44 with an engine failure, if the aircraft is airborne with the gear down and 82
KIAS has NOT been achieved, the PF is to close the throttle and land, irrespective if
there is sufficient runway to re-land.
* See abandoned Take-Off note below. (Any malfunction is conditional)


PA28 & PA44
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TAKE-OFF PROCEDURES
LINE UP:
1.
Before calling ready, pilots are to check the final approach path for traffic. If the ready call is
made too early, ATC will tell you to hold. From the holding point, when the ATC clearance to line up
has been acknowledged then the PF will switch ON the: landing / taxi lights, recognition lights (where
fitted, wing strobes, anti-collision light. Turn the transponder to mode C (ALT). For IFR aircraft, the
pitot heat is also to be switched ON. The PF will then close the throttle(s) and release the park brake.
Note:
When switching ON the above services, the PF is can modify the order to ensure an
ergonomic flow pattern.
2.
Prior to entering the active runway, the PF shall check that the approach path is clear, windsock
is indicating correctly (if not, to verbalise where the wind is coming from), and the runway is clear.
Sample briefings are:
Approach Path Clear, Crosswind from the Right, Runway Clear, ATC on the Way or
Approach path clear, wind calm, one on, ATC on the way
3.
Once lined up, the aircraft is to be held on the toe brakes with 1000RPM until you are ready to
take-off. DO NOT USE THE PARK BRAKE ON THE RUNWAY.
4.
Once departure instructions and take-off clearance have been received and acknowledged
correctly, (re-brief the departure if necessary) the PF is to increase power to 2000 RPM using the
throttle(s) and complete the systems check of:
a. Compass & DI synchronised, / H.S.I Slaving (G500)
b. No Cautions
VERBAL CALLOUTS DURING TAKE-OFF:
1.
To ensure that all systems are operational during the take-off, the PF is to monitor the
annunciator panel. Additionally the PF is to call out the appropriate airspeeds before rotate. For
example:
a. When the aircraft is accelerating along the runway, the PF is to call out verbally Speed
Alive when the ASI indicates 45KIAS and check the annunciator panel for any cautions
No Cautions. When achieving the appropriate speed for rotate then the word Rotate
is suffixed at the rotate speed.
b. For a performance take-off and before brake release: Increase the power to full, holding the
aircraft on the toe brakes. For the PA28 check you have the Minimum Static Rpm, No
Cautions, For the PA44, Max Power Available, No Cautions. Maintain your hand
on the throttle(s). Release the toe brakes and continue the take-off as above.
Note:
When the toe brakes are released and the take-off begins, the PF is to ensure that they
have slid their feet down the pedals so that their balls of their feet are only on the lower
part of the pedal. Toe Brakes are NOT to be used during take-off for steering as this
can increase the take-off distance.
Note:
It is good airmanship during any stage of flight to monitor the engine temperatures and
pressures.
2.
If a caution light illuminates, the PF is to verbalise the light, prefixed with the word caution.
For example: Caution, Alternator: Continuing. The PNF, is to reply Check

PA28 & PA44
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ABANDONED TAKE OFF:

1.
Take-off is to be abandoned before take-off for any of the following indicated warnings.
a. No airspeed indication on ASI.
b. Oil pressure caution light.
c. Any signs of fire.
d. Sudden loss of power.
e. Fuel pressure fluctuation.
f. Engine vibration or unusual noises from the aircraft.
g. Difficulty in aircraft control.
h. Any other situation which may jeopardise safety (obstacles e.g. animals)
2.
In the event of aborting the take-off, take the following actions:

a. The PF is to call out Stop and close the throttle(s) and apply optimum braking.
(commensurate with runway length remaining)
b. Take remedial actions as required.
c. When stopped, make the appropriate R/T call.
d. Complete normal After Landing and/or Shut down Checks and/or abandon aircraft as
necessary.
Note:
In non G500 aircraft, if the VAC (Vacuum) or ALT (Alternator) caution light illuminates
during the take-off, this is NOT a reason to abort the take-off. The take-off may
continue and the PF is to join the circuit and land.
In G500 aircraft, if an ALT caution light illuminates during take-off, the take-off is to
continue and the PF is to join the circuit and land. If in IMC, the PF is to continue the
SID and advise ATC to join for an approach at the departure aerodrome.
EARLY TURN ONTO CROSSWIND:

1.
On occasion, ATC may request a PF to make an early turn onto crosswind due to a possible
problem with separation. In this case provided 300 ft AGL (PA28) 500ft AGL (PA44) and all ATO
checks have been completed an early turn onto crosswind is permitted.
Warning:
The PF is to remain vigilant on the climb as traffic on the upwind / early downwind may
not be able to see them.
CIRCUIT PATTERNS:
1.
The normal circuit pattern for PA28 is rectangular at 1000ft except the low level circuit which is
done at 500ft where the pattern is to be oval / racetrack pattern. At night, a low level circuit is 800ft.
Warning:
Low Level circuits are only to be done with a certified FI on board. Students are not
permitted to practice low level circuits solo.
2.
To maintain separation between aircraft in the circuit, the PF is encouraged to extend upwind
rather than extending downwind or orbiting on the downwind (unless directed to by ATC). For all
alternations to the standard circuit, ATC is to be advised. Maximum number of aircraft in the circuit is
six (6) although for continuous circuit operations the usual number is 4.
Note:
Be considerate to other pilots and keep all circuits standard. Pilots are to avoid XCountry circuits.
3.
To orbit on the downwind, aircraft are to turn in the opposite direction of the circuit and make a
level medium turn and looking for traffic as appropriate. Students are not to orbit on Base or Finals. If
asked to by ATC, they are to go-around instead. FI and PA44 are exempt, provided it does not disrupt
the circuit for students.

PA28 & PA44
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4.
If landing / touch and go clearance has NOT been received by 200ft (Landing Decision Point)
then a mandatory go-around is to be made. The PF is to verbally say Going Around The PF is
NOT to continue approach in the hope that a clearance will be given. For the PA44 and asymmetric
then the standard ADA is to apply. The PNF will reply Check.
4.
If the PF is above the LDP, then after established in the go-around a turn towards the dead side /
non-traffic side is to be made so as to keep the runway and extended centreline (and any conflicting
traffic) in site and complete the ATO checks. Only AFTER the ATO checks have been completed is
ATC to be advised.
Note:
ATC may instruct pilots to make a go-around and give alternative instructions. The PF
is to follow ATC instructions.
6.
If the PF is below the LDP or off a mis-landing then the PF is to climb out straight ahead as if
he were on a normal take-off completing the ATO checks as appropriate. Only AFTER the ATO
checks have been completed is ATC to be advised.
Note:
If the PF knows another aircraft is making a go-around, then he is not to commence his
take-off until sighting the aircraft making a go-around.
7.
The PF is to climb straight ahead to 1000ft before turning into the circuit for the crosswind leg,
unless ATC has asked for an early crosswind turn.
Note:
The PF may extend upwind if they assess that they will be too close to the proceeding
aircraft. ATC is to be advised.
8.
Pilots vacating the circuit for either navigation or training area sortie are to turn at 500ft or as
instructed.
CHANGE OF RUNWAY PROCEDURE:
1.
When the wind is deemed to be favouring the opposite runway with traffic already in the circuit,
then a change of runway procedure can be initiated. The PF is to continue climbing to standard circuit
altitude and level out (unless instructed by ATC to continue climbing).
a. Taking off runway 03, a right turn to east of the airfield is made and after reporting to ATC,
they will give joining instructions.
b. Taking off runway 21, a left turn to east of the airfield is made and after reporting to ATC,
they will give joining instructions.
2.
All aircraft when tracking from east of the airfield will position the aircraft so as to cross the
opposing threshold.
3.
Following aircraft will be instructed by ATC to follow the proceeding aircraft. Lookout is to be
maintained and standard right of way rules apply.
Note:
FIs are exempt of this change of runway procedure. FIs may do a U-Turn on the
downwind, 45 procedure turns on the downwind or a teardrop reversal turns on the
upwind to join finals.

PA28 & PA44
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DEPARTURES:
DEPARTURE PROCEDURES:
Runway
03
Departure
Route Instruction
To Training
Areas
Achieving 500ft, aircraft are to commence a climbing right turn on to the

appropriate heading for the training area as cleared by ATC. ATC will
also give any altitude restrictions so as to maintain separation.
Navigation
Achieving 500ft, aircraft are to continue a cleared by ATC.
IFR
21
As per the SID
To Training
Areas
Achieving 500ft, aircraft are to commence a climbing left turn on to the

appropriate heading for the training area as cleared by ATC. ATC also
will give any altitude restrictions so as to maintain separation.
Navigation
Achieving 500ft, aircraft are to continue a cleared by ATC.
IFR
As per the SID
Table 1.4
POSITION REPORTS:
1.
When an aircraft is inside a 2nm radius from a reporting point, then the aircraft is said to be at
that reporting point.
2.
When an aircraft is outside a 2nm radius from a reporting point then the aircraft cannot be said
to be at the reporting point. The PF is then to give their position as a range and a bearing from a
reporting point / ground feature.
3.
When the PF is giving position reports using a VOR radial / NDB QDR and a DME distance,
then the distance is always to be rounded to the nearest whole mile.

PA28 & PA44
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TRAINING AREA
TRAINING AREA PROCEDURES:
1.
For the PA28, the vertical limits of R239 are 500ft to 3000ft. For the PA44, the vertical limits
are 3500 to 5000ft. The PA44 is to achieve 3500ft before entering R239 (so as to maintain separation
on transiting PA28 aircraft) unless otherwise instructed by ATC. The PA44 is not to descend below
3500ft unless cleared by ATC as part of their joining instructions.
2.
When the PF is established in their assigned training area, they are to report to ATC that they
are changing ground (121.6) and thereafter advise Ground they are established in their assigned
training area. It is standard procedure for the PF to report ops normal every 30 min. However, there
is no requirement for the PF to advise Ground during the establishing call of this. Although ATC on
occasion will ask the PF to report every 30 min.
3.
Each training area is allowed a maximum of 2 aircraft in the same area, provided both aircraft
ascertain the operating area of the other. Separation is achieved by geographical regions and / or
vertical operating limits. Pilots are to coordinate with each other. Minimum vertical separation is
500ft.
5.
Single engine aircraft operating in R239B are to remain within gliding distance of land at all
times and are to have a readily accessible life jacket on board the aircraft for each person. Life jackets
in the PA44 are not required.
6.
Aircraft are to advise Ground when wanting to change to Tower for joining instructions. ATC
(Ground) may advise aircraft to remain in training area if too many aircraft all want to rejoin at the
same time. Further instruction will be given when ATC can accept more aircraft.
7.
Aircraft joining are to leave their assigned training area via the appropriate Visual Reporting
Point (VRP) at 1500ft for joining instructions. Single engine aircraft may also report at a higher
altitude if planning to return to the airfield for a Practice Forced Landing (PFL). ATC may also give
alternative altitudes to ensure separation.
VISUAL REPORTING POINTS (VRP):
1.
MFA uses six (6) main Visual Reporting Points (VRP) for the smooth transit of traffic to and
from Melaka Airfield for local operations.
#
1
2
VRP
East of the
Airfield
Bukit Berung
Hold
Description
That area, east of the Melaka Aerodrome but not past Bukit Berung.
A high rise housing area East of Bukit Berung identified by a yellow foot
path / road and a fake boat.
Melaka City
Is that part of the Melaka City over the high rise buildings towards the coast.
Umbai Jetty
Is directly opposite Pular Besar and is identified as a long jetty.
Chin Chin
Tesco
Is a group of 5 small lakes.

Is 4 nm to the West of the airfield identified by a large Tesco shopping
centre.
Table 1.5
Warning:
When the PF receives a clearance to a VRP does not mean they are cleared past that
VRP. If the PF cant make their position report then they are to hold at that VRP until
they can report. They will then be given further clearance to proceed.

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ARRIVALS
ARRIVAL BRIEFING:
1.
The purpose of an arrival briefing is to prepare the PF for his arrival especially when going to a
new or unfamiliar aerodrome. Refer to the normal checklist for the content of the Brief check.
2.
Sample Approach Brief: #2 Joining from R239 A1.

From Umbai Jetty, I will track to Bukit Berung Hold at 1500ft. Thereafter anticipate to join left
downwind for runway 03 descending as cleared.
ARRIVAL PROCEDURES:
1.
The standard arrival is from Bukit Berung Hold at 1500ft, continuing past any VRP is not
automatic. If the PF is not sure or have not received further instructions then they are to hold at the
VRP at their assigned altitude until further clearance is received.
Note:
If required to hold at Bukit Berung for any length of time, pilots are encouraged to set up
a remote holding pattern rather than doing aimless donuts in the sky.
2.
From Bukit Berung, the PF is to track to so as to cross the extended upwind centreline halfway
between the runway end and where a turn onto crosswind would usually occur. Aircraft are then to
turn downwind to maintain the normal lateral separation. Aircraft are to maintain 1500ft until ATC
give a descent clearance.
3.
When the PF is established on downwind and makes the downwind call or when ATC sights
them, a descent clearance will be issued. Alternatively to ensure separation, ATC may require aircraft
to make an orbit. Pre-landing checks maybe completed on the descent or in an orbit.
4.
Alternatively, aircraft may be cleared to join via a left base for runway 21 or a right base for
runway 03.
Note:
Not all circuits are at 1000ft. Pilots are to refer to the Malaysian AIP for the circuit
altitude at the airport they are going to. If the circuit altitude is more than 1000ft, then the
AIP altitude is to be used. The overhead re-join is made 500ft above circuit altitude
unless alternative joining instruction are given by ATC.
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PA28 & PA44
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LANDING PROCEDURES:
TARGET APPROACH SPEEDS:
PA28
PA44
BASE
75
90
FINAL
75
70
200ft & Below
65
90
85
400ft & Below
80
SHORT FINAL
VT
Table 1.6
1.
The above table is for a normal approach. For a flapless approach, the PF is to ADD 5 kts to all
normal approach speeds. For a performance landing the PF is to SUBTRACT 5 kts from all normal
approach speeds.
Note:
Performance landings are not to be made in the PA44.
FINAL CHECKLIST / 4 CONSIDERATIONS:

1.
For PA28 operations, the finals check is to be made before 200ft AGL. For the PA44 the finals
check is made before 400ft AGL. This is due to the increased mass /inertia of the PA44 and its
resistance to slow quickly as compared to the PA28.
2.
At the appropriate LDP, the following checklist is made and if the decision to continue is made
then flap 40 is selected.
C Clearance to Land*
R Runway Clear
S Stable Approach Path
Note:
)
)
)
If answer NO to any item, Go-Around at or

above 200
PA44: The addition of 3 Greens is made first = 3CRS. When asymmetric and VFR, the
ADA is 400ft AGL. When IFR and asymmetric the ADA is the same as the MDA.
AIMING POINTS & TOUCHDOWN ZONE:

1.
The aiming point at Melaka are the 500ft markers or abeam the PAPI lights position at night.
2.
The threshold markers are only to be used for a Performance Landing and the end of a PFL /
Glide Approach.
Note:
Aircraft are to ALWAYS touchdown on or just after the aiming point.
3.
For all approaches and landings if the aircraft does not have its main wheels on the ground by
approximately half way down the runway then the mis-landing procedure is to be initiated.
STOP & GO:
1.
Normal training operations when practicing landings are to be Touch & Gos. The only
exception is when practicing performance landings. This is achieved by bringing the aircraft to a
complete stop and then configuring the aircraft for a take-off as above. This is known as a Stop
& Go. Pilots are reminded that there are other aircraft in the circuit also wanting to use the
runway. This exercise is only applicable to the PA28.

PA28 & PA44
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EXPEDITE / FAST TAXI:

1.
Where ATC asks a pilot to expedite taxi, this means ATC wants the pilot to taxi fast to clear the
active runway. The maximum speed for expedite / fast taxi is 45KIAS unless prudence dictates a
lower speed.
ASYMMETRIC BRIEFING:
1.
The purpose of the asymmetric briefing is similar to the reason for the safety take-off briefing.
To have the decision of what to do already made in the event the PF is unable to comply with the
3CRS finals check when at the Asymmetric Decision Altitude (ADA).
2.
The briefing is to be made as early as practical either before entering the circuit or if already in
the circuit then on the early downwind before abeam the opposing runway threshold. If IFR, the
briefing is to be made before the IAF or if already on the instrument approach then before the FaF.
3.
The sample asymmetric briefing is as follows: I have a left / right engine failure. I will delay
my gear and flap. My ADA is 440ft. If I dont have the 4 consideration, I will go around. Any
questions
Note:
To achieve a believable simulation / scenario, pilots are to ensure that the correct
approach profile and speed is achieved even though the exercise is for a planned goaround.
4.
If at the ADA and going around and visual then the PF is to remain in the circuit and make
another approach. If not visual (IFR) then the PF is to continue with the missed approach procedure
for one more approach and then are to consider diverting to their alternate if a landing is not achieved.
Note:
For all Asymmetric Approaches:

For the Non-Precision approach the ADA is the same as the MDA.
For the Precision approach, the pilot has to know before commencing the approach that
the 4 considerations can be met before the DA. If in doubt, the reported cloud base has
to be 500ft above DA before the approach can commence.

PA28 & PA44
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NAVIGATION
MAP PREPARATION
1.
For VFR navigation: the PF is to ensure their 1:500 000 VFR map is updated with the relevant
airspace boundaries (CTRs, TMAs, and Restricted Areas etc.). The map is then to be covered with
plastic. Tracks and turning points are to be shown. A small circle is to be drawn around the turning
points. Ensure the circle does not cover prominent features leading to the turning point. Four minute
marks are to be added based on the estimated groundspeed.
2.
Significant points are to be highlighted on the map in red ink without cluttering or covering
pertinent information. The highlighted points should be readily identifiable and assist in determining
position during flight.
3.
Calculation of VFR Enroute Safety Altitude (ESA) is the elevation of the highest ground within
10 NM either side of track, rounded to the nearest 100 ft. plus 1000 feet for an obstacle up to 5000,
above 5000 then obstacle clearance is then 2000.
Note:
Enroute Safety Altitude (ESA) is the revised name for MSA. MSA had previously been
confused with Minimum Sector Altitude which is applicable to instrument approach
charts within 25nm of an approach aid.
Caution:
The calculated VFR ESA is for emergency use only. For normal operations, VFR aircraft
can operate below the VFR ESA.
4.
Selection of cruise altitude is as per the Malaysian AIP Magnetic Track Altitudes. As a rule of
thumb at MFA when flying East aircraft are to use ODD altitudes, (3000ft, 5000ft, 7000ft, 9000ft)
when flying West aircraft are to use EVEN altitudes (4000ft, 6000ft, 8000ft, 10,000ft). The addition of
+500ft is only applicable above 3000ft.
5.
For IFR navigation: The PF is to use a current Jeppessen enroute airways chart complying with
the pertinent limitations.
FLIGHT LOG
1.
For all navigation climbs, cruise climb is to be used unless ATC asks for a higher rate of climb
to ensure separation. The standard speed for all cruises and descents in the PA28 is 95 KIAS at
500ft/min. For the PA44 it is 150 KIAS.
2.
The MFA flight log is A4 size (but may be folded to A5) and is to be completed in accordance
with procedures taught in ground school and:
a. Airfields / Nav Aid to use the ICAO abbreviation where applicable. Non ICAO turning
points can be abbreviated.
b. Normal cruise altitude is 2000ft on QNH. 3000ft can be used if approved by your instructor.
Use of the semi-circular / quadrantal rule altitude above 3000ft is at the discretion of the
applicable instructor.
c. The known wind is applied to the course. Resulting in a drift angle and most importantly a
headwind / tailwind component known as the W/C (Wind component). This is applied the
cruise speed to get the ground speed.
c. When the pretake-off checks are complete and before the radio call for line-up, students are
to project themselves into the future by a minimum of 3min. This will allow enough time to
line-up, and take-off. This time is the set course time (SC) and is the start point for leg times
which can also be a VRP. If there is additional delay for any reason, the 3 minutes can be
increased as required. All ETAs are in UTC.
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PA28 & PA44
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The calculation of ETA prior to take-off is so that the student can maintain 100% of his
attention to flying the aircraft after take-off.
d. The set course position can either be along track, at a specific point (VRP) or from overhead
the airfield.
e. The leg ETA is to go is ETA box 1. If there is an amendment, then it is to go in ETA box 2
and box 1 can be crossed out so as to minimise confusion.
f. At the end of each leg the Actual Time of Arrival (ATA) is to be inserted and a calculation
of Actual Elapsed Time (AET) can be made. This time is then subtracted from the fuel
remaining (whole hour & mins), so the PF can see at a glance what their fuel endurance
remaining is.
g. Appropriate Nav Aid frequencies, Radials and DME are to be entered for each leg as
applicable.
h. The CoG positions for Zero Fuel Mass, Take-off Mass & Landing Mass are to be plotted
and connected to confirm the CoG remains within limits for the duration of the sortie.
i. Airfield performance data is to be completed for the take-off and landing.
CALCULATING MINIMUM FUEL:
1.
The following table is to be used for calculating fuel burn. However, pilots on Navigation
sorties are encouraged to use the POH performance graphs as an alternative to the standard fuel flows.
Condition
Ground Manoeuvring
PA28/161 65%
Time
USG
(min)
PA28/181 55%
Time
USG
(min)
PA44 65%
Time
USG
(min)
10
10
10
8 GPH
8 GPH
20 GPH
Circuits
Instrument Approach
Missed App or Land
12
12
12
Holding
45 min
45 min
15
45 min
Cruise &
(Climb & Descent)
Table 1.7
2.
The planned diversion is to be the furthest airport from the planned first fuel stop. Standard
cruise fuel flow is to be used.
Note:
Students are to always have a correctly completed alternative flight log prepared if the
primary sortie cant be completed for whatever reason.
3.
Pilots are not to all try and take off at the same time. A minimum of 15 min between aircraft is
to be applied to all navigation sorties so ATC can ensure traffic separation.
4.
The PF is to read back (after writing the clearance down) the full ATC clearance and not just the
transponder code.
Note:
The PF is to develop their own shorthand when writing down ATC clearances. This is to
practice for the airways training.

PA28 & PA44
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STUDENT RESPONSIBILITIES
1.
The student is responsible to the Instructor / Duty Instructor for the following:a. Ensuring that the flight plan where applicable has been correctly submitted.
b. Checking for completion of a flight log, preparation of maps & approach charts
c. Checking aircraft cleanliness & equipment as required (including clean windscreen & life
jackets)
d. Calculating fuel requirement and checking fuel state & oil.
e. Checking mass & balance, supervision of aircraft loading / aircraft manifest.
f. Calculating take-off and landing performance.
g. Collecting meteorological forecast, flight plan, and NOTAMS.
h. Provision of sick bags.
i. Aircraft documents are current.
VFR DEPARTURE:
1.
Prior to calling ready at the holding point, a modified HAT check is to be carried out:
H
Heading
What to turn onto after take-off / or at the VRP
Altimetry
Altitude climbing to and zone / area QNH set
Time
ETD for departure and ETA for first turning point
2.
Prior to take-off all maps and clipboards are to be safely stowed behind the seat after noting
your initial departure heading and time. When joining from a navigation or local exercise, all maps
and equipment are to be safely stowed, i.e. your lap is to be clear of those articles. Navigation
clipboards and maps are not to be stowed on the right-hand passenger seat.
Note:
There are two types of navigation set course procedure. Setting course en-route and
from via the overhead. All MFA pilots are to be familiar with both.
CRUISE CHECK:
1.
The cruise checks are to be made at top of climb (TOC) (after setting cruise power and trimmed
hands off), before every turning point and every 15 minutes since the last cruise check.
2.
If the Actual Time of Arrival (ATA) at a waypoint / turning point is within 2 minutes of the
planned ETA then you are on time.
3.
If the PF is outside the 2 minute ETA limit, then an adjustment of power can be made to
increase or decrease the IAS by up to 5KIAS to regain the planned ETA. However if after corrective
actions using two (2) waypoints does not regain the planned ETA, then ATC is to be given the revised
ETA. The PF is to also to make the appropriate calculation for remaining fuel endurance. The mixture
for all single engine sorties is to remain full rich.
4.
When on a cruise descent, a speed adjustment can also be made of 5KIAS. But the PF is also
to note that the RoD / power may also be required to be changed so as to maintain the descent profile.
VFR ARRIVAL:
1.
Plan to arrive to comply with ATC instructions via the VRPs.

PA28 & PA44
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CYCLE OF ACTIVITY:
1.
Approaching a turning / reporting point / waypoint, it is necessary to be prepared beforehand.
The following cycle of activity is to be followed. At 2 minutes before the ETA complete the HAT
checks. See table below.
H (Heading)
A (Altitude)
VFR
Set the heading bug to the

next course. Check compass
correction
Area / Zone
QNH
IFR
Set the heading bug to the

next course. Select #2 VOR to
the next frequency and ident.
Area / Zone
QNH
T (Time)
Log ATA and check ETA for next
waypoint. If the aircraft is early or late, a
proportional allowance should be made
for the next leg.
Log ATA and check ETA for next
waypoint. If the aircraft is early or late, a
proportional allowance should be made
for the next leg.
Table 1.8
Note:
If your next course is using a VOR then the procedure is Tune the required frequency
and Identify station. (Testing is achieved by checking that there is a TO/FM flag).
VFR MAP READING

1.
For normal operations: - TIME - MAP - GROUND: Referred to as Map to Ground technique
2.
When uncertain of position or times of poor visibility: GROUND - TIME - MAP:
Referred to as Ground to Map technique
3.
Position is to be confirmed using terrain and towns to isolate the area you are in and rivers,
railroads, and roads to fix your position. Ground speed checks, revision of ETA, dog leg procedures,
1:60 checks, drift allowance, etc., are all to be anticipated along each leg.
4.
To ensure that the PF does not lose sight of en-route way points, the PF is to remain to one side
of the track so as to see reference features easily. Ideally the PF is are to keep to the right of track.
However if this means flying close to mountains or into cloud, then the PF is to remain to the left of
track.
TURNING POINT:
1.
At each turning point the following is to be followed.

T - Turn aircraft onto heading bug / required heading to intercept / maintain course,
(Visual reference point if required)
T - Time (start the stopwatch)
T - Twist (appropriate nav aid, if required)
T - Throttle (adjust power as required)
T - Transmit (if required).
Note:
For aircraft without a heading bug, the PF is to set the next heading on the rose of either
the VOR or ADF as a reminder.

PA28 & PA44
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RADIO PROCEDURES:
1.
Position reports are to be made in the following format.

a. Aircraft call sign
b. Waypoint name or a range & bearing from a physical feature.
c. Time when at b.
d. Altitude
e. ETA next waypoint
f. Intentions as applicable.
Note:
The PF is to always give times as a four figure group in UTC. Local Time is NOT to be
used. Additionally the PF is to refrain from using the terms This Time and Past the
Hour as these terms are not standard ICAO radio phraseology terms and sound
unprofessional.
METEOROLOGICAL MINIMA:
1.
All MFA students are to ensure that the met minima of the following table is complied with for
all appropriate solo sorties. CPL/IR is all dual.
LICENCE
SPL
PPL < 100hr
PPL > 100hr
CPL/IR
PHASE
Cloud Base (ft)
Viz (m)
Circuit
1500
Solo Nav
2500
Circuit
1200
Solo Nav
2000
Circuit
1100
Solo Nav
2000
Take-Off
Take-Off &
Landing
Visual
Approach
Instrument
Approach
600
1800
300
1000
1000
1500
5000
Procedure Minima
Table 1.9
VFR FLIGHT & CLOUD:

1.
For all flights, the cloud cover (in octas) an aircraft can fly over cloud and still maintain
reasonable reference to the ground for visual navigation is a maximum of 4 octas providing that
sufficient ground reference is maintained not only to allow VFR navigation, but also to allow a safe
landing to be made (clear of cloud at all times) should the aircraft suffer an engine failure.
2.
If at any time, continued flight over cloud of more than 4 octas is occurring or going to occur
for more than 2 minutes then the aircraft is to divert or return to the point of departure whilst
maintaining reasonable visible reference to the ground during the diversion. The PF (if in controlled
airspace) can also request a change of altitude clearance but are also to include the reason (due cloud).
3.
The PF is not to enter cloud under any circumstances. However, if a PF does enter a cloud by
mistake then he/she is to take immediate actions which may include change of altitude, a 180 turn and
or and return to base / last departure airport.

PA28 & PA44
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4.
Depending on the type of emergency, students can also climb to their enroute safety altitude.
(Keeps you clear of terrain & enables ATC to better assist you). A decent to a lower altitude may also
be made provided you do not enter cloud.
Note:
Descending may cause a loss of comms with ATC due to terrain. Radar coverage
cannot be guaranteed either.
5.
If you are directed by ATC to either maintain altitude or change heading and this will cause you
to enter cloud, you are to advise ATC that you are unable to maintain VMC. An alternative
clearance will be immediately supplied.
6.
Pilots are to remember that a cloud is only a cloud when you cant see through it.
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AIRMANSHIP
LOOKOUT:
1.
A good lookout (also known as collision avoidance) is important. To actually see traffic though,
requires a the PF to turn his head towards the traffic. This has to be done slow enough so that the eyes
of the PF can actually see the traffic and to be able to recognise there as being a problem or not.
With a quick turn of ones head one does not see anything.
2.
When identifying another aircraft or a ground feature, the clock code is to be used. And if the
other aircraft is above you, then it is said to be high. Conversely if it is below you, it is said to be
low. If a crew member reports the position of traffic, then other crew member is to report Contact
when he sights the traffic. There is no need to physically point to the traffic.
3.
If there is a possible conflict developing then the standard right of rules apply.
Note:
Pilots are not to remove their hands from the controls to actually point to traffic, but are
to verbalise using the clock code with additional information such as direction of travel /
position. The second pilot will then reply contact when the traffic is sighted.
ORIENTATION:
1.
Ensure that the aircraft position is known at all times in relation to the ground especially in the
vicinity of the aerodrome. Students are also to ensure they have the local training area map for every
flight with controlled airspace, danger, & restricted areas clearly marked. The main features on the
map, pinpoints and homing (direction) to the airfield are to be memorised. Position can be reported to
ATC either with reference to a ground feature or a VOR radial and DME distance (where available).
Caution:
Pilots are not to drift into another training area as this could be hazardous.
FLAP / GEAR SELECTION:

1.
When selecting flap / gear the PF is to check that the aircraft speed is below limiting speed and
to verbally call out that limiting speed before moving the appropriate lever / selector.
TRANSPONDER:
1.
For all local operations, the PF will set the transponder selector to ALT with the code 5400,
unless an alternative code has been given by ATC.
2.
If ATC require the PF to change the transponder code, then the PF will first to select STBY
mode. Change the code and then reselect ALT mode or as instructed. If the PF is requested to
IDENT then they are to push the Ident button on the transponder. For the PA44, the PF is to push
the IDENT button near the PTT. Nothing is said over the radio.
NUMBER RADIO PHRASEOLOGY
1.
To ensure no misunderstanding or ambiguity when reporting numbers the following
pronunciation of numbers is to be used. Pilots are also encouraged to speak clearly & slowly.
Number
Written
Spoken
0
Zero
1
One
2
Two
3
Three
4
Four
ZERO
WUN
TOO
TREE FOWER
5
Five
6
Six
7
Seven
8
Eight
9
Nine
FIFE
SIX
SEVEEN
AIT
NINER
Table 1.10

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COMMON R/T TERMINOLOGY:

PHRASE
Affirm
Break Break
Correction
Negative
Standby
Wilco
Say Again
Note:
MEANING
Yes or Correct
I hereby indicate separation between messages transmitted to different aircraft in
a very busy environment. Note: Your finger is not removed from the transmit
button
An error has been made in this transmission and the correct version is
No
Wait and I will call you. This means that the other person is to wait until you are
ready to call them. This call need not be acknowledged.
I understand your message and will comply with it. This reply is given to routine
instructions. It is not at any time to be used to acknowledge a Clearance.
I did not understand or receive all of your last transmission, please say again
If you received the majority of the message but missed for example the QNH,
then read back what you have received and append "Say again QNH"
When the PF is asked a question by ATC that requires a yes / no answer, the PF is to
answer with affirm / negative answer. Pilots are NOT to use the word confirm as a
response.
Table 1.11
The standard readability scale of R/T transmissions and receptions is:
Strength 1 - Unreadable
Strength 2 - Readable now and then
Strength 3 - Readable but with difficulty
Strength 4 - Readable
Strength 5 - Perfectly readable
PRACTICE EFATO:
1.
For the PA28, the throttle is to be closed to simulate the engine failure. In the circuit the
minimum commencement altitude is 500ft, however 700ft is more usual. (Unless the exercise is
practiced over the runway just after rotate).This exercise is practiced DUAL only in the circuit.
EFATO drill can be practiced solo only in the training area, provided recovery is initiated by 1000ft.
2.
At night, in the circuit, pilots are to commence at 1000ft and to recover by 800ft. However,
different commencement altitudes are at the FIs discretion. Instructors will suffix their call sign with
the term FanStop. When climbing away Instructors will suffix their call sign with Climbing
Away.
3.
For the PA44, the retarding of the mixture is primarily method to simulate the failed engine. In
the circuit minimum commencement altitude is 400ft. When the correct failed engine has been
verified and the initial securing drill complete (throttle closed, propeller lever to feather and mixture
ICO), then the instructor will set zero thrust. Instructors will suffix their call sign with Practice
Asymmetric, Extending Upwind for the EFATO.
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MENTAL CALCULATIONS
Calculating Crosswind:
1.
Whenever the reported wind is coming from a direction other than straight down the runway or
straight across then there will be a headwind and/or crosswind component.
2.
To calculate the crosswind and ensure that the student complies with any limitations set by his
instructor the following calculation is to be used.
Angle
To Calc X/Wind
To Calc H/Wind
3.
30
0.5
0.9
45
0.7
0.7
60
0.9
0.5
Table 1.12
The PF is to interpolate between these angles as appropriate. An example:
Example: Reported W/V on runway 03 at Melaka is 060 /10kts. Using the above table, the crosswind
is 5kts and the headwind is 9kts.
Calculating RoD on an Instrument Approach:
1.
When flying an ILS, it is important to know the RoD required to maintain a 3 slope. This
calculation is dependent on Ground Speed. The KIAS remains constant. The following calculation is
to be used at MFA: Ground Speed x 5
Example 1: What is the RoD required with 80kts groundspeed and 80 KIAS.
80 x 5 = 400ft/min
Example 2: What is the RoD required with a 100kts groundspeed and 80 KIAS.
100 x 5 = 500ft/min
Calculating Top of Descent:
1.
On a navigation sortie, we regularly cruise at altitudes well above 1000ft. So on approaching a
destination to maintain our planned ETA we will use a cruise descent. (Descending, yet still
maintaining our normal cruise speed or close to it). Top of Descent (ToD) is to be calculated at MFA
using the following calculation based on a RoD of 500ft /min: Height to lose x Factor.
Example: Cruising at 8000ft. To join the circuit at 1000ft. Cruise speed on descent = 150 KIAS.
Height to lose = 7000ft.
Factor = 5
TOD = 35nm.
Ground Speed
Factor
60
2
90
3
120
4
150
5
180
6
Table 1.13
3.
Without DME to confirm distance from a station, the PF is to use their maps. Additionally, this
calculation can be made every 1000ft to confirm if the aircraft is on a correct descent profile and if
not, the PF can adjust their RoD to achieve it.
4.
The PF can also modify their RoD to achieve a specific altitude at a specific point, but PF is to
endeavour to maintain their cruise descent speed (at your ETAs are calculated at this speed)
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Calculating Distance on a DME Arc:

1.
When flying the intermediate approach via a DME Arc, it is important to know the distance
around the Arc so a correct ToD can be planned. The following calculation is based on the 1 in 60 rule
and is to be used at MFA: For every 30 of azimuth on a 10nm DME Arc (10nm radius), the distance
is 5nm.
Example: What is the distance on a 10 mile arc if you are inbound on the 090R and the final approach
course is 210.
Inbound Course = 270. Course required = 210. Azimuth = 270 210 = 60
Distance on the Arc = 2 x 30 = 2 x 5 = 10nm.
Calculating Elapsed Time:
1.
When on an unplanned leg or a diversion a rough way of calculating elapsed time to calculate
an ETA to give to ATC is to divide the distance to fly by the groundspeed in miles per minute.
Provided there is no wind, in the PA28, 95KIAS is approximately 1.5nm/min. So with a measured
track distance of 30nm, the elapsed time is 20min. For the PA44, travelling at 2.5nm/min the same
distance will be covered in 12min.
Groundspeed Check:
1.
To get a rough estimate of time remaining to a waypoint, pick an obvious land mark half way
along track. Note the time taken to get there from when you set course on that leg and then add that
actual elapsed time to the time you arrived at that feature. This will be an approximate ETA.
Standard Conversion Factors of Mass & Measures:
Pounds
US Gallons
US Gallons
US Gallons
Feet
Kilograms
Liters
Pounds
Kilograms
Meters
x 0.454
x 3.78
x 6.60
x 3.03
x 0.305
STANDARD FUEL ENDURANCE:

1.
To conservatively allow for the vagrancies of weather, pilot flying technique, and non-leaning
of the mixture, the standard fuel endurance of the PA28 and PA44 aircraft is 5 hours.
Note:
Pilots on Navigation sorties are encouraged to use the POH performance graphs as an
alternative to the standard fuel flows.
FLIGHT TEST TECHNIQUE:

1.
Candidates are to ensure that before any licencing / rating test, all training records and the pilot
log book has been checked and signed off by the primary instructor.
2.
Students are expected to know:

a.
How to calculate mass & balance in the aircraft they are using for the test.
b.
How to read and interpret weather reports and forecasts
c.
How to calculate pressure altitude
d.
How to enter the performance graphs to get take-off, landing and where applicable
accelerate-stop distance and drift down altitude.
e.
Aircraft definitions and systems knowledge.
3.
During any test, candidates are to follow the MFA FSM for all manoeuvres.

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4.
Prior to any local manoeuvre, Candidates are to specify the reference point / heading and the
target altitude to be maintained or recovered back to. Candidates are also to ensure the allowable MFA
manoeuvre standards are complied with.
5.
During any Test, the checker is to be given due respect. Candidates are not to argue with the
directions given by the Checker unless they will endanger the safety of the aircraft.
6.
For the in instrument rating Airways test, students may choose what sort of STAR at Melaka to
do, either the Gupta 1A or 1B from Route 1 for runway 03.
7.
If a checker has to provide any assistance during the normal course of the test, then this part of
the test will be deemed a fail. Unless the candidate is otherwise advised before the test.
Note:
Checkers are encouraged NOT to make part or all the radio calls during a check.

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INSTRUMENT FLYING
PREPARATION:
1.
The PF is to ensure that all appropriate equipment and documentation for the intended sortie is
on board the appropriate aircraft and is easily accessible. If a separate stopwatch is used then it is to be
affixed to the control wheel with a Velcro sticky button. This is so the instructor can see the elapsed
time as well.
2.
All clearances / instructions are to be read back. This is specifically applicable to headings,
and altitudes. Unless otherwise instructed, the PF is to advise ATC when a heading /altitude has been
attained.
3.
The PF will conform to any course and altitude limits on the applicable instrument approach
chart. MFA pilots are to be familiar with both the Malaysian AIP and Jeppessen instrument approach
charts.
4.
All turns are rate 1 or 25 whatever is the lesser.
5.
The NDB at Melaka has been removed. Any ADF orientation / practice is to be made in the
simulator.
6.
All communication and navigation radios are to be checked for correct operation before the
aircraft moves from the apron. Comm 2 is normally set to Ground and ATIS. Comm 1 is usually set as
the primary air to ground frequency.
Note:
If a navigation radio cannot be idented / tested correctly on the MFA apron, then the
ident/ test check can be made during the pre-take-off checks of the radios.
INSTRUMENT APPROACH BRIEF:

1.
All instrument approaches must be preceded by a brief to the instructor or safety pilot. The brief
is to be given before the IAF to minimise distractions during the approach.
2.
For airways sorties, the ATIS is to be noted (the Instructor briefed), the Top of Descent (ToD) is
to be calculated, the STAR is to be briefed and programmed into the appropriate nav radio and the
planned instrument approach briefing made.
3.
Information to be included in the brief:

a. Airport name
b. Type of approach (straight in or circling approach)
c. Date of chart
d. 25 nm minimum sector altitude
e. Initial approach altitude
f. Holding pattern entry procedure (If commencing approach from overhead)
g. Holding pattern outbound course (Not required if joining via a STAR)
h. Holding pattern inbound course (not required if joining via a STAR)
i. Intermediate approach course, time or DME distance & limiting altitude
j. Procedure turn courses (outbound & inbound)
k. The final approach point / final approach fix
l. The inbound course
m. Where the missed approach point is
n. The MDA / DA (Straight In or Circling Approach)
o. The missed approach procedure as per the chart. (Holding pattern brief of the inbound &
outbound course)
p. Diversion

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The MDA for the circling approach is different from the straight in approach so as to
provide obstacle clearance. The PF may descend below circling altitude when visual but
obstacle clearance may be lost.
INSTRUMENT PRE-LANDING CHECKS:

1.
Pre-landing checks are to be completed when on the intermediate approach but prior to the FaF.
Aircraft joining via a DME arc or a STAR are to complete the pre-landing checks a minimum of 30
before the final approach course.
Note:
Provided ATC approval has been obtained, aircraft may stack in the holding pattern with
500ft separation. Additionally pilots are to be aware that an approach can commence
from an altitude higher than the IAA.
DEFINITIONS OF INSTRUMENT APPROACH SEGMENTS:

Initial Approach
Altitude (IAA)
Initial Approach
Fix (IAF)
Initial Approach
Intermediate
Approach
Final Approach
Fix (FAF)*
Final Approach
Point (FAPt)
Final Approach
Is the procedure commencement altitude as written on the Instrument

Approach chart.
Is overhead either the NDB or VOR
Is that segment of the approach from the initial fix until the start of the
intermediate approach. May include a holding pattern.
Is that segment of the approach between the initial approach fix and the FaF /
FaPt. May include a reversal turn.
Is the point where the final approach commences on any approach where
there is DME. Is marked on the instrument approach chart as a Maltese Cross
at 45.
Is the point where the final approach commences on any approach where
there is NO DME. It is defined as a point where an aircraft is within 5 of the
inbound course.
Is that segment of the approach between the FAF / FAPt and the MAPt.
Missed Approach
Point (MAPt)
Is where the pilot does not make visual contact with the ground and
commences the missed approach procedure.
Minimum Descent
Altitude (MDA)
Is the minimum altitude a pilot may descend to on a NDB, VOR, or LLZ

approach. Pilots are to maintain level flight at the MDA. On achieving and
being able to maintain visual reference, pilots may descend below MDA.
The minimum altitude a pilot may descend to on an ILS approach. Pilots are
not to fly level at a DA, but are to descend to it and if visual reference cannot
be achieved and maintained, then the go-around is to be initiated. Descent
below the DA during a go-around is acceptable.
Decision Altitude
(DA)
Altitude
Vertical distance between a point and the QNH of the day.
Height
Vertical distance between a point and the ground
Table 1.14

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USE OF VOR / COURSE INDICATORS:

1.
During an instrument approach it is critical that all navaids are used in the most efficient way
and to ensure that the PF does not become disorientated. To this end, this is the technique to be used at
MFA to ensure that both are achieved.
Note:
a.
Prior to take-off the departure brief is to be made as to how the initial approach altitude
(IAA) is to be achieved. Additionally the instrument approach brief is also to be made. If
returning from the training area, then the instrument approach brief is to be made either
during the cruise or during the descent to the IAA. But has to be completed by 3nm
before the IAF.
Take-off and Climb:

1.
If the aircraft is fitted with a heading bug, then set the bug on the runway heading. After
take-off the heading bug is to always be moved prior to turning the aircraft.
2.
If the departure is to be climbing on the missed approach course back to the IAF, then the
course is to be intercepted and maintained. A rate 1 turn to intercept is standard. Pilots are not to
just hold headings.
3.
At Melaka, the PF is to climb on the missed approach course to 2500ft (3500ft if for VOR
21 approach) and level off before turning back to the VOR. After levelling out in the cruise,
pilots are to turn the OBS to the reciprocal course and then the HDG bug for the reciprocal as
well. For aircraft without a heading bug, the PF are to set the ADF compass rose to the next
course and verbalise their actions as if they did have a heading bug.
4.
The PF is to then commence a turn as per the chart to track back to the VOR. At 20
before the desired course, the PF is to turn the OBS of the #1 VOR to centralise the CDI and roll
out on the appropriate heading to home to the VOR. The #2 VOR is then to be set to the same
course as the #1 to provide a backup function.
b.
Holding Pattern:
1.
During the holding pattern, #1 VOR is to remain on the inbound course of the holding
pattern. #2 VOR OBS is to be set to the appropriate check points to confirm correct position in
the pattern. Aircraft fitted with an RMI on the #2 have this information displayed automatically.
c.
Approach: (Direct Outbound)

1.
At 3 nm before the IAF when planning to commence the approach, the heading bug is
selected to the intermediate approach course. Both VORs remain on the previously selected
course.
2.
When overhead the VOR in the cone of confusion, the PF is to turn on to the heading bug
and set the intermediate approach course on the #1 VOR and #2 VOR. The PF is to maintain the
heading bug heading until 1nm past the VOR. Thereafter are to turn to intercept the desired
intermediate approach course if required. (Pilots are NOT to just maintain headings, but are to
intercept the outbound course).
3.
The PF is then to report to ATC that they are outbound so as to get descent clearance.
Thereafter, the pre-landing checks are to be completed.
4.
At 1nm before the start of the procedure turn, the PF is to turn the heading bug to the
course of the procedure turn (allowing for any known drift). At the procedure turn DME
distance, the PF is to turn onto the heading bug. With wings level, the PF is to commence timing
for 1 minute. Whilst level, the PF is to turn #1 & #2 VOR OBSs to the final approach course. If

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a change of frequency is required as for an ILS, then the Ident button is to be pushed to ident the
new aid. (Ergonomic flow may dictate a sequence change)
Note:
d.
For training purposes at Melaka, a descent clearance is required to commence the IA

and when established on the FA another descent clearance is required.
Turning Points Navigation:

1.
At 5nm from the turning point, the PF is to set the heading bug to the next heading and
complete a HAT check. The #1 VOR remains on the present course. The #2 VOR is tuned &
idented and set to the next desired course or crossing radial. (Ergonomic flow may dictate a
sequence change)
2.
Depending on the arc through which to turn (less than 90 = 1nm and more than 90 =
1.5nm) then this distance before the waypoint a turn is commenced on to the heading bug.
3.
With wings level, the #1 VOR is set to the desired course and the new frequency is set
and idented. (Ergonomic flow)
e.
Turning Points SID / STAR / DME Arc

1.
When on a SID, where the first waypoint is at a DME distance on a radial, the aircraft is
turned when at that DME distance. The HDG bug is turned at 3nm before.
2.
When on a STAR, the standard navigation procedure applies with the exception that the
#2 VOR OBS is set to the final approach course just before crossing the lead-in-radial (LR),
unless using an RMI. When crossing the LR, pilots are to set up a 45 intercept for the FA
course.
3.
When joining a DME arc, the standard turning circle calculation is made and at 5nm
before the fix, the heading bug is turned to a heading approximately 90 to the present heading.
(Provided the arc to turn through is 90). When established on the arc, the #1VOR is tuned &
idented to the final approach aid and then OBS is set to the final approach course. The #2 VOR
OBS is turned so that the CDI remains within 10 of the present radial being crossed. (Unless
using an RMI). When crossing the LR, turn to set up a 45 intercept heading for the final
approach course. When established on the final approach course on #1 VOR and waiting for the
FaF. The #2 VOR is set to the final approach course as backup (Unless using an RMI).
DUTIES OF SAFETY PILOT:

1.
Under conditions of simulated instrument flying the FI will act as safety pilot and will occupy
the right hand seat of the aircraft and is responsible for the safety of the aircraft at all times when the
student acting as the PF is under the hood with sole reference to instruments. The safety pilot will
carry out the following:
a. Maintain an adequate look out for other aircraft advising the PF of the relative position of all
visual contacts and suggest an appropriate safe heading.
b. Maintain a continuous check on the position of the aircraft and advising heading changes to
keep within the training area allocated and to keep clear of restricted and controlled
airspace. He is also to ensure the aircraft is clear of terrain, cloud, and if over water within
gliding distance of land.
c. Take over the controls of the aircraft only when it is necessary to get out of an emergency
situation e.g. too close to another aircraft or the PF becomes disorientated. He is to hand
back the controls once the aircraft is returned to normal safe operation.
d. No flight instruction will be given during the flight. However the instructor is to debrief the
student on his performance at the end of the flight.

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2.
Before initiating the climb, descend or turns the safety pilot will be requested to carry out the
lookout. The manoeuvre will only be executed after the safety pilot has said CLEAR ALL ROUND.
During the approach, the PF will advise the safety pilot of his intention for climb, descend, or turn.

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EMERGENCY PROCEDURES
Any emergency that is covered by the emergency checklist is to be followed using the emergency
checklist.
LOSS OF COMMUNICATIONS:
In the circuit:
1.
If you suspect you have a radio failure, change to the secondary radio.
2.
Continue in the circuit and plan to make a normal landing. Do NOT continue in the circuit with
your circuit exercise without two serviceable radios.
3.
After landing taxi off the runway as usual, follow standard shutdown procedures and advise
ground staff.
In The Training Area:
1.
Please refer to the latest Local Air Traffic Instruction for MFA
During Navigation:
1.
Please refer to the latest Local Air Traffic Instruction for MFA
RUNWAY EMERGENCIES:
Flat tyre on Landing / Take-off:

1.
A flat tyre is indicated by directional control difficulties (different from usual). The aircraft will
also want to yaw towards the flat tyre. A noticeable one wing low attitude appears as well as unusual
noises.
2.
Your immediate actions are to close the throttle and keep straight using nose wheel steering and
opposite brake (use sparingly).
3.
When the aircraft stops, advise the ATC unit of what has happened and ask for company
assistance (they will come out with a spare tyre with Rescue Fire Service)
4.
Shut down the aircraft as per the aircraft checklist and await the tyre change team.
Note:
A depressed main oleo will give the same lopsided feeling as a flat main tyre except that
there will be no difficulty in maintaining direction.
Brake Failure:
1.
Is indicated by an uncommanded yaw when both brakes are applied (the affected brake pedal
may also flatten to the floor in an unusual way). The aircraft will yaw towards the operative brake.
2.
Your immediate actions are to close the throttle and pull the mixture to ICO, then to steer the
aircraft away from any obstacles until its stops.

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NIGHT EMERGENCIES:
Loss of Lights:
1.
If on the ground, advise ATC and shutdown, aircraft is to be towed back to dispersal.
2.
If airborne, advise ATC and land as soon as practical.
Radio Failure:
1.
Please refer to the latest Local Air Traffic Instruction (LATCI) for MFA
Total Electrical Failure: (This also assumes a loss of comms as well)

1.
If on the ground. Do Not enter the active runway. Shutdown the engine, attract attention by
waving your touch. Contact ATC and MFA Flight Operations by Handphone. Await assistance. Do
not leave the aircraft as an unlit obstacle.
2.
If ATC is aware of your problem, then they may give you any of the following light signals.
You are to follow them:
a.
b.
c.
d.
e.
Steady Red
Steady Green
Green Flashes
Red Flashes
White flashes
- Stop
- Clear to Land / Taxi
- Taxi to clear (Expedite taxi)
- Taxi to clear of landing area in use
- Return to dispersal
3.
If you are airborne: Your first action is to locate your torch and switch it on to shine on the
aircraft instruments so you can remain in control of the aircraft. Refer to the emergency checklist to try
and solve the problem. Use your hand phone to alert ATC. Look for the light signals from the tower
for radio failure.
Steady Green
- Cleared to Land
Steady Red
- Go-around &and carry out further circuit.
Intermittent Red - Do not land, continue in circuit until clearance is given.
4.
Collision avoidance must be of the utmost importance since the navigation and anti-collision
lights will be inoperative. (You will be invisible to other traffic / ATC). Descend to maintain 800ft
QNH On finals descend to maintain 300ft QNH and attract attention by opening and closing the
throttle. At the end of the runway climb to maintain 800ft into a normal circuit.
5.
Failure of the navigation light, wing strobes or landing light (with no other electrical problems).
Students are to land as soon as practical
Engine Failure:
1.
If the engine fails at night, you will use the same procedure as in the day except more emphasis
must be placed on keeping the airplane at flying speed and restarting the engine.
2.
It may be difficult selecting a suitable forced landing site at night. Moonlight may help, but do
not rely on it.
3.
Landings should be made into the wind to allow for a slower groundspeed and minimum
forward speed when surface contact is made.

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Section II
MANOEUVRES & PROCEDURES
This section describes the how to fly the various
manoeuvres required for visual and instrument
flying for PPL and CPL/IR issue.
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TASK #1:
GROUND OPERATIONS
SUBTASKS:
Pre-flight Planning
Pre-flight Inspection
Cockpit Management
Park Brake
Engine Starting
Use of Brakes & Taxiing
Engine Shutdown and Parking
OBJECTIVE:
To provide guidance to the pilot on the basic procedures and techniques

essential to the safe operation of the aeroplane prior to and post flight.
STANDARDS:
N/A
DESCRIPTION:
Pre-flight Planning
1. The student will arrive 1 hour prior to the scheduled departure time and
report to their instructor.
2. Verify the assigned aircraft.
3. Collect the weather data.
4. In the case of a navigation exercise, the planning is to be completed well in
advance of the departure time except for the addition of winds,
groundspeed, times, fuel consumption, etc.
5. Complete the mass and balance and performance calculations.
6. Submit a flight request to flight operations a minimum of 2 hours prior.
7. Flight Operations will provide the student with the appropriate aircraft tech
log and documents.
8. Check the aircraft documentation for outstanding discrepancies and verify
the appropriate aircraft data (100 hour check and calendar inspections etc.).
9. File a VFR/IFR flight plan as required a minimum of 2 hours prior.
10. Submit a completed appropriate cross-country authorisation to Flight
Operations for approval, if applicable.
11. Verify the designated parking area of the aircraft.
Caution:
While walking on the ramp area, exercise extreme caution for taxing aircraft, operating
aircraft propellers, and moving vehicles. This becomes more difficult at night. The pilot
should keep his/her head up and eyes open at all times. Headsets are NOT to be worn
on the apron.
Pre-flight Inspection
1. When approaching the aeroplane, check general aeroplane conditions. At
the first opportunity, remove the pitot booty.
2. After entering the aeroplane, the pilot should first ensure that all necessary
equipment, documents, and navigation charts are on board. Depending on
the sortie type also check that there are a minimum of two (2) life jackets
in the aircraft. Remove the control lock (seat belt) if applicable.
3. Equipment such as headsets, navigation clipboards, and pencils are not to
be placed on the top of the instrument panel. After time, this may scratch
the windscreen, reducing forward visibility.
4. Perform the pre-flight visual inspection of the aeroplane using the MFA
checklist.
Note:
When you have accomplished a few pre-flight inspections on a particular type of aircraft,
you should be fully acquainted with the way the aircraft looks in its normal condition.
When anything is different, it must be questioned before flight. Aircraft Maintenance or
your instructor will assist you.

PA28 & PA44
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Cockpit Management
1. Regardless of what materials and/or equipment are to be used they must be
neatly arranged and organised in a manner that makes them readily
available.
2. The PF seat is to be adjusted (cushions can also be used) so that all controls
are easily within reach and high enough so visibility of attitude is not
impaired. Placement of the PF feet is to be with the balls of the feet on the
bottom half of the rudder pedals with the heels on the floor. PFs are to keep
their feet on the rudder pedals at all times to be ready to apply rudder.
Note:
When seated in the cockpit, the PF must be able to see inside and outside references
without straining. Poor visibility not only causes apprehension and confusion, but also
presents a hindrance to the control of the airplane. In addition, if the flight is conducted
under instrument conditions, sitting too close to the instrument panel can cause
instrument cross check (scan) problems.
Note:
Students are also advised to adjust their seat height to be at the same eye height as
their instructor.
Park Brake
Note:
The aircraft pedals are two function controls. The lower portion is used during flight to
operate the rudder and on the ground is used for nose wheel steering. The upper part of
the pedal (toe brakes) is used to apply brake pressure to each main wheel brake.
Note:
As per the MFA checklist, the park brake is to be engaged prior to all engine starts and
whenever the aircraft is stationary with the engine running. (Except on the runway prior
to take-off and when after landing once clear of the active runway after the holding
point).
Engaging the Park Brake

1. To engage the parking brake, position ones feet on the top part of the pedal
and push firmly and hold.
2. Locate and pull the parking handle towards you and using your thumb push
the thumb button and then let go of parking brake handle. Pressure will
now remain applied to the brake cylinders.
PA44:
Press the top of the pedals and pull the parking knob out. Release the toe pedals.
Disengaging the Park Brake

1. Close the throttle to idle if the engine is operating.
2. Position ones feet on the toe brakes but do not apply pressure.
3. Locate and initially pull the parking handle towards you (to unlock the
brakes). Do not put your thumb on the thumb button and let the handle
swing forward to the neutral position.
PA44:
Position feet on pedals but dont apply pressure. Push parking brake knob back in.
Note:
With the park brake off and the throttle closed (idle), the aircraft will not move if on a
level surface. PF are not to apply rudder pressure when releasing the park brake. PF
are also to use the nose wheel steering wherever possible and the use of toe brake is
just to assist the turn. For the PA44, the nose wheel steering followed by asymmetric
power and lastly asymmetric brake provides primary directional control.
4.
The throttle may now be advanced to move the aircraft.

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Engine Starting
1. Engine starting is accomplished using the appropriate MFA checklist.
2. When ready to start (about to engage the starter), the PF should look
around in all directions to be sure that nothing is or will be in the vicinity
of the propeller.
3. As soon as the engine starts, 900 RPM is to be set initially and then the
RPM will increase to stay at 1000 RPM. With a warm engine, 1000 RPM
can be set after start. The oil pressure is checked and if it does not rise from
the red range within 30 seconds, the engine is not receiving proper
lubrication and is to be shut down immediately to prevent internal damage.
4. After engine start, the PF put on the headset, then check and set the
intercom. If the lesson is a dual flight, the student will check the intercom
operation and volume by saying to the FI How do you read me? the
instructor will respond Strength 5, how me? The student will
respond Strength 5 if appropriate.
Note:
PF are to use the standard radio readability scale (1-5) when determining signal
strength.
Note:
Starting of the engine by turning the propeller by hand (hand swinging) is prohibited by
MFA policy.
Brake Check
Caution:
The brakes are checked to ensure that they are operational. If there is a problem, then
the aircraft is unserviceable and engineering is to be advised. Indications of brake
failure or impending failure can be one or both brake pedals feeling spongy. If only one
brake is operational, then on the brake check, the aircraft may give an uncommanded
yaw towards the operational brake.
1.
2.
3.
4.
5.
Note:
Remove the park brake as detailed above.

Position ones feet on the upper part of the pedals but apply no pressure,
Advance the throttle to move aircraft moving slowly,
Then when moving, close the throttle and gently apply equal foot pressure
to the pedals (toe brake portion) to slow the aircraft.
When the aircraft slows (and stays straight) the brake check is complete.
There is no need to stop the aircraft because you are just testing the brakes. PF is to
ensure the throttle is closed so if there is a failure of one or both brakes the aircraft will
not collide with either buildings or other aircraft.
6. The throttle is advanced to continue taxiing.

Taxiing
1. The rudder pedals are the primary direction control during taxiing with
brake to assist.
2. The PF should taxi with the heels of the feet on the cockpit floor and the
balls of the feet on the bottom of the rudder pedal.
Note:
If the lesson is a dual flight, the student will first check their brakes and then will hand
over control to the instructor. The FI will check his brakes and then return control back to
the student.
3.
4.
Taxi speed will be controlled using engine power in the normal range of
idle to 800-1000 RPM. The primary requirement for a safe taxiing speed is
positive control and the ability to stop or turn where and when desired.
While taxiing, clearance from obstructions and other aircraft must be
ensured. If at any time there is doubt about wingtip clearance, the aircraft

PA28 & PA44
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must be stopped. Seek assistance. If no assistance is available to verify

wing tip clearance, do not proceed any further, shut down the engine.
Note:
Provided the nose wheel remains on the yellow line and all adjacent aircraft are also on
the yellow lines then there is little chance of a collision. However, PF is also to remain
vigilant of their wing tips. In the PA44, a convex mirror on the engine nacelle will also
show the position of the nose wheel relative to the yellow taxiway line. However the PF
is to note that the reflection is in reverse.
5.
6.
Note:
When taxiing the aircraft, the control column is to be held by hand so as to

prevent damage by bouncing around. The controls are to be positioned in
the neutral position.
When braking is required, first reduce the power to idle, and then press the
toes of the feet onto the brake portion of the rudder pedal to activate the
brakes.
The brakes are used primarily to stop the aeroplane at a desired point, to slow the
aeroplane, or as an aid in making a turn. To avoid creating excessive heat on brake
linings and unnecessary wear on the brake pads, it is important that the PF does not
use the toe brakes for steering (riding the brakes) during taxi, take-off or landing.
7.
8.
9.
After taxiing to the holding point, the aeroplane is positioned

approximately
unobstructed view of
the late downwind, base and final is achieved.
After the aeroplane is at the correct position, it is allowed to roll forward
slightly so that the nose wheel is straight. Apply the park brake and then set
1000RPM.
Perform the power check and pre-take-off checks as per the MFA
checklist. Then contact ATC.
Engine Shutdown Check and Parking

1. The PF will return the aeroplane to the designated parking location. Shut
down the aircraft using the appropriate MFA shutdown checklist.
2. Record the start, stop, take-off and landing times, times in the appropriate
spaces on the Tech-log.
3. After shutdown, put the ignition key on top of the instrument panel; install
the control lock (seat belt), pitot bootie, and chocks if applicable.
4. Complete a post-flight visual inspection of the aeroplane. Check general
aeroplane condition, check for loose or missing fasteners/screws, oil leaks,
damage of any kind, etc. If a discrepancy is found write up the defect on
the aircraft tech-log and report it to Flight Operations when returning the
p
c -log.
Note:
Any tech log entry reporting smoke / smell of smoke in the cabin or fire must be
accompanied by a Mandatory Occurrence Report and forwarded to the Malaysian DCA
within 24 hours.
6.
7.
DIAGRAM:
Make a final check of the cockpit. Ensure that the Batt. /Alt switch is in the
OFF position.
Remove any rubbish and all the PF carry-on materials and equipment.
N/A

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TASK #2:
POSITIVE EXCHANGE OF FLIGHT CONTROLS
OBJECTIVE:
To provide guidance for all pilots, especially student pilots and FIs, on the
procedure for the positive exchange of flight controls between pilots when
operating an aircraft.
STANDARDS:
Must be executed anytime the flight controls are exchanged between the PF and
the PNF.
DESCRIPTION:
1.
2.
3.
4.
Note:
When an instructor is teaching a manoeuvre to a student for the first time

the instructor should use the following procedure:
a. The instructor will demonstrate the manoeuvre.
b. The instructor will teach the manoeuvre.
c. The instructor will then allow the student to follow through holding the
appropriate controls.
d. The student will perform the manoeuvre with the instructor remaining
clear of the controls and monitoring the d
progress.
When the FI wishes to take control of the aircraft, he/she will position
his/her hands and feet on the appropriate control and say to the student I
have control. The student will remove his / her hands and feet from the
appropriate controls and will say You have control
When the FI wants the student to take control of the aircraft, he/she says to
the student You have control. The student will position his / her hands
and feet on the appropriate controls and respond, I have control.
When the FI wishes the student follow along on the control of the aircraft,
he / she says to the student I have control, you follow through. The
student will respond, You have control, I will follow through.
During flight training, there must always be a clear understanding between the Pilot
Flying (PF) and the Pilot Non Flying (PNF) as to who has control of the aircraft. During
this procedure, a visual check is recommended to see that the other person actually has
the flight controls. There should never be any doubt as to who is flying the aircraft.
Section:
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PA28 & PA44
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2.7
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Jan 14
TASK #3:
STRAIGHT & LEVEL
SUBTASKS:
Straight and Level Flight - Normal Cruise

Straight and Level Flight - Fast Cruise
Straight and Level Flight - Slow Flight
Use of Stabilator & Rudder Trim
OBJECTIVE:
To develop smoothness, coordination, orientation, division of attention, and

control techniques while flying straight and level using visual references only.
STANDARDS:
PPL, CPL
1.
2.
3.
4.
5.
DESCRIPTION:
Note:
Student must exhibit adequate knowledge of the elements relating to visual

attitude flying during straight and level.
Student must be able to demonstrate the correct power setting when
changing airspeed
Correct cross-check of attitude to performance as applied to pitch, bank,
power, and trim corrections
Monitors the manoeuvre by using Lookout, Attitude, Performance
Maintains the heading 10 (PPL), 5 CPL, Altitude 100 feet (PPL),
50 feet (CPL/IR). Airspeed 5kts (PPL & CPL)
Straight & Level Flight - Normal Cruise
Instructors are to ensure students use the Lookout, Attitude, Performance technique for
straight & level flight. During transition to straight & level, primary pitch information is
from the visual attitude. After setting the appropriate attitude, the eyes are directed to
the appropriate flight instrument for confirmation. During straight & level flight the
primary confirmation indicator for direction is the outside reference point at the early
stages with the use of the DI at advanced stages. Correct pitch attitude will determine
the desired performance and power will ensure the correct airspeed.
1.
2.
3.
4.
Note:
(Power + Attitude = Performance)
Select and hold the 3 finger to the horizon ensuring the wings remain level.
For the PA28, at 5KIAS before the desired cruise speed, set cruise power.
Re-adjust pitch attitude as necessary to remain in level flight.
Ensure the reference point remains in a constant position ahead using
ailerons and use rudder to remove any yaw.
To set the power one needs to be concentrating on flying the aircraft by reference to
attitude to maintain altitude. For the PA28, on achieving 5 kts below the desired cruise
speed, the throttle is reduced by an amount by feel. Do Not look at the RPM gauge as
you reduce power. When you think you have the correct power as judged by the
appropriate movement of the throttle and engine noise reduction. You can briefly look at
the RPM gauge to confirm if you have the correct setting. If not, then you are to direct
you attention back to maintaining the correct attitude and adjust the throttle in the
correct direction by an amount. If you have the correct power setting and you are
maintaining the nominated altitude and correct speed, then you can trim.
For the PA44, a constant scan of attitude, altimeter and MP (manifold pressure) is
made. When approximately set, whilst maintaining the scan of attitude and altitude then
RPM is then set to cruise. If appropriate, the mixture is also leaned.
5.
Set stabilator m f d ff p
f
achieved at the desired altitude and reference point.

PA28 & PA44
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Straight and Level Flight - Fast Cruise

1. Increase power to 75%, coordinating with rudder.
2. Pitch the nose down to up to 4 fingers to avoid climbing.
3. Adjust power to maintain appropriate speed
4. Set stabilator m f d ff p
.
Straight and Level Flight - Slow Flight
1. Select carb heat ON and set approach power
2. Apply rudder to remove the yaw and remain on the reference point.
3. Pitch the instrument panel to the horizon to maintain altitude
4. Select the appropriate flap.
5. At 5kts before desired speed, increase power to select carb heat OFF and
set 1900-2300 RPM to maintain desired speed (75 KIAS).
6. Adjust attitude to maintain altitude.
.
To correct for variations in altitude:
1. Pitch to maintain / re-attain altitude.
2. Adjust power to maintain desired KIAS.
3. Apply rudder to remove yaw relative to reference point / DI heading.
To correct for variations in direction:
1. Use coordinated controls to turn back onto the reference point and roll out
after achieving the desired heading.
2. Hold the heading with coordinated rudder and bank angle.
DESCRIPTION:
Note:
Use of Stabilator & Rudder Trim
Trim is used to relieve adverse control force on the primary controls (stabilator &
rudder).
Stabilator:
1. Hold the desired pitch attitude with pressure on the control column.
2. Place hand on trim wheel.
3. Move wheel in desired direction to relieve stabilator control pressure.
a. For nose down trim, move the trim wheel backwards.
b. For nose up trim move the trim wheel forward.
4. If the stabilator pressure is high, move the trim wheel quickly in desired
direction (coarse trim).
5. As the stabilator pressure is reduced, trim slowly (fine trim) in the desired
direction until the stabilator
p
( f
d
H d ff
pressure).
Rudder:
1.
2.
3.
4.
Lift feet off the pedal and check which way the ball is tending to move.
Reapply feet to the pedals and apply the appropriate pedal to centralise the
ball.
Turn the rudder trim in the direction of the applied rudder pressure. When
you think you have set the rudder trim correctly. Remove your feet briefly
from the rudder pedal and the ball remains centralised.
Reapply feet to the rudder pedals.
Common situations requiring re-trimming

1. Changes in pitch attitude,
2. Power changes,
3. Change in aircraft configuration (example: flaps).

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Note:
Trim is used to relieve steady control pressure. It is not to be used to trim off pressures
that are only transient, e.g. in a turn.
Note:
For the PA28, 2300 RPM is a standard power setting for normal cruise at 95 KIAS.
However, due to the varying conditions of the day and aircraft weight and piloting
technique, a lower or higher setting may be required to achieve and maintain 95 KIAS.
DIAGRAM:
N/A.
Section:
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Date:

PA28 & PA44
II
2.10
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Jan 14
TASK #4:
CLIMBS & DESCENTS
SUBTASKS:
VY Climb
Cruise Climb
Cruise Descent
OBJECTIVE:

control techniques while executing climbs and descents using only visual
references.
STANDARDS:
PPL, CPL
1.
2.
3.
4.
5.
DESCRIPTION:
Note:
Exhibits adequate knowledge of the elements related to visual attitude

flying during constant airspeed climbs and descents.
Demonstrates climbs and descents at constant airspeed between specific
altitudes in straight flight as specified.
Maintains the heading 10 PPL, 5 CPL, Altitude 100 feet (PPL), 50
feet (CPL). Airspeed 5kts (PPL & CPL)
Uses correct instrument confirmation procedures and applies the
appropriate pitch, bank, power, and trim corrections.
VY Climb
Instructors are to ensure students use the Lookout, Attitude, Performance technique for
climbing & descending. During transition to either a climb or a descent, primary pitch
information is from the visual attitude. After setting the appropriate attitude, the eyes can
be directed to the appropriate performance flight instrument for confirmation. Correct
pitch attitude will reflect the desired performance. During a climb or a descent the
primary confirmation indicator for direction initially is the outside reference point and
later by using the DI. Instructors are NOT to fly solely with reference to the performance
instruments.
1.
2.
3.
4.
5.
6.
Note:
Increase the power to full.

Coordinate with rudder to remove any yaw and maintain the reference
point.
Pitch the nose up to put the top of the radio stack / bottom of the instrument
panel on the horizon and use ailerons to keep the wings level.
Hold the new attitude, whilst waiting for the airspeed to decrease to the
desired airspeed.
At 5kt before the desired speed, set stabilator m f d ff.
Adjust rudder trim to remove any adverse yaw.
Any rudder pressure that has been applied the PF is to maintain the pressure to prevent
yaw. For a long climb, the rudder trim may be used to remove this foot pressure.
Cruise Climb
1. At 500ft AGL, pitch the nose to a slightly a lower nose attitude to maintain
90 KIAS.
2. Adjust rudder trim to remove any adverse yaw.
Note:
The advantage of cruise climb is better visibility over the nose and better engine cooling;
however, some climb performance is being sacrificed. For the PA28, VY climb is
maintained when remaining in the circuit. Outside the circuit if ATC requires a pilot to
expedite his climb, then Vy is to be maintained until the limitation has been achieved.

PA28 & PA44
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Levelling off from a Climb:

1. At the desired altitude, smoothly pitch the nose down to the straight &
level attitude.
2. Hold this attitude but also be prepared to making small adjustments in pitch
while waiting for the speed to increase. Apply rudder to remove any yaw.
3. At 5KIAS below desired cruise speed, set cruise power.
4. Coordinate with rudder to remove any yaw and maintain the reference
point.
5. Set stabilator m f d ff f
c
d
d
p d
obtained.
Cruise Descent:
1. Reduce power to 2000 RPM, and let the nose pitch down to the 5-finger
attitude.
point.
3. Hold the descent attitude and set stabilator m f d ff.
4. Adjust power to maintain 95KIAS and attitude to maintain 500ft/min.
Note:
All cruise descents are made at 500ft/min unless a higher rate is required to achieve a
specific descent profile. Attitude controls rate of change of altitude and power control
speed. There is no requirement to pre-select carb heat.
Levelling Off From a Descent:

1. At 10% of your rate of descent before your target altitude, start increasing
the power to cruise setting.
point.
3. Hold the descent attitude until the target altitude and then smoothly pitch
the nose up to the 3-finger attitude to maintain the target attitude.
f c
d
b
d.
DIAGRAM:
N/A.
Section:
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PA28 & PA44
II
2.12
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Jan 14
TASK #5:
MEDIUM TURNS
SUBTASKS:
Level Medium Turns

Climbing Medium Turns
Descending Medium Turns
Base & Final Technique
OBJECTIVE:

control techniques while turning at medium angles of bank.
STANDARDS:
PPL, CPL
1.
2.
3.
4.
5.
6.
7.
DESCRIPTION:
Note:
DIAGRAM:
Exhibits knowledge of the elements related to turns.

Smoothly enters a coordinated level medium turn with 30 bank,
Smoothly enters a coordinated climbing or descending turn with 15-20
bank.
Divides attention between airplane control and orientation.
Rolls out on the entry heading 10 PPL, 5 CPL, / reference point.
Maintains the entry altitude throughout the manoeuvre, 100 feet PPL,
50ft (CPL)
Level Medium Turns:

1. Smoothly roll the aircraft into a 30 bank turn.
2. Coordinate with rudder to remove the yaw.
3. Increase the pitch to maintain constant altitude.
4. Rollout:
a. At the AoB before the desired heading/reference point, initiate a
smooth rollout to level flight;
b. Relax the backpressure coordinating with rudder to return the normal
cruise.
Approximately 50% of the angle of bank before the reference point / heading;
commence the roll out. E.g. 30 bank angle = 15 of azimuth.
N/A
Climbing Medium Turns:
1. Increase the power to full.
3. Pitch the nose up to the desired attitude keeping the wings level
4. On achieving the desired performance, set stabilator m f d ff.
5. Smoothly roll the aircraft into a 15-20 bank turn.
7. Relax the backpressure slightly to a lower pitch attitude to maintain the
desired performance.
8. Rollout:
a. Before the desired heading/reference point, initiate a smooth rollout to
straight flight;
b. Reapply the back pressure to maintain the desired performance.
9. At the target altitude, return the aircraft to straight & level flight.

PA28 & PA44
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Descending Medium Turn:

1. Reduce power as appropriate, pitch the instrument panel to the horizon to
maintain level flight until the desired airspeed is achieved.
3. At the desired descent airspeed, pitch the nose down to the appropriate
attitude to maintain the desired performance.
4. On achieving the desired performance, set stabilator m f d ff.
5. Smoothly roll the aircraft into a 15-20 bank turn.
6. Coordinate with rudder to remove the yaw
7. Relax the backpressure to a lower pitch attitude to maintain the desired
performance.
8. Rollout:
a. Before the desired heading/reference point, initiate a smooth rollout to
straight flight.
b. Reapply the back pressure to maintain the desired performance.
9. As the target altitude approaches, initiate the level out procedure.
Base & Final Technique: Normal Approach
1. With flap set, set carb heat ON.
2. Set approach power, coordinate with rudder
3. As the aircraft slows, pitch the instrument panel to the horizon to maintain
level flight. At 75 KIAS, pitch the nose down to 5 fingers to maintain 75
KIAS d m f d ff d m
:
4. Bank aircraft into a descending medium turn, coordinate with rudder to
remove the yaw.
5. On base leg, set Flap 25 and pitch the nose down to 5-6 fingers to maintain
75 KIAS.
Note:
BASE TECHNIQUE
CONTROL COLUMN CONTROLS SPEED - POWER CONTROLS RATE OF
DESCENT
6.
7.
8.
Note:
Anticipate turn onto finals; coordinate with rudder to remove the yaw.
Roll out on the centreline and pitch the top of the instrument panel up to 3
fingers of the aiming point.
Adjust power to maintain 75 KIAS.
FINAL TECHNIQUE
CONTROL COLUMN MAINTAINS AIM POINT - POWER CONTROLS SPEED
9. Before reaching the landing decision point (LDP) apply the CRS check.
10. At the (LDP) 200 ft. AGL, with all conditions met, select flap 40.
11. Hold the attitude (3 fingers) on the aiming point and allow the speed to
decay to 70 KIAS and to be at 65 KIAS crossing the threshold.
12. At the appropriate flare altitude (when the aiming point is about to
disappear under the nose), pitch the top of the instrument panel to 3 fingers
on the horizon and smoothly close the throttle and remove the yaw with
rudder.
13. When the aircraft sinks, continue pitching the top of the instrument panel
to 1 finger on the horizon and hold until the main wheels first touchdown.
Note:
After landing, do not check forward to get the nose wheel on the ground. As the aircraft
loses speed the nose will come down by itself.
14. Slow the airplane to normal taxi speed before leaving the runway
centreline.

PA28 & PA44
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2.14
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Jan 14
TASK #6:
PRE-MANOEUVRE CHECKLIST
OBJECTIVE:
To ensure that the airplane is properly configured for safe operation prior to any
slow flight and stalling practice.
DESCRIPTION:
1.
2.
3.
4.
5.
6.
Note:
H - Height: Ensure at or above 2000 ft. AGL.

A - Airframe: Flaps ZERO.
S - Safety: No loose objects, harness secure.
E - Engine: No Cautions, Mixture(s) RICH, Fuel Pump(s) ON.
L - Location: Within the boundaries of the Training Area.
L - Lookout: Clearing turns.
The pre-manoeuvre checklist may be accomplished during the clearing turn. A

shortened pre-manoeuvre checklist used between similar exercises is HELL.
1.
2.
3.
4.
H - Height: Sufficient.
E - Engine: No Cautions, Mixture(s) RICH, Fuel Pump(s) ON.
L - Location: Within the boundaries of the Training Area.
L - Lookout: Clearing turns.
During the lookout CHAPS check is to be made. However, it only needs to be made once for each
Hasell and Hell check. C Clear of Cloud, H Clear of High Ground, A Altitude on QNH, P
Clear of Populated Areas, S Position (Over the Sea and within Gliding Distance or Over the Land)
DIAGRAM:
N/A
TASK #7:
CLEARING TURNS
OBJECTIVE:
To determine that the airspace immediately surrounding the aircraft is clear of

other traffic before the start of any manoeuvre.
STANDARDS:
Must be executed before each manoeuvre.
DESCRIPTION:
1.
2.
3.
4.
5.
6.
7.
Note:
DIAGRAM:
Visually scan the area to the left and to the right of the aircraft.
Set the heading bug on the desired heading
Enter a medium-banked coordinated turn to roll out on the bug.
Continuously scan the area above, below, and ahead of the flight path
during the turn.
After 90 of turn has been completed, roll the aircraft straight. To remain in
the same area, turn the bug back to the original heading and turn back in
the opposite direction. Alternatively, a 180 turn can be made.
After each turn is complete, briefly turn to look in the opposite direction of
the turn to check for no traffic.
Upon completing the turns and determining that the airspace is clear,
immediately begin the manoeuvre.
CHAPS check is only to be made once. It does not need to be repeated for the second
clearing turn if making 2x 90.
Clearing turns during the climb are to be made to the right by 30. Alternatively, due
cloud a clearing turn may be made to the left.
If the Instructor is flying, then the climbing clearing turn is to be made to the left by 30.
N/A
Section:
Page:
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Date:

PA28 & PA44
II
2.15
0
Jan 14
TASK #8:
STALLING
SUBTASKS:
Full Stall Recovery - Clean

Incipient Stall Recovery - Clean
Incipient Stall Recovery - Approach Configuration - Flap 40 (Descending)
Incipient Stall Recovery - Power On, Flap 40 (Level)
OBJECTIVE:
To recognise indications of an imminent or full stall during power off and

power on situations and to make prompt, positive recoveries, with minimum
loss of altitude while maintaining coordinated flight.
STANDARDS:
PPL, CPL
1.
Exhibits knowledge of the elements related to aerodynamic factors

associated with power-off and power-on stalls and how this relates to
actual approach and landing situations.
2. Selects an entry altitude that allows the task to be completed no lower than
2000 feet AGL.
3. Maintains level flight or establishes a stabilised descent, in the approach /
landing configuration, as specified by the instructor.
4. Transitions smoothly from the approach or landing attitude to a pitch
attitude that will induce a stall.
5. Maintains the specified heading 5, in straight flight.
6. Recognises and announces the onset of the stall Stall by identifying the
first aerodynamic buffeting / stall horn tone and decay of control
effectiveness.
7. Promptly recovers as the stall occurs by simultaneously decreasing the
pitch attitude, increasing power, and levelling the wings with a minimum
loss of altitude (full stall only).
8. Retracts flaps to the recommended setting.
9. Accelerates to VX speed before final flap retraction.
10. Returns to the altitude, heading, and airspeed specified by the instructor.
CONDITIONS:
Stalls should be accomplished in straight flight and turns using various flap
settings. Emphasis should be placed on smoothness, coordination, and accuracy.
DESCRIPTION:
Full Stall Recovery - Clean

1. Perform pre-manoeuvre checklist,
2 Stabilise aircraft in straight & level flight,
3. Close the throttle, apply rudder to remove the yaw.
4. Smoothly pitch the nose progressively up to maintain altitude,
5. At 60 KIAS: Select carb heat OFF and continue pitching to maintain
altitude with wings level and on the reference point
6. When the horn sounds, continue pitching until the aircraft stalls,
7. At the stall, announce the Stall pitch the control column centrally
forward to the recovery attitude (5 fingers) and hold.
8. Simultaneously apply full power, use rudder to remove the yaw.
9. Achieving VX, complete the ATO checks and then Pitch for VY.
Note:
If at the stall the aircraft wants to roll, the PF is to use rudder to stop any further yaw /
roll and continue with the recovery procedure. DO NOT use aileron to pick up the wing.
Once the speed in increasing (nose at the recovery attitude) during the recovery,
centralise the rudder and use ailerons as normal.
Note:
Announcing the stall is only required for the full basic stall demonstration.

PA28 & PA44
Section:
Page:
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Date:
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2.16
0
Jan 14
Incipient Stall Recovery Clean

(Power OFF, Clean)
1. Perform Pre-Manoeuvre Checklist,
2. Stabilise aircraft in straight & level flight,
3. Select carb heat ON & close the throttle and apply rudder to remove the
yaw,
4. Smoothly pitch the nose up to maintain altitude,
5. At 60 KIAS: Select carb heat OFF and continue pitching to maintain
altitude with wings level and on the reference point
6. When the first tone of the stall horn sounds, hold the attitude and apply full
power, using rudder to remove the yaw.
7. Achieving VX, complete the ATO checks and then pitch for VY.
8. Maintain the VY climb to the assigned altitude or continue with the
levelling out procedure.
Incipient Stall Recovery - Approach Config. - Flap 40 (Descending)
(Power OFF, Dirty)
2. Stabilise aircraft in straight & level flight, simulating downwind in the
circuit.
3. Complete the pre-landing checks.
4. Select carb heat ON & set approach power, apply rudder to remove the
yaw.
5. Smoothly pitch the instrument panel to the horizon to maintain altitude
until 75 KIAS,
6. At 75 KIAS, pitch the nose down to the approach attitude and t m d
ff,
7. Commence a coordinated turn through 90 on to the imaginary base,
8. On the imaginary base, select Flap 25, and adjust the attitude to maintain
75 KIAS,
9. When approaching the imaginary
c
, c mm c
coordinated
f
,
10. When established on finals with a descent, close the throttle at adjust
attitude to maintain the approach speed. At the LDP, select flap 40.
Note:
By closing the throttle the PF is simulating that he recognises being too high. Adjust the
attitude to simulate the correct actions. Applying flap 40 is simulating the flap extension
at the LDP as usual. Throughout the exercise, a descent is to be maintained. After flap
extension the PF is to simulate recognising being too low and only applying back
pressure as a corrective action (and forgets to increase power)
11. Slowly pitch the nose up whilst maintaining a continued descent,

12. When the 1st tone of the stall horn sounds, simultaneously apply full power
and apply rudder to remove the yaw and HOLD the attitude where the stall
horn sounded.
13. Select Flap 25
14. On achieving a positive ROC, Select Flap 10
15. On achieving VX, and positive ROC, select flap ZERO and then pitch for
the VY attitude and continue with the ATO checks.
Note:
This exercise is the scenario type so students make / get the connection to a stall
situation when close to the ground.

PA28 & PA44
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2.17
0
Jan 14
Incipient Stall Recovery Power On, Flap 40 (Level)

(Power ON, Dirty)
3. Select carb heat ON & set approach power, apply rudder to remove the
yaw then progressively select Flap 40.
4. Smoothly pitch the nose up to maintain altitude.
5. At 60KIAS: Select carb heat OFF and continue pitching to maintain
altitude.
6. When the 1st tone of the stall horn sounds, simultaneously apply full power
and apply rudder to remove the yaw and HOLD the attitude where the stall
horn sounded.
7. Select Flap 25.
8. On achieving a positive ROC, select Flap 10
9. On achieving a positive ROC and VX, select flap ZERO and then pitch for
the VY attitude if required or level out and continue with the ATO checks.
DIAGRAM:
N/A
Note:
When the student is practicing the full stall, then the minimum altitude the PF is to
recover by is 3000ft AGL. All other stalling exercises are not going to the full stall, so
for solo, the minimum recovery altitude is 2500ft AGL and for dual is 2000ft AGL.
Caution:
When practicing the incipient stall, the stall horn may not sound. Students are to be
familiar with the symptoms of an impending stall and recover in a timely manner.
Caution:
Instructors are reminded to avoid cutting corners in the interest of saving time when
practicing / teaching critical exercises.
Note:
All instructors are to be familiar with the fully developed stall recovery technique.
Section:
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Date:

PA28 & PA44
II
2.18
0
Jan 14
TASK #9:
TAKE-OFF & CLIMB
SUBTASKS:
Normal Take-off and Climb

Crosswind Take-off and Climb
Maximum Performance Take-off and Climb
Rejected Take-off
EFATO
OBJECTIVE:
To develop proficiency in conducting various take-off and climb profiles.
STANDARDS:
PPL, CPL, and IR

1.
Exhibits knowledge of the elements related to normal and crosswind takeoffs and climbs.
2. Takes into account, prior to beginning the take-off, operational factors
which could affect the manoeuvre such as aircraft characteristics, runway
length, take-off path, surface conditions, wind, obstructions, and other
related factors that could adversely affect safety.
3. Positions the flight controls and flaps for the existing conditions.
4. Taxies into the take-off position and aligns the airplane on the runway
centre-line.
5. Applies the controls correctly to ensure longitudinal alignment with the
centre-line of the runway or intended flight path, prior to initiating take-off.
6. Positions ones feet on the rudder pedals and not the brakes.
7. Advances the throttle smoothly and positively to maximum take-off power.
8. Monitors power plant controls, settings, and instruments during take-off to
ensure all predetermined parameters are met.
9. Maintains positive directional control on the runway centreline, adjusts
aileron deflection during acceleration, as necessary.
10. Rotates at recommended airspeed for the particular climb. Maintains the
particular climb (Vx or Vy) attitude and reduces drag to accelerate.
11. Maintains directional control and proper wind drift correction throughout
the take-off and climb.
12. Completes the prescribed checklist.
DESCRIPTION:
Note:
Normal Take-off and Climb

1. Taxi the aircraft into position, centred on the runway, as close to the
approach end as practical.
2. After receiving take-off clearance, increase power to 2000RPM and make
the take-off systems check.
3. Release the tow brakes and smoothly and positively apply full power,
keeping the control wheel in the neutral position.
4. Make the standard take-off call outs.
5. At 65 KIAS, pitch to the VY attitude and apply a small amount of right
rudder to counter propeller precession.
Do not abruptly pull or snatch the aircraft off the ground. Pitch the nose for the V Y
attitude and the aircraft will fly off the ground. Press the toe brakes briefly.
6.
7.
DIAGRAM:
On climb-out at VY, maintain a ground track along the runway and

extended centreline with coordinated use of rudder and aileron.
At 200ft AGL, complete the ATO checks & at 500ft pitch for cruise climb
attitude and switch OFF the landing light.
Diag. 2.1

PA28 & PA44
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II
2.19
0
Jan 14
TAKE-OFF NORMAL
500 ft AGL
Pitch for Cruise Climb
200 ft AGL
ATO Checks.
Apply Toe Brakes
Set 2000 RPM-Systems Check
Release Toe Brakes
Apply Take-Off Power
Pitch for VY
VR - 65 KIAS
WIND
Diag. 2.1
DESCRIPTION:
Crosswind Take-off and Climb

1. Execute items 1-2 of the normal take-off method.
2. The ailerons are fully deflected into the wind and the stabilator in the
neutral position.
3. As the aircraft accelerates, adjust the ailerons as necessary by rolling off
the applied aileron and maintain runway centre with the rudder. If a
significant crosswind exists, the aircraft should be held on the ground for
another 5kts above the standard rotate speed so that a smooth and positive
lift-off will occur.
4. Once the aircraft lifts off, pitch for the VY attitude, apply a small amount of
right rudder to counter precession and initiate a crab using coordinated
controls into the wind to maintain runway alignment.
5. On climb-out at VY, maintain a ground track along the runway and
6. At 200ft AGL, complete the ATO checks & at 500ft pitch for cruise climb
attitude and switch OFF the landing light,
STANDARDS:
PPL, CPL, and IR

1.
Exhibits knowledge of the elements related to short-field take-off and

climb.
2. Positions the flight controls and flaps for the existing conditions.
3. Positions the airplane for maximum utilisation of available take-off area.
4. Advances the throttle smoothly and positively to maximum take-off power.
5. Adjusts the pitch attitude to attain maximum rate of acceleration.
6. Maintains positive directional control on the runway centreline.
7. Rotates at the recommended airspeed or lets the aircraft fly off.
8. Climbs at the recommended configuration and airspeed +5/-0 knots (PPL
& CPL), until 200ft.
9. Achieving 200ft, maintains the Vx attitude while accelerating by reducing
drag.
10. Maintains take-off power to a safe manoeuvring altitude, and then sets
climb power.
11. Maintains directional control and proper wind drift correction throughout
the take-off roll and climb.
12. Establishes and maintains recommended climb airspeed, 5 knots.

PA28 & PA44
Section:
Page:
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Date:
II
2.20
0
Jan 14
13. Maintains a straight track over the extended runway centreline until a turn
is required.
14. Completes the after-take-off checklist.
DESCRIPTION:
Note:

1. Execute item 1-2 of the normal take-off method,
2. Hold the toe brakes, preventing any movement of the aircraft
3. Advance the throttle smoothly and evenly
4. Make max performance systems check
If the aircraft starts to bunny hop, this is due to either weak brakes or the PF is not using
enough pressure on the correct part of the brake pedals. The PF is to release the brakes
and commence to take-off roll. Do Not allow the aircraft to skid forward.
5.
Release the toe brakes and allow the aircraft to accelerate along the
runway, keeping the control wheel in the neutral position.
6. Make the standard take-off call outs.
7. At 55KIAS, pitch the nose for VX climb attitude (just above the VY
attitude) and apply a small amount of right rudder to keep straight.
8. After lift-off, maintain VX speed until clear of obstacles or 200ft AGL.
9. On climb-out at VX, maintain a ground track along the runway and
10. At 200ft AGL, check for positive ROC and select flap 10, thereafter check
for continued positive ROC and 65KIAS and select flap ZERO. Complete
the ATO checks and then pitch for VY.
Note:
During the take-off and climb, the nose attitude is held to maximise performance. Any
relaxing of the attitude to increase speed will reduce climb performance. When the
aircraft is cleaned up, it will accelerate naturally whilst still maintaining maximum
performance.
11. At 500 ft AGL, pitch for cruise climb attitude and switch OFF the landing
light.
Note:
If remaining in the circuit, the PF is to continue climbing at VY. If leaving the circuit the PF
is to pitch the nose to the cruise climb attitude.
DIAGRAM:
Diag. 2.2
TAKE-OFF - PERFORMANCE
500 ft AGL
Pitch for Cruise Climb
Above Obstacle / 200ft

ATO Checks
Accelerate to VY
Apply Toe Brakes

Set 2000 RPM-Systems Check
Set Full Power- Max Perf Systems Check
Release Toe Brakes
Pitch for VX
WIND
VR 55 KIAS
Diag. 2.2

PA28 & PA44
Caution:
Section:
Page:
Revision:
Date:
II
2.21
0
Jan 14
For all take-offs, the PF is reminded to pitch for the appropriate attitude (V X / VY). In the
event of over pitching, the stall horn may sound. In this situation, the PF is to promptly
lower the pitch attitude so the top on the instrument panel is on the horizon. On
achieving VX, the PF is to reapply the appropriate pitch attitude (VX / VY). Ailerons are
used to maintain wings level.
DESCRIPTION:
Rejected Take-off
1. A take-off shall be rejected any time abnormalities are noticed in engine
indications, or if any other problem develops that may affect safety of
flight.
2. The PF will call Stop and the nature of the problem, (i.e., Engine
Failure, Engine Fire, etc.).
3. The PF will immediately close the throttle.
4. Apply braking as necessary maintaining directional control with the rudder
and applying appropriate aileron for crosswind conditions.
5. Stop the aircraft as soon as possible.
6. Advise ATC.
7. Complete the appropriate emergency checklist
Note:
The pre-take-off brief is where you brief what you will be doing in the event of any
malfunction during the take-off roll.
Note:
In the case of a flap main tyre, normal directional control will be difficult, but once having
closed the throttle, the aircraft will slow rapidly. Use nose wheel steering and brake to
maintain directional control.
DIAGRAM:
N/A
DESCRIPTION:
EFATO - Engine Failure after Take Off
STANDARDS:
PPL, CPL, and IR

1.
2.
3.
4.
DESCRIPTION:
Exhibits knowledge of the elements related to emergency approach and

landing procedures.
Establishes and maintains the recommended best glide airspeed, 5 knots,
and configuration during simulated emergencies.
Completes emergency drills and simulated radio call in a timely manner.
Goes around at 500ft AGL if not on the airfield.
EFATO
1. When the engine fails, pitch the nose down to the glide attitude,
2. Pull on carb heat.
3. T m f d ff
4. Turn to find a landing area and aiming point 45 of heading.
5. Complete emergency radio call
6. Complete EFATO drills.
Note:
The 45 angle is not mandatory if there is not suitable landing area after take-off within
this arc.
Note:
DO NOT turn OFF the Battery Master until the flap has been extended. When practicing
the emergency drills, student is to only use touch checks.
DIAGRAM:
N/A
Section:
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Revision:
Date:

PA28 & PA44
II
2.22
0
Jan 14
TASK #10:
CIRCUITS
SUBTASKS:
Normal Circuit
Crosswind Circuit
Low Level / Bad Weather Circuit
OBJECTIVE:
To develop proficiency in conducting various circuits in various configurations.
STANDARDS:
PPL, CPL, and IR

1.
2.
3.
4.
5.
6.
7.
8.
DESCRIPTION:
Exhibits knowledge of the elements related to normal, crosswind, and low

level circuits.
Takes into account the effect of wind and obstacles on the climb, cruise,
and descent.
Is able to demonstrate correct attitude selection for each part of the circuit.
Maintains the correct power setting on downwind to maintain performance.
Maintains the correct performance 5 knots (PPL & CPL).
Maintains the heading 5, Altitude 100 feet (PPL), 50 feet (CPL).
Maintains coordinated controls.
Completes the prescribed checklist
Normal Circuit
1. At 1000ft v
ff
d d c q
d m f d ff.
Make the lookout.
2. Commence a coordinated medium turn on to the crosswind reference point.
When the runway is one (1) wingtip chord behind the wing, make a turn on
to their downwind reference point. This will ensure the correct circuit
lateral spacing.
3. Adjust the power as required to maintain 95 KIAS.
4. On downwind the PF is to maintain lookout for other traffic in the circuit
and their correct lateral spacing in the circuit (The wingtip stripes are to be
overlaying the runway as viewed from the left seat when doing left hand
circuits) whilst maintaining 1000ft. Make the downwind call abeam the
upwind runway threshold and then complete the pre-landing checks.
Note:
When there are twin-engine aircraft in the circuit and they are practicing simulated
engine shutdown (asymmetric) with an EFATO, PA28 pilots are to follow the twin-engine
aircraft extending upwind and not to cut inside. PA28 pilots are to be aware that the
twin-engine aircraft will still be cruising faster on one engine than the PA28.
Note:
Pilots are to refrain for using any ground reference point other than the runway.
5.
6.
Note:
A standard wind addition / subtraction of 1 second for every knot of tailwind / headwind
is to be applied as applicable so as to always commence the turn on to Base at the 45
position.
7.
8.
9.
Note:
Abeam the opposing threshold and allowing for wind, commence timing.
At 20-25 seconds, select carb heat ON and set approach power, apply
rudder to remove the yaw.
At 75KIAS, pitch the nose to maintain 75KIAS, trim (hands off), and
simultaneously commence a coordinated descending turn to the base
reference point.
Established on base at 75KIAS, select Flap 25.
Adjust pitch to maintain 75KIAS.
Standard altitude loss during the turn onto base is 200ft. Standard altitude loss after turn
on base is another 200ft until commencing turn onto finals at 600ft.
To Increase RoD on base, reduce power and pitch nose down to maintain 75KIAS.
To Reduce RoD on base, increase power and pitch nose up to maintain 75KIAS.
Section:
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Date:

PA28 & PA44
II
2.23
0
Jan 14
10. Aim to commence a coordinated turn onto final at 600ft to roll out on the
centreline at 500ft.
11. During the turn onto final (the last 30 azimuth) pitch the nose up to the
correct final approach attitude and adjust power to maintain 75KIAS.
12. T m f d ff
Note:
The PF is to be aware that the standard power reduction to 1700RPM is just that. It
allows the aircraft to slow to approach speed. However, with the effect of wind & other
traffic may need a modification to the standard approach configuration.
DIAGRAM:
Diag. 2.3
NORMAL CIRCUIT
1. Carb Heat ON
2. Set Approach Power
3. Flap 10
4. Maintain Altitude
20Sec
5. 75KIAS
Timer
Start
Pre-Landing Checks
20 - 25 Secs
Downwind
Late Downwind
1. Flap 25
2. 75KIAS
3. Trim
Early Downwind
Ba
se
AS d
KI win
9 5 ss
o
Cr
600'
1. 20 AoB
2. Turn Final
500'
Radio Call
7
Vy
Fina
l
240'
1. CH Cold
2. Flap 40
3. 65kts
IAS
9K
Up
C.R.S.
win
1000'
1. Level Out
2. Level Medium Turn.
240'
1. 63 KIAS
2. +Ve RoC.
3. ATO Cx
65 KIAS VR
Diag. 2.3
Note:
A long final is defined as being between from 8nm from the threshold until 4 nm from the
threshold. Final is defined as from 4nm until the threshold. Short Finals is less than 1 nm
from the threshold.
DESCRIPTION:
Note:
Crosswind Circuit
1. After rotation,
c d
dc
c b
d
m
the extended centreline. (Use runway reference features such as parallel
drainage ditches)
2. All circuit procedures the similar to normal, flapless, or low level circuit.
With the wind coming from behind the aircraft on the crosswind leg, the time taken to get
to the 45 position will be less and the altitude achieved may also be less than for a
normal circuit.
With the wind coming from ahead on the crosswind leg, the time taken to get to the 45
position will be more and the circuit altitude maybe achieved earlier than for a normal
circuit.
3.
Note:
O
d
d, c b
c f
m
parallel to the runway / extended centreline.
ck m d
With a crosswind, the reference point maybe further to the left or the right of the normal
circuit reference point. The aircraft will be crabbing into the wind, so that the track made
good is parallel to the runway. To confirm that the PF is maintaining the runway
centreline, the PF is to join the centreline at the end of the runway to the centreline at
the threshold to between their legs. These three (3) points will be a line.

PA28 & PA44
Section:
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Date:
II
2.24
0
Jan 14
Note:
As the aircraft heading will be different compared to a normal circuit heading, the 45
position relative to the wing trailing will also be different as viewed from the pilot station.
Note:
With the wind coming from behind on the base leg, the time taken to get to the finals
turn will be less and the altitude loss may also be less than for a normal circuit.
With the wind coming from ahead on the base leg, the time taken to get to the finals turn
will be more and the circuit altitude loss maybe more than for a normal circuit.
To counter the effect of wind and to ensure a continued descent and turn at the correct
position (600ft), adjust power by 200 RPM either at the first power reduction or when
established on base. Depending on conditions, power to idle may have to be selected
so as to achieve a finals turn on at the correct altitude.
Note:
The PF is responsible for their own separation from traffic. The recommended part of
the circuit to increase distance between traffic is on the upwind. However, in the event
that ATC requires the PF to extend downwind, then the above circuit procedure needs
to be modified depending on how far the extension downwind is. Some situations may
require a turn onto finals still at circuit altitude or the first power reduction whilst on base.
These sorts of modifications are totally dependent on PF judgement but the objective is
to maintain a stabilised final approach path.
DIAGRAM:
N/A
DESCRIPTION:
Note:
Low Level / Bad Weather Circuit

1. At 400ft AGL, commence the lookout all around and confirm maintaining
the extended centreline.
2. At 500ft AGL, pitch the nose down to maintain level flight and complete
the standard level out procedure. T m f d ff.
3. Commence a coordinated level medium turn onto the downwind reference
point.
4. Make the radio call at the usual place and complete the pre-landing checks.
5. Adjust power to maintain a minimum of 85KIAS.
The pitch attitude will change to 4 fingers to maintain level flight and the lateral spacing
will be a 1/3 closer to the runway than normal.
6.
Note:
Note:
DIAGRAM:
Abeam the threshold commence timing and at 20-25 seconds, commence a

level medium turn onto finals and after 90 of turn, select flap 25 and
almost simultaneously set approach power and adjust pitch to transition to
finals technique.
For a particular speed, the angle of bank will determine the radius of turn. Rolling out
early for a square base means that the lateral spacing downwind was too wide or your
wind assessment was poor.
The objective of the low level circuit is:
1. For the student to get used to flying at a lower circuit altitude than 1000ft AGL.
2. To introduce the student to flying safely at a slower than normal speed especially
when coming off an instrument approach and having to circle to land.
3. For the student to learn how to manoeuvre the aircraft safely close to the ground in
the event of deteriorating weather.
4. For the student to become familiar with the race track circuit for Multi-Engine
operations and an introduction to the holding pattern.
Diag. 2.4
Section:
Page:
Revision:
Date:

PA28 & PA44
II
2.25
0
Jan 14
LOW LEVEL CIRCUIT

1. Commence Medium
Turn onto Finals
Radio Call
Pre-Landing Checks
1. Roll Wings Level

2. Pre-Landing Checks
3. 80 KIAS
25 Secs
Continuous
Level Medium
Turn
90 of Turn
1. Carb Heat ON
2. Select Flap 25
4. Commence Descent
500ft
Vy
240'
1. CRS
2. Flap 40
3. Carb Heat OFF
4. 65 KIAS
Diag. 2.4
Note:
If the PF cannot make the radio call at the correct position, then the call is to be prefixed
with the term mid-downwind or late-downwind as appropriate when reporting position.
Section:
Page:
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Date:

PA28 & PA44
II
2.26
0
Jan 14
TASK #11:
APPROACH & LANDING
SUBTASKS:
Normal Approach and Landing

Crosswind Approach and Landing
Maximum Performance Approach and Landing
Flapless Landing
Glide Approach / Short Approach
Go-Around
Mis-Landing
OBJECTIVE:
To develop proficiency in conducting landings under normal and abnormal

conditions.
STANDARDS:
PPL, CPL, and IR

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
DESCRIPTION:
Exhibits knowledge of the elements related to normal and crosswind

approaches and landings, including recommended approach angles,
airspeeds, V-speeds, configurations, performance limitations, and related
safety factors.
Considers the wind conditions, landing surface, and obstructions.
Selects a aiming point and suitable touchdown point.
Establishes the recommended approach and landing configuration and
adjusts power and attitude as required.
Verifies existing wind conditions, makes proper correction for drift, and
maintains a precise ground track that ensures the desired traffic pattern will
be flown, taking into account any obstructions and / or ATC.
Maintains a stabilised approach and the recommended airspeed with gust
correction factor applied, 5 kts (PPL & CPL).
Exhibits knowledge of the elements related to normal and crosswind
approach and landings and the use of flap and power to control speed.
Notes any obstructions or other hazards in the approach path and landing
area, and considers landing performance capability.
Verifies wind condition and makes positive correction for crosswind.
Maintains a precise ground track on final approach.
Recognises and promptly corrects deviations during approach and landing.
Makes smooth, timely, and correct control application during the round-out
and touchdown.
Remains aware of the possibility of wind shear and/or wake turbulence.
Does not continue below 200ft AGL without an ATC clearance to land.
Touches down smoothly at approximately stalling speed, at or within a
p cf d p
d f, d
p
d
x
aligned with and over the runway centreline.
Maintains crosswind correction and directional control throughout the
approach and landing.
Completes the prescribed checklist.
Normal Approach and Landing

1. Ensure that the pre-landing checklist is complete.
2. Complete the appropriate traffic pattern.
3. Within 30 azimuth of the centreline, the nose is to be pitched up to the 3
finger attitude to maintain slope and adjust power to maintain 75 KIAS
4. At 200ft AGL on a stabilised final approach, select flap 40 to reduce the
speed to 70KIAS.
5. Coordinate pitch and power to maintain 70KIAS (aiming to achieve 65
KIAS at the threshold) and the desired approach angle that will permit
landing within the designated area.

PA28 & PA44
Section:
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Revision:
Date:
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Note:
The designated landing area is to be just past the aiming point.
Note:
At 200ft AGL, (LDP) the PF is to complete the short finals check of CRS. If any of these
conditions cant be met, then a go-around is to be initiated. The PF is reminded not to
continue an approach below 200ft. AGL in the hope that the obstructing aircraft will
move out of the way or in the hope that ones approach path will fix itself. The PF is to
be aware that they are still responsible for the safe operation of the aircraft even if ATC
clears an aircraft to continue approach. The decision to continue or go-around is still
with the PF.
6.
7.
Note:
Do not use additional power to improve the round out and flare. Power is increased only
if the mis-landing is to be commenced.
8.
9.
Note:
At the appropriate flare altitude (when the aiming point is about to

disappear under the nose), pitch the nose up to 3 fingers to the horizon,
close the throttle and apply rudder to remove the yaw to keep straight and
ailerons to maintain wings level; (looking at the runway centreline and
horizon).
As the aircraft sinks, pitch the nose up to 1 finger and hold. The aircraft
will settle onto the runway on the main gear. Do Not check forward to put
the nose wheel on the ground as this could cause the aircraft to bounce into
the air.
Slow the airplane to normal taxi speed before leaving the runway
centreline.
When clear of the active runway, the PF is to stop, set 1000RPM and
complete their after landing checks.
When practicing touch and gos, after landing, maintain the centreline or using nose
wheel steering to adjust heading to the centreline and maintain, set flaps to the desired
setting and then apply full power to take-off.
DIAGRAM:
Diag. 2.5
LANDING NORMAL
200 ft AGL
1. Flap 40
2. 70KIAS
WIND
Slow Before Vacating Runway
Diag. 2.5
DESCRIPTION:
Crosswind Approach and Landing

1. Follow the landing method as described in normal approach and landing.
2. U
c b m
d fc
dc
c
f .
3. Just prior to touchdown, use rudder to straighten the nose along the runway
centreline and opposite aileron to maintain wings level. Touchdown will
occur on the main wheels followed by the nose wheel as usual.
4. Apply increasing crosswind control corrections (rudder and aileron) as
control effectiveness decreases.

PA28 & PA44
Note:
Flapless Approach and Landing

1. Ensure that the pre-landing checklist is complete.
2. Complete the appropriate traffic pattern.
3. Within 30 azimuth of the centreline, the nose is to be pitched up to the 1
finger attitude to maintain slope and adjust power to maintain 75 KIAS.
4. At 200ft AGL on a stabilised final approach, complete the CRS and adjust
power to maintain 75KIAS.
Slightly higher approach speeds should be used under turbulent air conditions. If gusty
conditions are present, increase final approach speed by one half the gust factor.
5.
6.
7.
8.
Note:
II
2.28
0
Jan 14
With a strong crosswind of 15kts or more, there is no requirement to use Flap 40. Flap
25 or Flap 10 is acceptable. Also note, that if the wind is also gusty, then the PF is to
add the gust factor to their approach speed.
DESCRIPTION:
Note:
Section:
Page:
Revision:
Date:
At the appropriate flare altitude (when the aiming point is about to

disappear under the nose), pitch the nose up to fly level, close the throttle
and apply rudder to remove the yaw and aileron to keep the wings level.
As the aircraft sinks, pitch the nose up to the 1 finger attitude so the aircraft
settles onto the runway on the main gear. Do Not check forward to put the
nose wheel on the ground.
Slow the airplane to normal taxi speed before leaving the runway
centreline.
When practicing touch and gos, after landing, maintain the centreline or using nose
wheel steering to adjust heading to the centreline and maintain, set flaps to the desired
setting and then apply full power to take-off.

STANDARDS:
PPL, CPL, and IR

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
Exhibits knowledge of the elements related to short-field approach and

landing.
Selects the most suitable touchdown point.
Establishes the recommended short-field approach and landing
configuration, and adjusts power and pitch, as required.
Maintains a stabilised approach, controlled rate of descent, and
recommended airspeed with gust correction factor applied, 5 knots (PPL
& CPL).
Maintains a precise ground track on final approach.
Recognises and promptly corrects deviations during approach or landing.
Makes smooth, timely, and precise control application during the round-out
and touchdown.
Touches down at a specified point at or within a specified point, with little
f
,
d f, d
p
d
x
d
d v
c
.
Maintains crosswind correction and directional control through the
approach and landing.
Applies smooth braking, as necessary, to stop in the shortest distance
consistent with safety.

PA28 & PA44
DESCRIPTION:
Note:
II
2.29
0
Jan 14

1. Follow the approach method as described in normal approach and landing
except the Base target speed is 70 KIAS and after 200ft until 50ft /
obstacle, the speed is 65 KIAS.
For a performance landing the aiming and touchdown point are the threshold markers.
2.
3.
4.
5.
6.
Note:
Section:
Page:
Revision:
Date:
At 200ft AGL, select flap 40 to reduce the speed to 65KIAS.

Maintain standard approach attitude.
Upon obstacle clearance / 50ft, close the throttle to idle. As the aircraft
sinks, pitch the nose to 1-finger so as to arrive at the power off stall attitude
just prior to touchdown.
Upon touchdown, retract the flaps, apply firm braking and control column
full back to minimise the after landing roll.
The aiming point and touch down point are the same. There is no hold off after the
round out.
DIAGRAM:
Diag. 2.6
LANDING - MAXIMUM PERFORMANCE
200 ft AGL
1. Flap 40
2. 65KIAS
At 50 ft or Past
Obstacle
Power OFF
WIND
AFTER TOUCHDOWN
1. Retract Flaps
2. Apply Firm Braking
3. Control Wheel Back
Diag. 2.6
Glide Approach and Landing
STANDARDS:
PPL, CPL, and IR

1.
2.
3.
4.
5.
6.
7.
8.

landing procedures.
Establishes and maintains the recommended best glide airspeed, 5 knots.
Extends flap in a timely & safe manner
Maintains a stabilised approach, controlled rate of descent and
recommended airspeed with gust correction factor applied, 5 knots (PPL
& CPL).
Makes smooth, timely, and correct control application during the round-out
and touchdown.
T c
d
d f, d
p
d
x
aligned with and over the landing surface centreline.

PA28 & PA44
DESCRIPTION:
Section:
Page:
Revision:
Date:
II
2.30
0
Jan 14
Glide Approach and Landing

1. Establish best glide attitude, maintaining altitude to maintain 75 KIAS.
2. Plan for the execution of the approach and landing.
3. On base, select Flap 10 and then Flap 25 (if appropriate)
4. Turn to establish finals at not below 500ft AGL.
5. 200ft AGL, push carb heat OFF and select flap 40 to slow to 65 KIAS.
6. The approach should be adjusted as necessary to insure a safe, landing, at
the desired touchdown point with the aircraft under full control.
Note:
If due to mis-judgement on finals, Flap 40 can be extended earlier than 200ft AGL. But
once flap is extended it cannot be retracted. Battery master is then simulated being
switched off for practice.
Note:
The PF is also to be familiar with the glide approach off a low level circuit as well as the
standard circuit.
Note:
The PF on base can determine if they are high or low by extending the inner wing stripe
ahead of them to the runway. If the wing strip is on the aiming point then they are on
slope. If it is before runway then they are low and if it is beyond the aiming point then
they are high. Appropriate action is turning onto final early or extending flap as correct
judgement dictates.
Note:
The glide approach is also known as the short approach. This is any approach that is
shorter than a normal approach. In the PA28, it is achieved with power OFF. In the
PA44, power is initially 5 less than for a normal approach.
DIAGRAM:
N/A
Go Around
STANDARDS:
PPL, CPL, and IR

1.
2.
3.
4.
5.
6.
7.
8.
DESCRIPTION:
Note:
Exhibits knowledge of the elements to a go-around (rejected landing),

including the recognition of the need to go-around, the importance of
making a timely decision, the use of recommended airspeeds, the drag
effect of wing flaps, and the importance of properly coping with
undesirable pitch and yaw tendencies.
Makes a timely decision to discontinue the approach to landing.
Applies take-off power immediately and establishes the pitch attitude that
will slow or stop the descent.
Retracts flaps in stages.
Achieves VX speed before the final flap retraction.
Maintains full power.
Maintains proper wind drift correction and obstruction clearance
throughout the transition to climb.
Go Around (Above 200ft AGL)

1. Upon a go-around decision, simultaneously apply full power and apply
rudder to remove the yaw, pitch for the VY attitude.
2. Select Flap 10 and complete the ATO checks and maintain the VY attitude.
3. If no aircraft is on the runway or taking off, climb straight out over the
runway. If an aircraft is on the runway or taking off, alter course to the
non-traffic / dead side while climbing and keep the departing aircraft in
sight, manoeuvring to remain clear.
The PF is only to advise ATC of their go-around AFTER completing the ATO checks.

PA28 & PA44
DESCRIPTION:
Note:
Section:
Page:
Revision:
Date:
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2.31
0
Jan 14
Mis-Landing
A mis-landing normally occurs at very low speeds after the aircraft bounces or in any
other situation when the PF is close to the ground and not in a position to land safely.
1.
2.
3.
4.
Note:
Upon a go-around decision, simultaneously apply full power, pitch the

instrument panel to the horizon for a shallow climb.
Select Flap 25 (if Flap 40 selected). With a positive ROC, select Flap 10.
On achieving VX speed, pitch for the VY attitude and on reaching 200ft
AGL, continue with the ATO checks.
Continue climbing straight ahead as per a normal take-off.
The PF is only to advise ATC of their go-around AFTER completing the ATO checks
DIAGRAM:
Diag. 2.7
GO-AROUND
1. Positive RoC
2. Select Flap 10
200 ft AGL
1. Vx
2. Positive RoC
3. Flap Zero
4. ATO Checks
Continue at Vy
Radio Call
1. Full Power
2. Pitch for Shallow Attitude
3. Select Flap 25
WIND
Diag.2. 7

PA28 & PA44
Section:
Page:
Revision:
Date:
II
2.32
0
Jan 14
TASK #12:
STEEP TURNS
OBJECTIVE:

control techniques while executing high performance turns.
STANDARDS:
1.
2.
3.
4.
5.
6.
7.
Exhibits knowledge of the elements related to steep turns.

Selects an altitude that will allow the task to be completed no lower than
1500 ft. AGL
Establishes and maintains the recommended entry speed 5 knots (PPL &
CPL).
Smoothly enters a coordinated steep turn with a 45 bank
Divides attention between airplane control and orientation.
Rolls out on the entry heading / reference point 5 (PPL & CPL).
Maintains the entry altitude throughout the manoeuvre, 100ft PPL, 50ft
CPL
DESCRIPTION:
1.
2.
Ensure a good lookout.

Stabilise the aircraft in level cruise flight at VA or 95 KIAS, whichever is
slower. Select a suitable heading/reference point.
3. Smoothly roll the aircraft into a 45 bank turn applying rudder to remove
the yaw.
4. Passing 30 AoB, continue increasing the AoB, continue pitching to
maintain altitude and increase power by 200 RPM to maintain 95 KIAS.
5. Maintain constant bank angle, altitude, and airspeed during the turn.
8. Rollout:
a. Anticipate the heading/reference point by the AoB and initiate a
smooth rollout to level flight;
b. Passing 30 AoB, continue relaxing the back pressure coordinating
with rudder and reduce the power to cruise setting.
9. After completion of the turn, return to straight and level cruise.
10. Check in the area in the opposite direction of the turn for conflicting traffic.
DIAGRAM:
N/A

PA28 & PA44
Section:
Page:
Revision:
Date:
II
2.33
0
Jan 14
TASK #13:
PRACTICE FORCED LANDING (PFL)
OBJECTIVE:
To develop proficiency in conducting an approach and landing with no power

available.
STANDARDS:
PPL, CPL, and IR

1.
2.
Note:

landing procedures.
Establishes and maintains the recommended best glide airspeed, 5 knots,
and configuration during simulated emergencies.
The PFL will commence on the non-traffic side of the landing area at a minimum of
2000ft AGL heading in the planned landing direction. During the exercise the PF is to
cross the runway onto the normal downwind.
DESCRIPTION:
To simulate an engine failure occurs, select carb heat ON & close the
throttle, and apply rudder to remove the yaw.
2. Pitch the instrument panel to the horizon to maintain altitude until 75KIAS.
3. At 75 KIAS, pitch the nose to the glide attitude to maintain 75KIAS.
4. Trim for d ff.
5. Select the landing area, initial aiming point, finals aiming point, high key,
and low key.
6. Fly the planned pattern to the high key initially.
7. Complete the trouble checks as per the emergency checklist.
8. If unable to solve the problem, continue flying the planned pattern.
9. Make the (simulated) emergency radio call.
10. On downwind complete the (simulated) shutdown drill.
11. At the low key continue as per the glide approach.
1.
DIAGRAM:
Diag. 2.8
Initial Aiming Point 1/3 of
the runway or the 500ft
markers
Finals Aiming
Point
21
03
Commence from a
minimum of 2000ft
Trouble
Checks
Normal Circuit
Spacing
Downwind
MAYDAY
Call
Continue with
the Glide
Approach
Low Key
1200 - 800ft
1700 - 1400ft
FOR TRAINING PROPOSES
Engine Warm every 1000ft
Diag. 2.8

PA28 & PA44
Section:
Page:
Revision:
Date:
II
2.34
0
Jan 14
TASK #14:
CROSS COUNTRY DEPARTURE PROCEDURE (VFR)
OBJECTIVE:
To develop the ability to properly establish the aircraft on a cross country route
after leaving the departure airport.
STANDARDS:
PPL, CPL, and IR

1.
2.
3.
Exhibits knowledge of the elements related to pilotage and dead reckoning.

Chooses a suitable cruise altitude as per the planned magnetic track.
Demonstrates accuracy in computations, considers available alternates, and
suitable action for various situations including possible route alteration.
4. Follows the course primarily by reference to visual position fixes and
secondly by the use of VOR/DME.
5. Identifies landmarks by relating the chart symbols to surface features.
6. Navigates by means of pre-computed headings, groundspeed, and elapsed
time.
7. Verif
p
p
1 NM (pre-CPL), 3 NM (pre-PPL)
of the planned route at all times.
8. Arrives at the en-route checkpoints and destination within 2 minutes (PPL
& CPL)
9. Adjusts the power to maintain 95KIAS.
10. Completes the Nav Log for fuel endurance remaining. Monitors and
pd
ETA v
d p d c ck .
11. Maintains appropriate altitude, 100ft (pre-PPL) 50ft (pre-CPL), 5kts
(PPL & CPL) and established heading 10 (pre-PPL) & 5 (pre-CPL).
12. Completes prescribed checklists.
DESCRIPTION:
1.
2.
Complete line-up checklist noting time at take-off.

Upon departure from the traffic pattern, begin course intercept.
a. On track
b. From overhead.
c. From a visual reporting point (VRP)
3. Establish position and charted top of climb (TOC) position using pilotage
and radio navigation.
4. Intercept and establish the airplane on course by visual references.
5. Level off at selected altitude.
6. Complete cruise checklist.
7. Complete a groundspeed check.
8. Calculate Estimated Times of Arrival (ETA).
9. Maintains a fuel log of endurance remaining in hours and minutes.
10. Maintains course by the use of pilotage, dead reckoning, and radio
navigation.
11. Uses correct ICAO radio phraseology.
DIAGRAM:
N/A.

PA28 & PA44
Section:
Page:
Revision:
Date:
II
2.35
0
Jan 14
TASK #15:
DIVERSION TO AN ALTERNATE (VFR)
OBJECTIVE:
To develop the ability to plot courses in flight to alternate destinations when

continuation of the flight to the original destination is impracticable.
STANDARDS:
1.
2.
3.
4.
5.
Exhibits knowledge of the elements related to procedures for diversions.

Selects an appropriate alternate airport and route.
Diverts promptly toward the alternate airport.
Makes an accurate estimate of heading, groundspeed, arrival time, and fuel
consumption to the alternate airport.
Maintains the appropriate altitude, 100ft (PPL), 50ft (CPL), and
established heading 5 (PPL & CPL).
DESCRIPTION:
1.
2.
3.
4.
5.
6.
Note:
Determine present position and desired alternate.

Hand draw a track on the map and measure distance.
Estimate heading to the alternate and turn to that heading.
Note present time and using estimated groundspeed, calculate ETA, and
fuel required.
Notify ATC and/or FSS, as appropriate, to amend flight plan.
Close flight plan after landing.
For the PA28, take the distance divided by 1.5 to find the approximate EET in still air
conditions.
TASK #16:
LOST PROCEDURES (VFR)
OBJECTIVE:
To develop the ability to explain and execute lost procedures, selecting the best
course of action when given a lost situation.
STANDARDS:
1.
2.
3.
4.
5.
6.
Exhibits knowledge of the elements related to lost procedures.

Selects the best course of action when given or in a lost situation.
Maintains the original or appropriate heading, and if necessary, climb.
Attempts to identify nearest prominent landmark.
Uses available navigation aids or contacts an appropriate facility for
assistance.
Plans a precautionary landing if deteriorating visibility and/or fuel
exhaustion is impending.
DESCRIPTION:
1.
2.
3.
4.
5.
6.
7.
8.
Maintain aircraft control at all times. Set 7700 on the transponder

Check DI with the magnetic compass. Reset as required.
Maintain original heading, or circle present position over a prominent
landmark.
If at a low altitude, climb to a higher altitude if possible.
Using the sectional chart, attempt to locate and identify any prominent
landmark(s); or
Use available navigation aids (VOR, NDB) to determine position by
triangulation.
If unable to determine position, contact FIS or ATC for assistance.
If unable to determine a facility frequency, or unable to establish contact;
transmit your situation on frequency 121.5 MHz (emergency).

PA28 & PA44
Section:
Page:
Revision:
Date:
II
2.36
0
Jan 14
Task # 17:
PRECAUTIONARY LANDING
OBJECTIVE:
To be able to execute a safe off airfield landing in the interests of safety as a

precaution.
STANDARDS:
1.
2.
3.
4.
Exhibits knowledge of the elements related to low level circuit procedures.

Selects the best course of action depending on the time available. (daylight
/ fuel / weather).
Advises ATC of his decision in a timely manner and MFA Flt Ops as soon
as practical.
Secures the aircraft after landing.
DESCRIPTION:
1.
2.
3.
4.
5.
Make the decision to carry out an off field landing and follow through.
Assess the items in the time remaining to carry out the precautionary
landing.
a. Descend to 500ft AGL
b. Assess the local wind conditions
c. Select a landing area most into wind
d. Assess the selected field (undershoot / go-around); size, slope, surface,
heading, reference points.
If the field selection is suitable, then climb to a suitable altitude remaining
clear of cloud and advise ATC with a PAN PAN PAN call.
Set the aircraft up in a low level circuit configuration and execute a
performance landing on the selected field.
After landing, advise ATC and MFA Flight Operations.
Section:
Page:
Revision:
Date:

PA28 & PA44
II
2.37
0
Jan 14
TASK #18:
NIGHT FLIGHT
SUBTASKS:
Preparation for night flight

Starting taxiing, and run-up
Night take-off and climb
EFATO Downwind
Night approach and landing
OBJECTIVE:
To develop proficiency in conducting night operations in the local area as well

as on cross country flights.
STANDARDS:
N/A.
DESCRIPTION:
Preparation for night flight

1. Study all available weather reports and forecasts. Special attention should
be paid to any item that could affect visibility and the ability to fly at a safe
altitude. (Example: temperature/dew point spread)
2. Avoid bright lights at least 30 minutes prior to a night flight. Time is
needed to adjust the PF eyes to maximum efficiency after exposure to
bright light.
3. E
v
vc b f
.U
D c
z f
with a bulb or lens switching mechanism that allows for white and red
light.
Starting, taxiing, and run-up at night
1. After the PF is seated in the cockpit and prior to starting the engine, all
items and material to be used on the flight should be arranged in such a
manner that they will be readily available and convenient to use.
2. Before starting the engine, ensure the navigation lights are ON.
3. When starting the engine, the MFA checklist will be used the same as in
the day. Extra caution should be taken at night to assure the propeller area
c
and the park brake is correctly applied.
Note:
By turning on the navigation lights, the PF is indicating that he is about to start.
4.
5.
6.
As during the day, use the yellow taxiway lines. When approaching the
MFA gate, switch ON the landing/taxi lights.
The minimum distance between aircraft at the holding point is the distance
between the blue reflectors.
At the holding point, after stopping and setting the park brake with
1000RPM, the landing /taxi lights are switched OFF. At night, the airplane
could creep forward during the run-up without the PF noticing, so the PF
must be on the alert to ensure the brakes are locked and the airplane is not
moving.
Night Take-off & Climb

1. The cockpit lighting is to be adjusted to a minimum brightness that will
allow the PF to read the instruments and switches and yet not hinder the PF
outside vision.
2. The technique for night take-off is the same as for normal daytime take-off,
except that at the point of rotate, attention is to be directed to the AI to
ensure correct attitude selection & maintenance. Flight instruments are to
be used until 500ft AGL (ATO checks complete) where upon the PF is to
check for visual reference. If visual reference can be maintained with
instrument assistance then it is to be continued. If not then the PF is to
continue using instruments.

PA28 & PA44
Section:
Page:
Revision:
Date:
II
2.38
0
Jan 14
Note:
When turning from upwind / crosswind a medium turn is acceptable provided the PF is
flying with visual reference. If the PF is on instruments due unable to maintain visual
reference, then all turns are to be rate 1.
Note:
Although night flying has very little difference from day flying, it does demand more
attention of the PF. The most noticeable difference is the limited availability of outside
visual references. Therefore, the flight instruments should be used to a greater degree
in controlling the airplane. This is particularly true on take-off and climbing.
EFATO Downwind
1. When established at the normal downwind position, select carb heat ON
and close the throttle to idle and set up the standard glide.
2. Select a suitable landing area if not in a position to make the airfield.
3. Make a Mayday call and give your intentions.
4. Continue with the standard engine securing drills thereafter.
Note:
For practice, recover at 800ft AGL and climb back into the standard circuit. Instructors
are to initially advise ATC by using the standard practice radio call of Fan Stop. When
climbing away they are to again use the standard radio call of Resuming Normal
Circuit
Night Approach and Landing

1. The traffic pattern should be flown the same as in the day, except more
reliance must be placed on the flight instruments for attitude, airspeed, and
altitude control.
2. Refer frequently to the runway lights and well-lit landmarks for drift
control in the pattern.
3. The altimeter and vertical speed indicator are to be constantly crosschecked
p
p
b
df
pp c .
4. The PAPI lights are used to maintain slope correctly. (However, pilots
should also be familiar with making a correct approach without the use of
PAPI).
Note:
A low, shallow approach or a glide approach is definitely inappropriate during night

operations. Every effort should be made to fly the standard powered approaches at
night.
5.
Note:
DIAGRAM:
The round out and touchdown should be in the same manner as in the day,
however, the PF must use the runway lights to judge the height, speed, and
sink rate.
To aid in determining when to flare, look to the end of the runway during the round out
and using peripheral vision, wait until the runway lights appear to be growing out of / in
line with your ears. At the early part of the flare, the lights will be in line with your
shoulders / neck. As the aircraft sinks, pitch the nose to be in the landing attitude before
the runway lights are level with your ears.
N/A.

PA28 & PA44
Section:
Page:
Revision:
Date:
II
2.39
0
Jan 14
TASK #19:
INSTRUMENT COCKPIT CHECK
SUBTASKS:
Flight Instruments
Communication/Navigation Equipment
OBJECTIVE:
To develop the ability to determine that the equipment required for the flight is
functioning within specified parameters.
STANDARDS:
1.
2.
3.
4.
DESCRIPTION:
Exhibits adequate knowledge of the elements related to pre-flight

instrument, avionics, and navigation equipment cockpit checks by
explaining the reasons for the check and how to detect possible defects.
Performs the pre-flight on instruments, avionics, and navigation equipment
cockpit check by following the checklist appropriate to the aircraft flown.
Determines that the aircraft is in condition for safe instrument flight
includinga. Radio communications equipment.
b. Radio navigation equipment including the following, as appropriate,
to the aircraft flown: (1) VOR receiving equipment. (2) ADF
receiving equipment. (3) ILS receiving equipment.
c. Magnetic compass.
d. Direction indicator.
e. AI.
f. Altimeter.
g. Turn-and-slip indicator/turn coordinator.
h. Vertical speed indicator.
i. Airspeed indicator.
j. Clock.
k. Power source for gyro-instruments.
l. Pitot heat.
Note any discrepancies and determine whether the aircraft is safe for
instrument flight or requires maintenance.
Flight Instruments
1. Clock - Verify correct time. Adjust, if applicable. Zero the stopwatch.
2. Airspeed Indicator (ASI) - Verify zero indication.
3. Attitude Indicator (AI) - Verify indicator is erect within five (5) minutes
(vacuum driven) or three (3) minutes (electric driven) after engine start.
4. Altimeter- Set barometric pressure (Kollsman window).
5. Magnetic Compass - Verify compass is full of fluid moving freely, turning
and/or indicating in the correct known direction.
6. Turn Coordinator (TC) - While turning indicates a proper direction of turn,
with the ball (inclinometer) moving opposite the direction of turn. No
Flags.
7. Direction Indicator (DI) - Check and set, if necessary, with the magnetic
compass. While turning, verify heading indicator rotates in the proper
direction.
8. VSI - Verify indicator at zero (0), or note variance.
9. Alternate Static Source - Verify in (closed).
Communication and Navigation Equipment
1. Set and test marker beacons, as appropriate.
2. Set Comm. 1 to appropriate frequency (tower, ground, ATIS, etc.). Check
and set audio.
3. Set Comm. 2 to appropriate frequency (tower, ground, ATIS, etc.). Check
and set audio.

PA28 & PA44
4.
5.
6.
7.
DIAGRAM:
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Set Nav. 1 to appropriate frequency (VOR, LOC). Identify and verify

indications if applicable.
Set Nav. 2 to appropriate frequency (VOR, LOC). Identify and verify
indications, if applicable.
Set DME to appropriate frequency. Identify and verify indications, if
applicable.
Set / verify transponder in standby.
N/A.
TASK #20:
APPROACH BRIEF (IR)
OBJECTIVE:
To develop proficiency in the organisation, planning, and preparation necessary

to conduct a specific instrument approach procedure.
STANDARDS:
Completes the organisation planning, and preparation necessary to conduct, in a

timely manner, a specific instrument approach procedure.
DESCRIPTION:
1.
2.
3.
4.
5.
6.
Tune, Identify and Test the navaid(s) that are required for the approach.
Set the inbound or outbound Course, as appropriate.
Determine the type Entry, (Full, Vectored, Hold, DME ARC, etc.).
Note all Altitudes (Initial, Intermediate, MDA or DA).
Note the Time required for the approach, as appropriate.
Identify the Missed approach point (MAPt) and the Missed Approach
Procedure, as appropriate.
Example 1: Melaka VOR/DME 03 Approach

This is the Melaka VOR/DME 03 approach as per chart dated 24 June 2011. On crossing VMK at
2500ft, enter via a (name of entry procedure). Outbound in the hold is 026, inbound in the hold is 206.
Once cleared for the approach, outbound on the 206 to 6 DME for a right procedure turn 251 and 071
and not below 1600ft. to intercept 026 inbound. At 5 DME descending to the MDA 450ft. If not visual
at 1.2 DME commence the missed approach climbing on the 026. At not below 1500ft turning right
tracking to VMK at 2500ft or as instructed by ATC.
Example 2: Melaka ILS 03 approach as per chart dated 24 June 2011. On crossing VMK at 2500ft,
enter via a (name of entry procedure). Outbound in the hold is 026, inbound in the hold is 206. Once
cleared for the approach, outbound on the 210 to 6 DME for a right procedure turn 255 and 075 and
not below 1600ft. to intercept the 030 inbound. Follow the GS and if not visual at 230, commence the
missed approach climbing on the 030. At not below 1500ft turning right tracking to VMK at 2500ft or
as instructed by ATC.
Note:
The approach brief is not to be made during the intermediate approach and beyond.
Note:
The FAF distance of 5.2 DME is only applicable to a LLZ approach. On the ILS, the
descent is commenced when the GS. But pilots are still to start the timer at the FaF.
Note:
Direct outbound can only be made if the course to the VOR and the intermediate
approach course is an angle of 30 or less. If not, then the appropriate holding pattern
entry procedure is to be made.
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TASK #21:
FIX CROSSING CHECK
OBJECTIVE:
To develop proficiency in organising and prioritising the tasks necessary upon

crossing a holding fix, initial approach fix, or change in course.
STANDARDS:
Completes the fix/crossing check (5 T )
DESCRIPTION:
Upon crossing the fix or change in course:

1.
2.
3.
4.
5.
Note:
pp p
Turn the aircraft to the desired track (bug)

Time press the timer
Twist the OBS to the desired track / radial
Throttle reduce power for a descent if required.
Talk make the appropriate radio call if required.
On occasion items 4 and 5 may need to be reversed.
DIAGRAM:
N/A.
TASK #22:
INSTRUMENT TAKE-OFF (IR)
OBJECTIVE:
To obtain proficiency and confidence in conducting take-off and climb profiles

solely by instrument reference.
STANDARDS:
1.
2.
3.
4.
5.
Establishes proper alignment with runway.

Applies power properly.
Uses brakes and rudder pedals properly.
Maintains correct climb attitude.
Airspeed 5 knots on climb out.
1.
2.
3.
Ensure that the MFA checklist has been completed

Perform the take-off and departure briefing. .
Taxi the aircraft into position, centred on the runway as close to the
approach end as possible, ensure that the aircraft is aligned with the
runway centreline.
Hold the brakes, preventing any movement of the aircraft.
Complete the standard line up checks.
Apply full power; checking engine instruments.
At the rotate speed, pitch for the Vy attitude.
Upon lift-off, maintain VY attitude.
Maintain VY attitude until 500ft, thereafter set cruise climb attitude unless
a standard instrument departure (SID) or ATC directs otherwise.
DESCRIPTION:
4.
5.
6.
7.
8.
9.
DIAGRAM:
N/A
Section:
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TASK #23:
STRAIGHT & LEVEL (IR)
SUBTASKS:
Full Panel
Partial Panel
OBJECTIVE:

control techniques while flying straight and level using instrument references
only.
STANDARDS:
Instrument
1.
2.
3.
4.
5.
DESCRIPTION:
Note:
Exhibits adequate knowledge of the elements relating to attitude instrument

flying during straight and level flight.
Establishes a proper power setting when changing airspeed.
Maintains the heading within 5, altitude within 50ft and airspeed within
5kts (Full Panel)
Maintains the heading within 10, altitude within 100ft and airspeed
within 5kts. (Partial Panel)
Uses proper instrument cross-check and interpretation, and applies the
Full Panel - Straight & Level Flight
The Basic-T Scan is the most appropriate scan technique for straight and level flight.
During transition to a straight and level flight, the primary flight instrument is the AI. After
setting the appropriate attitude, the eyes can be directed in a T pattern as required
from the AI to the appropriate performance instrument.
1.
2.
3.
4.
5.
Select power for level flight.

Adjust pitch attitude using the AI, positioning the miniature airplane on the
horizon bar.
Re-adjust pitch attitude as necessary to remain in level flight.
Hold attitude and allow the airplane to stabilise on proper airspeed and
altitude.
f
d v f
achieved.
To increase airspeed: (Full Panel)

1. Add power and simultaneously apply forward pressure on control column
to set a new pitch attitude to prevent a climb, coordinating with rudder.
2. Adjust power when desired airspeed is achieved
Note:
The PF will aim to have airspeed, altitude, and heading precisely on the desired values.
If not, he/ she will immediately take corrective action.
To decrease airspeed: (Full Panel)

1. Reduce power and simultaneously apply backpressure on control column,
coordinating with rudder.
2. Increase the pitch attitude to avoid descending.
3. Select the appropriate flap
4. Adjust power when 5 kts before desired speed.
.
To correct for variations in altitude: (Full Panel)
1. Make small pitch changes using the AI.
2. Monitor the altimeter to hold the altitude within acceptable limits

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To correct for variations in direction: (Full Panel)

1. Make a small bank angle change in the direction of deviation using the AI
and the rule of thumb below.
Note:
To correct for small deviations in heading use a bank angle of one-half the heading
variation (not to exceed standard rate). Example, if heading is off 10 use a bank
angle of no more than 5 to correct.
3.
4.
Note:
Monitor the DI and roll out after achieving the desired heading.
Hold the heading with coordinated rudder and bank angle.
For Slow Flight: Use the same technique as visual flying but to use attitudes on the AI.
Flap 10 and 70KIAS is the target.
Partial Panel - Straight & Level Flight

Note:
The following are the procedures used for a failure rendering the air driven gyro flight
instruments inoperative.
Caution:
After confirming a flight instrument is inoperative the PF should cover that flight
instrument so it is not used during cross checking.
1.
2.
3.
4.
5.
6.
Select power for level flight.

Adjust the pitch attitude using small adjustments and wait for the
adjustment to take effect.
Expect an initial oscillation in pitch until the attitude for level flight is
attained
Hold attitude and allow the airplane to stabilise on proper airspeed and
altitude.
f
d v f
achieved.
Once the airspeed has stabilised check the heading with the compass.
To increase airspeed (Partial Panel):

1. Add power and simultaneously apply forward pressure on the control
column, coordinating with rudder.
2. Lower the pitch attitude to avoid climbing while cross checking the ASI,
ALT and VSI.
3. Adjust power when desired airspeed is achieved.
.
To decrease airspeed (Partial Panel):
1. Reduce power and simultaneously apply backpressure on the control
column coordinating with rudder.
2. Increase the pitch attitude to avoid descending while cross checking the
ASI, ALT and VSI to maintain altitude.
3. Select flap as appropriate.
4. Adjust power when 5kts before desired airspeed.
.
To correct for variation in altitude (Partial Panel):
1. Make small and gentle pitch changes while cross checking the airspeed,
altimeter, and vertical speed indicator.
2. Monitor the ALT and VSI to hold the altitude within acceptable limits.
3. Reset stabilator trim.

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To correct for variations in heading (Partial Panel):

1. To correct for small deviations in heading use a bank angle of one-half
standard rate on the TC or standby AI.
2. Monitor the magnetic compass and roll out using the TC or standby AI
after achieving the desired heading.
3. Hold the heading by keeping the wings level using the TC or standby AI.
DIAGRAM:
N/A.
Section:
Page:
Revision:
Date:

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TASK #24:
CLIMBS & DESCENTS (IR)
SUBTASKS:
Full Panel
Partial Panel
OBJECTIVE:

control techniques while executing climbs and descents using instrument
references only.
STANDARDS:
Instrument
1.
2.
3.
4.
5.
6.
7.
8.
9.
DESCRIPTION:
Note:
Exhibits adequate knowledge of the elements related to attitude instrument

flying during constant airspeed/rate climbs and descents.
Demonstrates climbs and descents at constant airspeed/rate between
specific altitudes in straight or turning flight as specified.
Enters constant airspeed/rate climbs and descents from specific altitude,
airspeed, and heading.
Establishes the appropriate change of pitch, bank, and power to establish
the desired rate of climb and descent.
Maintains the heading within 5, altitude within 50ft and airspeed within
5kts (Full Panel)
Maintains the heading within 10, altitude within 100ft and airspeed
within 5kts. (Partial Panel)
If in a turning manoeuvre, within 5 of the specified bank angle.
Performs the level off within 50ft of the specified altitude.
Uses proper instrument cross-check and interpretation, and applies the
Full Panel - Climbing
The Selective Radial Scan is the most appropriate scan technique for climbs and
descents. During transition to a climb/descent the primary flight instrument is the AI.
After setting the appropriate attitude the eyes can be directed selectively towards other
flight instruments to derive information as required. During the climb/descent the
secondary instruments are the Vertical Speed Indicator (VSI) for rate or Airspeed
Indicator (ASI) for airspeed.
1.
2.
3.
4.
5.
6.
Increase the throttle to full power.

Maintain the aircraft in balance.
Raise the nose to the desired pitch attitude using the AI keeping the wings
level.
Hold the new attitude as the airspeed decreases to the desired climb speed.
Monitor the VSI using the pitch attitude for the desired rate of climb.
a. To increase the rate, increase pitch up attitude if the airspeed is greater
than desired.
b. To increase the rate, increase power (if available) if the airspeed is at
or lower than desired.
c. To decrease the rate, reduce the pitch up attitude if airspeed is lower
than desired.
d. To decrease the rate, reduce the power if the airspeed is at or greater
than desired.
Monitor the ASI for the desired airspeed.
a. To increase the airspeed, reduce the pitch up attitude if the rate of
climb is greater than desired.
b. To increase the airspeed, increase the power (if available) if the rate of
climb is at or lower than desired.

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c.
7.
Note:
To decrease the airspeed, increase the pitch up attitude if the rate of

climb is lower than desired.
d. To decrease the airspeed, reduce the power if the rate of climb is at or
greater than desired.
f
d
d
p d/
f
climb is established
Make minor pitch attitude adjustments to achieve and maintain the desired rate of climb
and climb airspeed.
Partial Panel - Climbing

Note:
Caution:
After confirming a flight instrument is inoperative, the PF should cover that flight
1.
2.
3.
4.
5.
6.
7.
8.
Increase the throttle to full power.

Maintain the aircraft in balance.
Raise the nose to the desired stick position.
Expect some oscillation in pitch to occur until the desired airspeed is
achieved
Make small adjustments to the pitch attitude and wait for them to take
effect.
f
d
d
p d is
established.
Levelling Off from a Climb: (Full Panel)

1. Smoothly lower the nose to begin levelling off using the AI.
2. Allow the speed to increase towards cruise airspeed.
3. Approximately 5kts below cruise airspeed reduce the throttle to cruise
power setting.
f
c
d
d
airspeed is obtained
Note:
Make minor pitch attitude and/or power adjustments to maintain both the desired cruise
altitude and airspeed.
5.
6.
7.
8.
9.
Maintain the aircraft in balance using the ball on the standby AI as

reference.
Raise the nose to the desired pitch attitude using the standby AI.
f
d
d
p d/
f
climb is established.
Levelling off from a Climb (Partial Panel):

Note:
Caution:

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1.
2.
3.
4.
5.
6.
7.
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Smoothly lower the nose to a desired stick position to begin levelling off at
the assigned altitude.
Use small adjustments of pitch to maintain altitude and wait for the
adjustment to take effect.
Maintain the desired altitude with reference to the ALT cross checking
with the ASI.
attained.
Allow the airspeed to increase toward cruise airspeed reducing power to
cruise at 5 kts below normal cruise speed.
Maintain the aircraft in balance using the ball and wings level using the
turn coordinator.
f p
db
d c d
cruise power.
Full Panel - Descending

8. Reduce throttle, as appropriate, and maintain level flight attitude using the
AI until the desired airspeed is obtained.
9. Maintain the aircraft in balance.
10. At the desired descent airspeed, lower the nose attitude using the AI to the
approximate descent attitude.
11. Hold the approximate descent attitude until the descent airspeed/rate of
descent is stabilised.
12. Monitor the VSI for the desired rate of descent.
a. To increase the rate, pitch the nose down to a new attitude and adjust
power to maintain desired speed.
b. To decrease the rate, pitch the nose up to a new attitude and increase
the power to maintain the speed.
13. Monitor the ASI for the desired airspeed.
a. To increase the airspeed, increase the pitch down attitude if the rate of
descent is lower than desired.
b. To increase the airspeed, increase the power (if available) if the rate of
descent is at or greater than desired.
c. To decrease the airspeed, reduce the pitch down attitude if the rate of
descent is greater than desired.
d. To decrease the airspeed, reduce the power if the rate of descent is at
or lower than desired.
f
d
d
p d/
f
Note:
Make minor pitch attitude adjustments to achieve and maintain the desired rate of climb
and climb airspeed.
Partial Panel - Descending

Note:
Caution:
1.
2.
3.
4.
Smoothly reduce power to descent power maintaining balance.

Hold the pitch attitude with slight back pressure until desired descent
airspeed on the airspeed indicator appears.
At the desired descent airspeed, pitch the nose down to an attitude (stick
position) and wait for the VSI to give its indication.
Expect some oscillation in pitch to occur until the desired RoD is achieved.

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6.
7.
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Monitor the airspeed indicator during the descent.

f
d
d
p d/
Levelling off From a Descent: (Full Panel)

1. At 10% of the RoD before the desired altitude, increase the power to the
cruise flight setting maintaining the aircraft in balance. Hold the descent
pitch attitude.
2. At the desired altitude, smoothly pitch the nose up to the level flight
attitude.
f c
d
d
p d
is obtained.
Levelling off From a Descent (Partial Panel):
Note:
Caution:
1.
2.
3.
4.
5.
DIAGRAM:
At 10% of the RoD before the desired altitude, increase the power to the
cruise flight setting maintaining the aircraft in balance. Hold the descent
pitch attitude.
At the desired altitude, smoothly pitch the nose up to the level flight
attitude (stick position).
attained.
Maintain the desired altitude with reference to the ALT cross checking the
ASI.
f p
db
d c d
cruise power.
N/A.
Section:
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TASK #25:
TURNS (IR)
SUBTASKS:
Full Panel
Partial Panel
OBJECTIVE:

control techniques while executing turns using instrument references only.
STANDARDS:
Instrument
1.
2.
3.
4.
5.
6.
7.
DESCRIPTION:
Note:

flying during turning flight.
Establishes indicated standard rate turns, both right and left.
Changes the miniature aircraft position, as necessary, to produce a standard
rate turn.
Makes turns to specified compass headings.
Maintains the bank angle 5, altitude 50ft and airspeed 5 knots
(Full Panel)
Maintains the bank angle 10, altitude 100ft and airspeed within 5kts.
(Partial Panel)
Uses proper instrument crosscheck and interpretation, and applies the
Full Panel - Turn
The Selective Radial Scan is the most appropriate scan technique for turns. During
transition to a turn the primary flight instrument is the AI. After setting the appropriate
bank attitude the eyes can be directed selectively towards other flight instruments to
derive information as required.
1.
2.
Note:
Trim for straight and level flight.

Roll into the turn using the AI with coordinated aileron and rudder
pressure. Increase the bank angle to the predetermined angle using the rule
of thumb below.
To determine the required bank angle for a standard rate turn, divide the airspeed by
10 and add 7. This should not exceed a 25 maximum bank angle. Example, the
airspeed is 120, 120 10 = 12 + 7= 19 angle of bank.
3.
4.
5.
Maintain a constant bank angle and rate of turn (3 per second, 30 in 10

seconds, 180 in one minute or 360 in two minutes) using the AI.
Monitor the ALT and hold the required back pressure on the stabilator to
compensate for the loss in vertical component of lift.
Do not use trim in a turn, since it is a transitional manoeuvre.
To Stop the Turn on the Desired Heading: (Full Panel)

1. Begin the recovery from the turn with the appropriate lead prior to reaching
the desired heading using the AI.
Note:
Anticipate and roll out from the turn using a lead of approximately one-half the bank
angle. Example, turning from a heading of 360 to 090 with a bank angle of 19, begin
the roll out on a heading of 080 (19 2= 10).
2.
3.
Roll wing level using coordinated aileron and rudder control.

Lower the pitch attitude to maintain altitude.

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Partial Panel - Turn

Note:
instruments inoperative. In this case the electric Turn Coordinator is used for AoB
information.
Caution:
To turn to a specific heading, the best instruments to use for

directional guidance are in the order of preference:
a.
b.
c.
1.
2.
The heading indicator

The stopwatch
The magnetic compass
Using coordinated ailerons and rudder roll into a bank using the turn
coordinator to establish a standard rate turn.
Cross check the altimeter to maintain a level turn adding slight back
pressure to compensate for loss of lift in the turn.
To Stop the Turn on a Desired Heading (Partial Panel):

1. Begin the recovery from the turn with the appropriate lead prior to reaching
the desired heading on the magnetic compass, time on the stopwatch, or
heading on the magnetic compass applying the appropriate magnetic dip
error.
2. Roll the wings level with reference to the turn coordinator.
3. Crosscheck the ALT, stopwatch, and/or magnetic compass.
4. Relax any backpressure applied while in the turn to maintain altitude.
5. Let the magnetic compass settle out and then make adjustments to heading
to reach desired heading.
DIAGRAM:
N/A.
Section:
Page:
Revision:
Date:

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TASK #26:
TIMED TURNS - FULL PANEL
SUBTASKS:
Level Turns
Climbing Turns
Descending Turns
OBJECTIVE:
To obtain proficiency in executing turns to headings using the stopwatch in

level flight or during a climb or descent.
STANDARDS:
1.
2.
3.
4.
5.
6.
DESCRIPTION:
Establishes standard rate turns, both right and left.

Establishes a stabilised climb or descent.
Applies the clock correctly.
Changes the bank, as necessary, to produce a standard rate turn.
Makes timed turns to specified headings.
Maintains the altitude 50 feet, airspeed within 5 KIAS, bank angle 5
of the standard or half-standard rate turn, and rolls out on specified
headings 10.
Turns
1. Note time or start stopwatch.
2. Begin the turn in the desired direction.
3. Establish and maintain a standard rate turn.
4. After calculated elapsed time has expired, begin the roll out.
5. Reference the DI for proper heading.
Note:
At a standard rate turn of 3 per second, it takes 2 minutes to complete 360 of turn.
For ease of calculation, plan for 10 seconds to equal 30 heading change.
Note:
When descending, for ease of calculation, assume 10 seconds is equal to about 80ft.
When climbing, take whatever ROC you can get.
DIAGRAM:
N/A.
Section:
Page:
Revision:
Date:

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TASK #27:
STALLING (IR)
SUBTASKS:
Incipient Stall Recovery - Clean
OBJECTIVE:
To recognise indications of an imminent stall and to make prompt, positive

recoveries, with minimum loss of altitude while maintaining coordinated flight.
STANDARDS:
CPL
1.
2.
3.
4.
5.
6.
7.
8.
Exhibits knowledge of the elements related to aerodynamic factors

associated with power-off and power-on stalls and how this relates to
actual approach and landing situations.
Selects an entry altitude that allows the task to be completed no lower than
2000 feet AGL.
Maintains level flight.
Transitions smoothly from straight and level attitude to a pitch attitude that
will induce a stall.
Maintains the specified heading 5, in straight flight.
Recognises and announces the onset of the stall by identifying the first
aerodynamic buffeting or stall horn.
Promptly recovers as the stall horn by increasing power and applying
rudder to keep straight and adjusts attitude to maintain altitude.
Returns to the altitude, heading, and airspeed specified by the instructor.
CONDITIONS:
Stalls should be accomplished in straight flight and turns using various flap
settings. Emphasis should be placed on smoothness, coordination, and accuracy.
DESCRIPTION:

(Power OFF, No Flap)
2. Perform clearing turns,
4. Close the throttle and apply rudder to remove the yaw,
5. Smoothly pitch the nose up to maintain altitude,
6. At 60 KIAS: Continue pitching the nose and maintaining altitude with
wings level and on reference point,
7. When the first tone of the stall horn sounds, almost simultaneously, apply
full power and apply rudder to remove the yaw and HOLD the pitch
attitude on the AI.
8. On achieving VX speed and positive Rate of Climb (ROC), complete the
ATO checks and then Pitch for VY if required to climb back to the assigned
altitude. Otherwise continue with the standard level out procedure.
DIAGRAM:
N/A

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TASK #28:
RECOVERY FROM UNUSUAL FLIGHT ATTITUDE
SUBTASKS:
Recovery from High Nose Attitudes Wings Level

Recovery from High Nose Attitudes Wings Banked
Recovery from Low Nose Attitudes Wings Banked
OBJECTIVE:
To develop proficiency in recovery from an unusual flight attitude that may be

encountered during flight in instrument meteorological condition.
STANDARDS:
1.
2.
3.
4.
5.
6.
DESCRIPTION:
Note:

flying during recovery from unusual flight attitudes (both nose-high and
nose-low).
Uses proper instrument crosscheck and interpretation, and applies the
appropriate pitch, bank, and power corrections in the correct sequence to
return the aircraft to a stabilised level flight attitude.
Exhibits adequate knowledge of the elements related to recognising if AI
and/or heading indicator is inaccurate or inoperative, and advises ATC or
the instructor.
Advises ATC or instructor anytime the aircraft is unable to comply with a
clearance.
Completes instrument approach if applicable.
Completes the pre-manoeuvre checklist & clearing turns
Recovery from a high nose attitude wings level:

(When a lower than desired or rapidly decreasing airspeed is observed)
When recovering from an unusual attitude for training the corrective action should be
performed in the order listed below. However all corrective actions are made nearly
simultaneously.
1.
2.
3.
4.
5.
Increase the power to full, balance with right rudder.

Apply forward stabilator to lower the nose to the level pitch attitude as
indicated by the AI.
Maintain wings level with coordinated ailerons and rudder as indicated on
the AI.
At 5KIAS below desired cruise speed, set cruise power
Continue crosschecking flight instruments to stabilise flight attitude.
Recovery from a high nose attitude wings banked:

1.
2.
3.
4.
5.
Increase the power to full, balance with right rudder.

Relax the backpressure and pitch to the level flight attitude as indicated on
the AI.
With the speed increasing, roll the wings level coordinating with rudder.
At 5 KIAS below desired cruise speed, set cruise power
Continue crosschecking flight instruments to stabilise flight attitude.
Recovery from a low nose attitude wings banked:

(When a higher than desired or rapidly increasing airspeed is observed)
1. Close the throttle, balance with rudder
2. Level the wings with coordinated ailerons and rudder as indicated on the
AI and balance ball.
3. Pitch to the level flight attitude as indicated on the AI and hold.
4. At 100 KIAS:
a. Set cruise power if continuing with the normal cruise.
b. Set climb power and pitch for VY if continuing with a climb.
5. Continue crosschecking flight instruments to stabilise flight attitude.

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TASK #29:
INTERCEPTING AND TRACKING RADIALS/BEARINGS
SUBTASKS:
VOR Radials
OBJECTIVE:
To obtain proficiency in the orientation, interception, and tracking of VOR

Radials.
STANDARDS:
1.
2.
3.
4.
5.
6.
7.
8.
9.
Exhibits adequate knowledge of the elements related to VOR radial

interception and tracking.
Tunes and correctly identifies the VOR, as appropriate.
Sets and correctly orients the radial to be intercepted into the course
selector or correctly identifies the radial on the RMI.
Intercepts the specified radial at a predetermined angle, inbound or
outbound from a VOR facility.
Maintains, while intercepting and tracking VOR radials an airspeed within
5kts, altitude within 50ft, and selected headings within 5.
Applies proper correction to maintain a radial, allowing no more than 2
dots of the CDI or within 5 in the case of an RMI.
Applies proper correction to maintain a bearing within 2 dots.
Determines the aircraft position relative to the VOR.
Recognises VOR a receiver or VOR facility failure and when required,
reports the failure to ATC.
DESCRIPTION:
1.
2.
3.
Tune and identify the VOR facility to be used.

Determine position and distance from the facility using all available
equipment.
Check alignment of DI and compass (minimum every 10-15 minutes).
VOR Radials
1. Set OBS to the inbound/outbound course desired.
2. Determine the initial intercept angle and heading considering the distance
from the facility, distance from present course to new course, and winds.
3. Note present heading and intercept heading. Turn in the direction closest to
the intercept heading, establishing and maintaining the intercept heading.
4. Determine the quality of intercept. If CDI does not indicate progress
towards the desired course in an appropriate time:
a. Verify established on intercept heading.
b. Verify position relative to desired course.
c. If appropriate, increase intercept angle by selecting and establishing a
new intercept heading.
5. As CDI begins to centre, turn to the inbound/outbound course so as not to
fly through the desired course when established on track.
6. Track inbound/outbound by maintaining the appropriate aircraft heading.
7. Monitor the CDI. Should the CDI show a deflection left or right off centre
(on course), establish a 20 intercept angle, turning to the appropriate
intercept heading to re-intercept the course.
8. Lead the re-centring of the CDI by reducing one-half of the intercept angle
and maintaining the new heading (reference heading) to maintain course.
9. Repeat course intercepts, as necessary, until establishing a heading that
maintains the desired track.
Section:
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PA28 & PA44
II
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0
Jan 14
TASK #30:
HOLDING
SUBTASKS:
Direct Entry
Offset Entry (Teardrop Entry)
Parallel Entry
OBJECTIVE:
To obtain proficiency in conducting the proper entry procedures for holding at a

navaid, intersection, or fix utilising all installed equipment.
STANDARDS:
1.
Exhibits adequate knowledge of the elements related to holding procedures

for standard and non-standard, published and non-published holding
patterns.
2. Changes to the holding airspeed appropriate for the altitude or aircraft
when 2 minutes or less from, but prior to arriving at, the holding fix.
3. Uses an entry procedure that ensures the aircraft remains within the
holding pattern airspace (Refer Pans Ops) for a standard, non-standard,
published, or non-published holding pattern, and utilises the proper entry
procedure.
4. Recognises arrival at the holding fix and initiates prompt entry into the
holding pattern.
5. Complies with ATC reporting requirements.
6. Uses the proper timing criteria, where applicable, as required by altitude or
ATC instructions.
7. Complies with pattern leg lengths when a DME distance is specified.
8. Uses proper wind correction procedures to maintain the desired pattern and
to arrive over the fix as close as possible to a specified time.
9. Maintains the airspeed 5kts, altitude 50ft, headings 10, and tracks /
radial within 2 dots.
10. Achieves a four (4) minute holding pattern during normal operations with 1
minute on the inbound track of the pattern.
11. Commence timing when overhead the aid with a positive FROM
indication. Maintain the stopwatch time until back at the same position.
Allowable time limits are 10 seconds.
DESCRIPTION:
1.
2.
3.
Note:
When three (3) miles from a clearance limit (fix) and no clearance beyond
the fix has been received, turn the HDG Bug to the next course.
Determine entry turn from aircraft heading upon arrival at the holding fix.
+/-5 in heading is considered to be within allowable good operating limits
for determining entry.
Enter the prescribed holding pattern in accordance with the ICAO
recommended procedure.
Direct outbound can only be made provided the aircraft track direct to the fix is inside a
fan 30 of the outbound track. If the aircraft track is outside this 30 angle then the
appropriate holding pattern entry is to be made.
4.
5.
6.
Report to ATC when at the fix and intentions (if required).

Unless DME pattern leg lengths are specified the inbound leg is usually 1
minute unless stipulated.
Holding pattern timing commences overhead the aid with a FROM
indication aiming for a 4 minute holding pattern with at least 1 minute on
the inbound leg.

PA28 & PA44
Note:
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To compensate for wind effect triple the drift for the inbound leg. This will ensure the
correct track inbound in the hold. (e.g., if inbound drift is 5, then the outbound drift
correction angle is 15).
7.
8.
Report to ATC the time leaving the holding fix.

When instructed to leave the holding fix, at a specified time, adjust flight
path within the limits of the holding pattern so as to depart the fix at the
exact time specified.
Direct Entry
1. At the VOR, complete the fix crossing check.
2. At the VOR / with a FROM flag begin a turn to the outbound leg at a
standard rate in the direction specified in the clearance, or as depicted.
DIAGRAM:
Diag. 2.9
DIRECT ENTRY - HOLDING PATTERN
Diag. 2.9
Note:
When entering the holding pattern from the non-holding side at approximately 90 to the
inbound track, the PF is to maintain heading for 15 seconds before turning to the
holding pattern outbound heading.
Teardrop Entry
2. At the VOR, begin a turn at a standard rate to intercept the ck
from
the inbound track.
3. Start timing for 1 min and maintain track.
4. After the time has elapsed, begin a turn at the standard rate to intercept the
inbound track.
Note:
DIAGRAM:
Total time taken to complete an Offset / Teardrop entry is approximately 3min.
Diag. 2.10

PA28 & PA44
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OFFSET / TEAR DROP ENTRY - HOLDING PATTERN
Diag. 2.10
Parallel Entry
2. At the VOR, begin a turn at a standard rate to intercept the reciprocal of the
inbound track.
3. Start timing for 1 min and maintain track.
4. After 1 min has elapsed, begin a turn at the standard rate to intercept the
inbound track.
DIAGRAM:
Diag. 2.11
PARALLEL ENTRY - HOLDING PATTERN
Diag. 2.11
Note:
The PF is reminded for all holding patterns and entries to not to reset the timer for every
leg of the holding pattern but are to monitor the timer ensuring that each pattern is 4
minutes with at least 1 minute on the inbound leg of the pattern.

PA28 & PA44
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TASK #31:
PA28 - NON-PRECISION APPROACH PROCEDURE VOR/LOC
SUBTASKS:
Prior to Initial Approach Fix

Initial Approach Segment
Intermediate Approach Segment/Procedure Turn
Final approach Segment
OBJECTIVE:
To obtain proficiency in conducting precision instrument approach procedures

utilising all installed equipment under normal and abnormal conditions.
Note:
For all VOR / LOC and ILS approaches at Melaka, the DME is required.
STANDARDS:
Instrument
1.
Exhibits adequate knowledge of the elements of the VOR instrument

approach procedure.
2. Selects and complies with the appropriate VOR instrument approach
procedure.
3. Establishes two-way communications with ATC, as appropriate, to the
phase of flight or approach segment, and uses correct ICAO radio
phraseology and technique.
4. Selects, tunes, identifies, and confirms the operational status of ground and
aircraft navigation equipment to be used for the approach procedure.
5. Complies in a timely manner, with all clearances issued. Advises anytime
the aircraft is unable to comply with a clearance.
6. Recognises if heading indicator and/or AI is inaccurate or inoperative,
advises controller, and proceeds with approach.
7. Establishes the appropriate aircraft configuration and airspeed considering
turbulence and wind shear, and completes the aircraft checklist items
appropriate to the phase of the flight.
a. For the VOR, maintains, prior to beginning the final approach
segment, altitude within 50 feet, heading within 5 and temporarily
allows not more scale defection of the deflection of the CDI or
within 5 in the case of an RMI, and maintains airspeed within 5
knots.
8. Applies the necessary adjustments to the published MDA and visibility
criteria for the aircraft approach category when required.
9. Establishes a rate of descent and track that will ensure arrival at the MDA
prior to reaching the MaPt with the aircraft continuously in a position from
which a descent for a normal landing on the intended runway can be made
using normal manoeuvres.
a. For the VOR allows, while on the final approach segment, no more
than a scale CDI deflection, or within 5 in case of an RMI, and
maintains airspeed within 5 knots.
10. Maintains the MDA when reached, within +50, -0 feet to the MAPt.
11. Executes the missed approach procedure when the required visual
references for the intended runway are not distinctly visible and
identifiable at the MAPt.
12. Executes a normal landing from a straight-in or circling approach, as
directed.
DESCRIPTION:
Prior to Initial Approach Fix

1. Is all that part of the approach at the initial approach altitude when in the
holding pattern or within the holding pattern protection area.
2. Comply with ATC clearances for the initial approach segment.
3. Complete the appropriate instrument approach brief.

PA28 & PA44
4.
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At 3nm before the fix, set the heading bug to the next track.
Intermediate Approach Segment

1. The intermediate approach segment commences at the VOR outbound until
the FaF inbound.
2. Overhead the VOR, complete the fix crossing check and at 1 nm past the
VOR turn to intercept the outbound track if required.
3. Set cruise descent power and pitch the nose down to achieve a 500ft /min
ROD at 95KIAS and continue tracking the outbound track descending as
cleared and complete the pre-landing checks.
4. At 10% of the ROD before the target altitude commence the standard
levelling out procedure and maintain 95KIAS
5. At 1nm before commencing the procedure turn, set the heading bug (and a
verbal call out) to the next track.
6. At the specified DME distance execute the procedure turn depicted on the
instrument approach chart. Upon completion of the procedure turn, reintercept the final approach course maintaining 95KIAS at the specified
altitude until the FaF.
Note:
The PF in the PA28 is to maintain 95 KIAS from the IAF until the FAF / FAPt.
Final Approach Segment

1. The final approach segment is from the final approach fix (FaF) until the
missed approach point (MaPt).
2. When established within scale deflection of the CDI for the inbound
track, advise ATC that you are established inbound at the DME distance
rounded to the nearest whole mile and your intentions.
3. At up to 1/2 nm before the FaF, select flap 25 and maintain altitude.
4. At the FaF start the timer, select carb heat ON, set approach power and
pitch to achieve a 700ft /min ROD and maintaining 85KIAS.
Note:
If the power needs to be adjusted, then the allowable deviation is 200 RPM. Headwind
or tailwind conditions will require a power adjustment to maintain the correct profile.
5. Maintain course by establishing a wind correction heading. For deviations

from the course, make small corrections to re-intercept.
6. At 10% of the rate of descent before MDA, commence the standard level
out procedure to maintain MDA at 85KIAS.
Note:
To simulate the possibility of going visual early the PF is to ensure they are level at
MDA with 85 KIAS for at least 1 nm before the MaPt.
7. Maintain the approach track to the runway at the MDA until:

a. The runway environment is in sight; and
b. The aircraft is in a position from which a descent to a landing on the
intended runway can be made at a normal rate of descent using normal
manoeuvres; and
c. The flight visibility is not less than the visibility prescribed in the
instrument approach used or;
d. Upon arrival at the MAPt.
8. If at or before the MaPt, and the PF is visual with the approach lights and
/or the runway then the PF is to call Visual and pitch the nose to the
appropriate attitude to continue the descent to land. Power is adjusted to
maintain correct profile. The carb heat is NOT to be selected on after going
visual to land. Use the PAPI lights if available.
DIAGRAM:
Diag. 2.12
Section:
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Date:

PA28 & PA44
II
2.60
0
Jan 14
PA28 - NON-PRECISION APPROACH

B.R.I.E.F Complete
3 NM to IAF
Cruise Power
95 KIAS
Fix Crossing Check
Carb Heat ON
Approach Power
Flap 25, 85KIAS
500 - 700 FPM
Maintain MDA
Flap 25
85 KIAS
Runway in Sight
Go Visual
Diag. 2.12
MaPt
Go Missed

PA28 & PA44
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TASK #32:
MISSED APPROACH PROCEDURES
SUBTASKS:
From a Straight-in Approach
OBJECTIVE:
To obtain proficiency in the execution of missed approach procedures

associated with standard instrument approaches.
STANDARDS:
1.
2.
3.
4.
5.
6.
7.
8.
Exhibits adequate knowledge of the elements related to missed approach

procedures associated with standard instrument approaches.
Makes the correct verbal call out and initiates the missed approach
procedure promptly by the timely application of power, establishing a
climb attitude, and reducing drag.
Reports to ATC beginning the missed approach procedure.
Complies with the published or alternate missed approach procedure.
Advises ATC or instructor/instructor anytime the aircraft is unable to
comply with a clearance, restriction, or climb gradient.
Follows the recommended checklist items appropriate to the go-around
procedure.
Requests, if appropriate, ATC clearance to the alternate airport, clearance
limit, or as directed by instructor/instructor.
Maintains the recommended airspeed 5 knots; heading, course, or
bearing, 5; and altitude(s) 50ft during the missed approach procedure.
DESCRIPTION:
From a Straight-In Approach

1. At the missed approach point with no visual reference, the PF is to call
Go-Around
2. Smoothly and positively apply full power and pitch the nose to the Vy
climb attitude
3. When a positive rate of climb has been established, complete the ATO
checks.
4. Then Advise ATC that you are going missed approach.
5. On climb out at Vy, execute the published missed approach procedure, or
as directed by ATC.
6. At 1nm past the VOR, commence a turn to intercept the missed approach
track or SID if IFR (applicable to Melaka).
7. Aircraft are to track the missed approach radial until 2500ft and complete
the standard level out procedure.
8. PF is to turn first the #1 OBS then the #2 OBS to the inbound track
followed by the HDB Bug and then commence a turn.
9. At 20 before the HDG Bug, the PF is to adjust the OBS and HDG Bug to
home to the VOR.
10. The PF is to adjust the heading to track to the VOR.
DIAGRAM:
N/A.

PA28 & PA44
Section:
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2.62
0
Jan 14
TASK #33:
CIRCLING APPROACH PROCEDURE
OBJECTIVE:
To obtain proficiency in the execution of the circling approach procedure

associated with standard instrument approaches.
STANDARDS:
1.
2.
3.
4.
5.
6.
Exhibits adequate knowledge of the elements related to a circling approach

procedure to a specified runway or landing area.
Selects and complies with the appropriate circling approach procedure
considering turbulence and wind shear and considering the manoeuvring
capabilities of the aircraft.
Confirms the direction of traffic and adheres to all restrictions and
instructions issued.
Does not exceed the visibility criteria or descend below the appropriate
circling altitude until in a position from which a descent to a normal
landing can be made.
Transitions at the DA or MDA to a visual flight condition, and performs a
normal landing with normal manoeuvring.
Manages the change of aircraft configuration to achieve the recommended
airspeed 5 knots; and altitude(s) 50ft during the circling approach.
DESCRIPTION:
1.
2.
3.
4.
Note:
If the PF is aware that there will be a circling approach prior to commencing the straight
in approach, then the descent is to be planned down to the circling MDA. When visual
the PF can descend below the circling MDA provided visual reference can be
maintained however, obstacle clearance cannot be guaranteed.
5.
DIAGRAM:
Upon determining that a landing from an instrument approach procedure is

possible, call out Visual, Circling.
Determine the safest route to the runway.
Maintain the circling MDA, retract to flap 10 and maintain the airspeed for
a low-level circuit.
Plan the circling manoeuvre to remain within the circling approach area
(Category A 1.68 NM from runway threshold) to not exceed the visibility
criteria.
Verify the direction of traffic. Make the approach as much a normal traffic
pattern as possible.
N/A

PA28 & PA44
Section:
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II
2.63
0
Jan 14
TASK #34:
LANDING FROM AN INSTRUMENT APPROACH
OBJECTIVE:
To obtain proficiency in transitioning from instrument flight conditions to

visual flight conditions to perform a normal landing with normal manoeuvring.
STANDARDS:
1.
2.
3.
4.
5.
6.
Exhibits adequate k
d
f
m
d
p
responsibilities, and the environmental, operational, and meteorological
factors, which affect a landing from a straight in or a circling approach.
Transitions at the DH, MDA to a visual flight condition, allowing for safe
visual manoeuvring and a normal landing.
Ad
ATC dv
c
: NOTAM ,
d
,
k
turbulence, runway surface, braking conditions, and other operational
considerations.
Performs the manoeuvre without excessive manoeuvring and without
exceeding the normal operating limits of the aircraft. The angle of bank
should not exceed 25.
Completes appropriate checklist items for the pre-landing and landing
phases.
Maintains positive aircraft control throughout the complete landing
manoeuvre.
DESCRIPTION:
1.
2.
3.
4.
5.
6.
Note:
DIAGRAM:
Upon determining that a landing from an instrument approach procedure is

possible, call out Visual.
Transition from instrument approach configuration to visual landing
configuration.
Continue to integrate flight instruments while visual in the event flight
conditions deteriorate or instrument conditions are encountered.
Maintain collision avoidance precautions.
For a runway having an ILS, maintain course and glide path guidance until
landing is assured.
For a runway having a visual approach slope indicator (VASI) or precision
approach path indicator (PAPI), maintain the glide path guidance until
landing is assured.
Avoid the tendency to dive at the ground when becoming visual. For a Non-Precision
approach, select an aiming point and adjust power. Normal approach actions continue.
N/A.

PA28 & PA44
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2.64
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TASK #35:
PA44 - GENERAL HANDLING
SUBTASKS:
Taxiing
Take-Off Normal
Take-Off Max Performance (Flap ZERO)
Climb
Levelling Out
Turns
Stalling
Cruise Descent
Emergency Descent
Circuits
Low Level Circuit
Short Approach
Landing
Go-Around
OBJECTIVE:
To become familiar with handling the PA44 in all normal operations
STANDARDS:
CPL/IR
1.
2.
3.
4.
5.
DESCRIPTION:

attitude flying during all manoeuvres.
Student must be able to demonstrate the correct power changing procedure
when changing airspeed.
Maintains the heading 5 CPL, Altitude 50 feet (CPL/IR). Airspeed
5kts CPL)
Taxiing
1. Standard brake check when moving off the ramp.
2. Monitor wing tip clearances.
3. Use nose wheel steering assisted by asymmetric power. Toe brake may be
used to turn sharply.
4. Use aircraft inertia to anticipate ground manoeuvring and avoid riding the
brakes.
Take-Off - Normal
1. Set 2000 RPM using the throttle and complete systems check.
2. Release toe brakes and accelerate by advancing the throttle to full power at
the same speed the aircraft is accelerating.
3. Monitor the annunciator panel and IAS. Standard call outs.
4. At 75 KIAS, pitch the nose to the VY attitude and hold.
5. With a positive ROC, briefly push the toe brakes and then select gear up.
6. P
p c
c
c mb
d
d
c
c mb
power and switch OFF the landing lights.
Note:
The toe brakes are briefly pushed to stop the wheels turning to prevent processional
forces damaging wheel bearings.
9.
Note:
T mf
ff
When taking off from runways 1300m or less, no runway usually remains after a positive
rate of climb has been established.

PA28 & PA44
Section:
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2.65
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Jan 14
Take-Off Max Performance

1. Set 2000 RPM using the throttle and complete the systems check.
2. Advance the throttles full forward. Check the annunciator panel.
Note:
If the aircraft starts to bunny hop, this is due to either weak brakes or the PF is not using
enough pressure on the correct part of the brake pedals. The PF is to release the brakes
and commence to take-off roll.
3.
Release toe brakes and accelerate, monitoring the annunciator panel, IAS
and Ts & P
4. At 70KIAS, pitch the nose to the Vx attitude and hold.
5. With a positive ROC, briefly push the toe brakes and then select gear up.
6. Passing 200ft AGL, pitch for VY attitude.
8. P
p c the nose to the cruise climb attitude and set cruise climb
power and switch OFF the landing lights.
10. T m f d ff
Climb
1. Monitor attitude to ensure desired climb performance.
2. Ev
1
d
b
for a clearing turn,
thereafter set the heading bug back to the desired heading.
Levelling Out
1. At the desired altitude pitch the nose smoothly to the level flight attitude
(3fingers) and hold.
2. Apply 1 turn of the manual pitch trim (coarse trim)
3. At 120 KIAS, set cruise power and sync the props.
4. The PF eyes are to be scanning, manifold pressure, attitude & altimeter.
5. T m f d ff (f
m)
Note:
The concept of applying coarse trim when levelling out before applying fine trim is for
the PA44 aircraft ONLY.
Turns
1. Medium and rate 1 turns are the same as the PA28
2. Steep Turns are the same as the PA28 except that the power remains
unchanged.
Stalling
a. Full Stall Recovery - Clean
2 Stabilise aircraft in straight & level flight,
3. Close the throttles and push the props full forward, apply rudder to
remove any yaw & ailerons to keep wings level.
4. Smoothly pitch the nose to 10 to maintain altitude and hold.
5. When the horn sounds, continue pitching until the aircraft stalls,
6. At the stall, announce the Stall pitch the control column centrally
forward to the recovery attitude (5 fingers) and hold.
7. Simultaneously apply full power, using rudder to remove the yaw and
when achieving Vx, pitch for the Vy attitude.
8. Thereafter complete the ATO checks maintaining Vy attitude until the
target altitude is achieved.
Note:
If at the stall the aircraft wants to roll, the PF is to use rudder to stop any further yaw /
roll and continue with the recovery procedure. DO NOT use aileron to pick up the wing.
Once the speed in increasing (nose at the recovery attitude) during the recovery,
centralise the rudder and use ailerons as normal.

PA28 & PA44
Note:
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Announcing the stall is only required for the full basic stall demonstration.
b.

(Power OFF, Clean)
1. Perform Pre-Manoeuvre Checklist,
3. Close the throttles and push the props full forward, apply rudder to
remove any yaw & ailerons to keep wings level
4. Smoothly pitch the nose to 10 to maintain altitude and hold.
5. When the first tone of the stall horn sounds, hold the attitude and
apply full power, using rudder to remove any yaw, ailerons to keep
wings level.
6. Achieving VX, complete the ATO checks and then pitch for VY.
7. Thereafter complete the ATO checks maintaining Vy attitude until the
target altitude is achieved.
c.
Incipient Stall Recovery - Approach Config. - Flap 40

(Descending)
1. Perform pre-manoeuvre checklist & pre-landing checks simulating
being on the downwind.
2. Set up the normal approach profile.
3. E b
f
, m
b
b
d c
p
12
4. At the simulated LDA (400ft), select flap 40.
5. Simulate recognising being too low and progressively pitch the
instrument panel to the horizon and hold.
6. At the 1st tone of the stall horn (or buffet), simultaneously apply full
power and apply rudder to remove the yaw and HOLD the attitude
where the stall horn sounded.
7. Select flap 25
8. On achieving a positive ROC, select gear UP.
8. On achieving 200ft above the datum (simulated ground), with a
continued positive ROC, select flap 10.
9. On achieving Vx and a positive ROC, select flap ZERO and pitch for
Vy attitude initially.
10. On achieving 500ft above the datum, pitch for the cruise climb
attitude and set cruise climb power and complete the ATO checks.
Cruise Descent
1. Set cruise descent power and pitch to the 5-finger attitude to achieve and
m
/m
fd c .
2. T m f d ff
3. At 10% of the Rate of descent before the target altitude, apply standard
level out procedure.
4. T m f d ff
Emergency Descent
1. Simultaneously, close the throttles, advance the propeller controls to full
forward (smoothly), select the gear down and pitch the nose initially to 15 on the AI.
2. On achieving 135 KIAS, adjust the pitch attitude to approximately -12
maintain 135 KIAS.
3. A
(10% of the ROD) before the desired target altitude, progressively
pitch the nose to the level flight attitude to maintain altitude.
4. Achieving 109 KIAS, select gear up and progressively advance the
throttles to cruise power and then retard the RPM to normal cruise.
Section:
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Date:

PA28 & PA44
II
2.67
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Jan 14
Circuits
1. Achieving circuit altitude, set circuit power and commence a turn to
downwind using up to 30 angle of bank. Aiming to initially maintain
120KIAS. Make the radio call at the usual place and complete the prelanding checks. (Flap 10 can only be extended when the speed has slowed
to 111KIAS)
2. Commence timing abeam the landing runway threshold.
4. At 30 seconds, extend flap 25. (Target speed - 100KIAS)
5. At 40 seconds, set approach power & pitch the nose to 4-5 fingers and
commence a roll on to the bug. Allow the speed to decay to 90 KIAS.
Standard altitude loss of 200 with 90 change of direction is desired.
Note:
6.
Note:
Half way around turn to finals with the runway in sight, advance the
propeller RPM to max and check 3 Greens (m) for the gear.
Standard base technique for maintaining approach slope and transition to finals
technique continues.
7.
8.
Adjust angle of bank (30 max) turning on to finals and maintain 90 KIAS
Approaching 440ft, confirm 3CRS. (landing clearance can be delayed till
200ft)
9. If all conditions are met then Flap 40 is to be selected and the speed is
allowed to decay to 85 KIAS.
10. Speed at threshold is to be 80 KIAS.
Note:
Commence the turn using 20 AoB. At 90 of arc with the runway in sight, the PF can
adjust the AoB 10 to roll out on finals at the desired altitude.
DIAGRAM:
Diag 2.13
PA44 NORMAL / FLAPLESS CIRCUIT

2. Commence Turn
3. 100 KIAS
90KIAS
Props Full Forward
3 Green (m)
Flap
25
Pre-Landing Checks
Radio
Call
30 Secs
40 Secs
Level Medium
Turn
Vy
440ft
1. 3 CRS
2. Flap 40
3. 85 KIAS
Vt - 80 KIAS
1000ft
Circuit Power
Diag. 2.13
Note:
For a particular speed, the angle of bank will determine the radius of turn.
Low Level Circuits

1. Climb to 500ft AGL and set the low level power setting and m f d
ff.
2. Commence a level medium turn to the downwind reference point
maintaining 500ft AGL.
3. Make the radio call at the usual place and complete the pre-landing checks.
4. Minimum speed is 100 KIAS.

PA28 & PA44
5.
6.
Note:
Section:
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Date:
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2.68
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At 30 seconds, commence a level medium turn onto finals and after 90 of

turn, select Flap 25 and set approach power and adjust pitch to transition to
finals technique.
Adjust AoB to achieve the runway centreline and plan to rollout at 400500ft.
For normal, flapless and low level circuits, completion of the 3CRS can be delayed
(specifically the ATC clearance) to just before 200ft (LDA). Thereafter, if the all
conditions have NOT been met, a go-around is commenced. This is NOT applicable
when asymmetric. The ADA of 440ft is used. If on instruments the ADA is the MDA.
Short Approach
5. When abeam or just past the landing threshold, select flap 25 and reduce
p
f
m pproach (12 m m m).
6. Commence a standard descending turn aiming to roll out on finals at 400500ft maintaining 90KIAS.
7. Approaching 700-600ft increase power to normal approach setting.
8. At 45 of arc to go transition from base technique to final technique.
9. When on centreline with correct profile / configuration, continue with
normal approach.
Landing
1. When the aiming point is about to slide down underneath the nose, pitch
the nose to the standard level attitude and progressively close the throttles.
2. As the aircraft sinks, pitch the nose to 1 finger and hold. Straighten the
aircraft nose using rudder if required and use aileron to keep the wings
level.
3. The aircraft will land on the main wheels. Hold the attitude and the nose
will come down by its self.
Caution:
DO NOT pitch the nose down after landing as this may cause the aircraft to bounce
back into the air.
Go-Around
The Mis-landing is the same procedure as the PA28. The go-around in the
PA44, assumes being above 440ft with flap 25.
1. Simultaneously, increase power to full and pitch the nose to the V Y attitude
whilst maintaining heading on the bug.
2. With a positive ROC, select gear up and then with a continued positive
ROC, select flap 10.
3. P
2 , continued positive ROC, 82 KIAS select flap ZERO
thereafter maintain the VY attitude to achieve VY speed.
5. P
, p c
c
c mb
d .
6. Thereafter set 75% power of the cruise climb and switch OFF the landing
lights.

PA28 & PA44
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TASK #36:
PA44 ASYMMETRIC HANDLING
SUBTASKS:
Engine Failure Cruise

Engine Fire Drill
Asymmetric Emergency Descent
Engine Failure EFATO
Asymmetric Landing
Asymmetric go-around
OBJECTIVE:
To become familiar with handling the PA44 in the event of an engine failure or
engine fire.
STANDARDS:
CPL/IR
1.
2.
3.
4.
5.
6.
7.
8.
DESCRIPTION:

attitude flying during all manoeuvres.
Student must demonstrate correct control techniques at the sudden loss of
power from one engine.
Students must demonstrate correct actions to maximise performance and
d fc
f
f d
.
C
c c
d v b c
f
c
f
f d
engine.
Correct asymmetric briefing.
Maintained desired heading / track and appropriate altitude with the correct
p
v
.
Maintains the heading 5 CPL, Altitude 50 feet (CPL/IR). Airspeed
5kts CPL)
Engine Failure Cruise

1. Simultaneously, apply opposite rudder to the direction of yaw, use aileron
to maintain wings level and pitch the nose to 5 on the AI or instrument
panel to the horizon.
2. Increase power starting from the right of the power quadrant, (mixture full
rich, propeller full forward & throttle full forward)
Caution:
As the power is increased, the asymmetric forces will also increase. The PF is to
maintain their scan to ensure the aircraft direction is maintained and if applicable
altitude.
Caution:
In some situations, altitude may need to be sacrificed to maintain speed above 82KIAS.
3.
4.
5.
6.
Caution:
Id
f
f d
b
m m c D d L , D d
E
V f
f d
b
d
d then check the
engine instruments to determine the reason for the failure.
Provided that engine noise and asymmetric forces remain unchanged then:
T p p
v
f
f d
c b
d d 1 b
d
v
m
f
f
p p
. The mixture of the
f d
b
d d 1 b
d
v
mx
.
If the aircraft yaws and the engine noise decreases then the incorrect throttle has been
retarded. That throttle is to be again advanced and the complete mnemonic is to be
commenced again.
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Note:
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The FI will then set Zero Thrust (14/2000RPM) to simulate the asymmetric forces.
7.
8.
The PF can then adjust the power on

v
d pp
dd
d
pitch trims as appropriate.
The PF will then continue with the engine securing drill as per the
emergency checklist.
Note:
For the engine securing drill, in the circuit / VOR approach, the both cowl flaps are to
remain OPEN for training.
Caution:
Pilots are to be familiar with how to calculate the Drift Down altitude for all sorties
outside the circuit.
Engine Fire Drill

Note:
The FI will advise which engine has an engine fire (simulated).
1.
2.
3.
Caution:
Select fuel ff f
pp p
Throttle closed
P
ff c d p p
v
engine levers.
dmx
1 b
There will be a sudden increase of yaw and the PF is to maintain control of the aircraft
directionally and adjust the pitch attitude as appropriate.
4.
Check that the fire is out. If not, continue with the emergency descent.
Asymmetric Emergency Descent

1. S m
,c
v
, dv c
p p
c
full forward (smoothly), select the gear down, check 3 greens and mirror,
and pitch the nose initially to 15 nose down on the AI.
Note:
Students are to verbally say they are closing the cowl flaps.
2.
3.
4.
5.
On achieving 135 KIAS, adjust the pitch attitude to maintain 135 KIAS.
A
b f
d
d
d ,p
v
p c
the level flight attitude.
Achieving Vlo, select gear up and advance the v
power to cruise
power and retard the RPM to normal cruise.
Continue with the engine securing drill and there after the asymmetric
approach, brief. A Pan Pan radio call to ATC can then be made.
Engine Failure EFATO

1. Simultaneously, apply opposite rudder to the direction of yaw, use aileron
to maintain wings level and pitch the nose to 3 on the AI or instrument
panel to the horizon.
2. Increase power starting from the right of the power quadrant, (mixture full
rich, propeller full forward & throttle full forward)
Note:
If the power is still at take-off power, just do touch checks on the engine controls.
Caution:
The PF is not to take too long on the EFATO drill as the speed will be decaying
relatively quickly. In some situations of loading and temperature, the PF may have to
sacrifice altitude to maintain the aircraft at a controllable speed (Vsse).
3.
Id
E
m m
c D d L , D d
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PA28 & PA44
4.
Note:
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For the EFATO, The PF is to go straight to feather during the drill. There is no
requirement to do the trouble checks.
5.
6.
7.
8.
9.
10.
11.
12.
14.
15.
16.
17.
18.
Provided that engine noise and asymmetric forces remain unchanged then:
T p p
v
f
f d
c b
d d 1 b
d
v
m
f
f
p p
. T mixture of the
f d
b
d d 1 b
d
v
mx
Pitch the nose to continue the climb at VYSE. (Blue Line).
T p
c
dj
d
v
d dd
d p c
trims applied as appropriate.
To m
m m
d ,
PF
c
f p c
d
affected engine.
Continue the climb straight ahead to 1000ft.
Level off and on achieving 110 KIAS, reduce the power to max continuous
power.
Twist the bug on to the downwind heading and turn on to it.
Established on the very early downwind. Continue with the engine
securing drill, the asymmetric brief and then the PAN PAN call to advise
ATC.
Downwind checks as normal but delay the gear and flap.
Abeam the landing threshold, commence timing and select gear down and
check 3 Greens and the nose wheel in the nacelle mirror.
At 30 seconds, select flap 10 and turn the heading hug to the final.
A
c d,
pp c p
v
d commence a
coordinated turn onto base aiming for 90 KIAS.
Standard altitude loss of 200 with 90 change of direction is desired, standard circuit
procedures thereafter.
Note:
19. Approaching ADA (440ft), confirm 3CRS.

20. If all conditions are met, then Flap 25 is to be selected and the speed
allowed to decay to 85 KIAS.
DIAGRAM:
Diag 2.14

2. Commence Turn
3. 100 KIAS
90KIAS
Live Engine Prop
Full Forward
3 Greens
440ft
1. 3 CRS
2. Flap 25
3. 85 KIAS
Flap
10
Gear
DOWN
Asymmetric
Briefing
Radio
Call
Pre-Landing Checks
30 Secs
40 Secs
Engine
Securing Drill
Level Medium
Turn
1. Take-Off Power
2. Vyse Attitude
3. Gear UP
4. Flap UP
Vy
se
Vt - 80 KIAS
Diag 2.14
1000ft
Asymm Circuit Power

PA28 & PA44
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Asymmetric Landing
1. Same as for a normal landing, except that when closing the throttle of the
v
d
p ck p
f d
both throttles are parallel and close both.
Note:
During the flair, the FI will advance the failed engine propeller lever to full forward.
Asymmetric go-around
1. Simultaneously apply take- ff p
v
, pp
dd
foot pressure to maintain direction and pitch for the VYSE attitude.
2. With a positive ROC, select gear up and flap 10.
3. With a positive ROC, 200ft and 75KIAS, select flap ZERO.
4. Maintain VYSE speed.
5. Radio call & continue for another circuit.
Note:
There is no touch & go after an asymmetric landing.

PA28 & PA44
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TASK #37:
PA44 INSTRUMENT APPROACH PROCEDURE VOR/ILS
SUBTASKS:
Non-Precision Approach
Precision Approach
OBJECTIVE:
To obtain proficiency in conducting instrument approach procedures utilising

all installed equipment under normal and abnormal conditions.
Note:
For all VOR / LOC and ILS approaches, the DME is required.
STANDARDS:
Instrument
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
DESCRIPTION:
Exhibits adequate knowledge of the elements of a non-precision or

precision instrument approach procedure.
Selects and complies with the appropriate instrument approach procedure
to be performed.
Establishes two-way communications with ATC, as appropriate, to the
phase of flight or approach segment, and uses correct ICAO radio
phraseology and technique.
Selects, tunes, identifies, and confirms the operational status of ground and
aircraft navigation equipment to be used for the approach procedure.
Complies, in a timely manner, with all clearances issued by ATC or the
instructor. Advises ATC or instructor anytime the aircraft is unable to
comply with a clearance.
Establishes the appropriate aircraft configuration and airspeed, considering
turbulence and wind shear, and completes the aircraft checklist items
appropriate to the phase of the flight.
Maintains, prior to beginning the final approach segment, specified altitude
within 50 feet, heading or course within 5, and airspeed within 5kts.
Applies the necessary adjustments to the published DA and visibility
criteria for the aircraft approach category when required, such as:. C
II NOTAM .
b. Inoperative aircraft and ground navigational equipment.
c. Inoperative visual aids associated with the landing environment.
Establishes an initial rate of descent to comply with the published descent
profile.
Allows, while on the final approach segment, no more than a quarter (1/4)
scale deflection of either the inbound track / localizer or glide slope
indications, and maintains the desired airspeed within 5 knots.
Avoids descent below the MDA / DA before initiating a missed approach
procedure.
Initiates immediately the missed approach procedure when, at the MaPt /
DA, the required visual references for the intended runway are not
distinctly visible and identifiable.
Transitions to a normal landing approach when the aircraft is continuously
in a position from which a descent to a landing on the intended runway can
be made at a normal rate of descent using normal manoeuvres.
Initial Approach Segment

1. Is all that part of the approach at the initial approach altitude when in the
holding pattern or within the holding pattern protection area.
2. Comply with ATC clearances for the initial approach segment.
3. Complete the appropriate instrument approach brief.
4. At 3nm before the fix, set the heading bug to the next track.

PA28 & PA44
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Intermediate Approach Segment

1. At the VOR, complete the fix crossing check and at 1 nm past the VOR
turn to intercept the outbound track.
2. Set approach power and pitch the nose down to achieve a 500ft /min ROD
at 100 KIAS.
3. Continue tracking the outbound track descending as cleared and complete
the pre-landing checks.
4. At 1nm before commencing the procedure turn, set the heading bug (or a
verbal call out) to the next track.
5. At the specified DME distance execute the procedure turn depicted on the
instrument approach chart. Upon completion of the procedure turn, reintercept the final approach course maintaining 90KIAS at the specified
altitude until the FaF.
Note:
At MFA timing (1 min) of the procedure turn commences when the 45 turn is complete.
Final Approach Segment

1. Non-Precision Approach: VOR/LLZ
a. At 1.5 nm before the FaF, select gear DOWN.
b. At 1 nm before the FaF, select flap 10.
c. At 0.5 nm before the FaF, select flap 25.
d. At the FaF, start the timer & then pitch the nose to the appropriate
attitude to achieve 700ft/min with 100KIAS.
Note:
With a strong headwind, power may need to be higher and/or the RoD decreased to
achieve the same profile. This is especially so when asymmetric.
e.
f.
g.
h.
Note:
When practice asymmetric, the approach profile is the same as with both engines
operating normally, except that flap 25 is delayed until visual. Flap 40 is NOT to be set
when asymmetric.
2.
Note:
At 1000ft AGL, complete the finals checks and allow speed to decay
to not below 90KIAS.
Use standard level out procedure and set MDA power to maintain
90KIAS until the MaPt.
If at or before the MaPt and the PF is visual with the approach lights
and /or the runway then the PF is to call Visual and pitch the nose
to the appropriate attitude to continue the descent to land. Power is
adjusted to maintain correct profile. Use the PAPI lights if available.
If the PF does not go visual, then continue with the standard missed
approach procedure and continue with the ATO checks.
Precision Approach: ILS

a. At 1.5 dot below GS, select gear DOWN
b. At 1 dot below GS, select Flap 10.
c. At 0.5 dot below GS, select flap 25.
d. At the GS, pitch the nose to achieve the pre-calculated required ROD
with 100KIAS.
A strong headwind reduces the groundspeed therefore a reduced RoD is required to

maintain GS. Power may also need adjusted to maintain desired speed.
e.
f.
At the FaF, start the timer.

At 1000ft AGL, complete the finals checks and allow speed to decay
to not below 90KIAS.
Section:
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PA28 & PA44
Note:
Course maintenance is with small heading cuts (5-10). GS maintenance is with up to

200ft/min cuts to achieve GS.
At the DA and visual, the PF is to call Visual, and continue with the
landing configuration and set flap 40. If asymmetric set flap 25. If PAPI
are available, maintain the correct slope.
If not visual at the DA, commence the standard missed approach; thereafter
continue with the ATO checks.
f.
g.
DIAGRAM:
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0
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Diag 2.15
PA44 NON-PRECISION APPROACH PROCEDURE
B.R.I.E.F Complete
3 NM to IAF
Circuit Power
120 KIAS
Fix Crossing Check
Approach Power
Flap 25, 100 KIAS
500 - 700 FPM
Maintain MDA
MDA Power
Flap 25
90 KIAS
1000ft Finals Checks

Props Full Forward
3 Greens
90 KIAS
MaPt
Go Missed
Runway in Sight
Go Visual
Diag 2.15
Note:
All approaches are flown in VOR/LOC mode. The SID, Airways and the STAR are flown
in GPS mode using the appropriate pre-loaded flight plan. Unless the GPS is
unserviceable then the appropriate SID, Airways & STAR is to be flown in VOR/LOC
mode.

PA28 & PA44
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TASK #38:
STAR / DME ARCS
OBJECTIVE:
To obtain proficiency in the orientation, interception, and tracking of the DME

Arc.
STANDARDS:
Instrument
1. Exhibits adequate knowledge of the elements related to DME Arc
interception and tracking.
2. Tunes and correctly identifies the VOR.
3. Intercepts a DME arc and maintains that arc within nautical mile.
4. Recognises or VOR/DME receiver facility failure, and, when required,
reports the failure to ATC.
DESCRIPTION:
1.
2.
3.
4.
Note:
The lead required in slow aircraft when turning onto the DME arc through a 90 angle is
1% of your groundspeed. For example: GS 120 kts = 1.2nm before the arc to
commence turning onto the arc. When turning through an arc of 45 to join the DME arc
allow the lead to be of the 90 calculation.
5.
6.
Note:
Tune and identify the VOR/DME facility to be used.

Determine position and distance from the facility using all available
equipment.
Track inbound or outbound on the specified radial or follow vectors
provided by ATC.
Check the DME readout frequently while tracking to the arc.
At 5nm before the arc, complete the HAT check and turn the HDG bug to
210 (for Melaka)
When at the calculated lead distance, commence a standard rate turn in the
direction of the arc rotation (clockwise or counter-clockwise).
If required to hold at Agipo, aircraft are to continue turning onto the outbound leg of the
holding pattern and time as usual. The remote fix is on the R118 at 14 DME.
7.
8.
9.
Tune the #1 VOR to the approach facility and identify it.

Set the # 1 VOR to the inbound of the desired approach.
Set the #2 VOR RMI to give radial crossing information & DME distance.
Unless the HOLD DME function is used on VOR#1.
10. Monitor the DME readout to hold the desired distance. If the readout
increases turn the aircraft into the arc by 10. If the readout decreases turn
out from the arc.
11. When crossing the LR (Lead-In Radial) turn to set up a 45 intercept to the
inbound course.
Note:
If an aircraft is required to hold at Oruvi, then a direct entry is to be made. The fix is on
the R206 at 14 DME
Note:
Adjust the aircraft heading as necessary to compensate for the effects of the any
change in wind condition.
Note:
If flying the arc on GPS mode, adjust the heading to keep the D-Bar centred.
DIAGRAM:
Diag. 2.16

PA28 & PA44
Section:
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VOR/DME ARC
VKM
R103
Gupta
R1
18
LR 1
R175
97
Agipo
Oruvi
E
4 DM
VM
Arc
Diag. 2.16
266

PA28 & PA44
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TASK #39:
PA44 AIRWAY PROCEDURE
OBJECTIVE:
To develop the ability to properly establish the aircraft on an Airway using IFR
procedures.
STANDARDS:
CPL, and IR
1.
2.
3.
4.
5.
6.
7.
8.
Note:
Exhibits knowledge of the elements related to IFR procedures for joining

and exiting an Airway.
Complies to standard cruise altitudes as per magnetic track.
Maintains an accurate flight log for sector times and fuel burn.
Student is pro-active getting necessary ATC clearances.
Complies to ATC instructions with the correct read back.
Calculates the correct top of descent and completes the approach BRIEF.
Maintains appropriate altitude, 50ft, 5kts, heading 5.
Completes the proscribed checklists.
It is recommended that FIs NOT to do the radio work for the student.
DESCRIPTION:
1.
Note:
Note:
Before taxi, advises ATC of the route, cruise altitude and SID.
At Melaka, the ATC clearance will usually be given when the aircraft on the intermediate
approach.
MFA pilots must be prepared to accept any of the three (3) types of departure from
Melaka.
2.
3.
4.
5.
6.
7.
Complete line-up checklist noting time at take-off / planned airways.

Complies with the selected departure procedure (SID) as cleared by ATC.
Complies with climb gradient required by the SID.
Complies with ATC instructions.
After TOC, sets appropriate cruise power, leans the mixtures and
completes cruise checks.
At 5nm before waypoint, switches the #2 RMI to the next frequency
(identifies it) and completes the HAT check.
Note:
Passing 1000ft on the SID or visual departure, the cowl flaps are closed and the fuel
pumps are switched OFF. Pilots are to monitor the annunciator panel for cautions and
the engine Ts & Ps for possible trouble shooting.
Note:
If ATC does not clear you to climb above 6000 before Ogako. Maintain zone QNH.
Pilots are to ask for climb clearance at 10nmn before Ogako. Area QNH is set when
leaving the control zone either vertically of laterally.
Note:
If completing a HAT check on an approach or a SID, then the check is to be completed

3nm before the waypoint.
Note:
If a turn to the next sector is less than an angle of 90, then the turn lead is 1nm. If the
angle is more than 90, then the lead angle is 1.5nm.
7.
8.
9.
After every turning points completes the cruise check and every 15 minutes
after that.
Monitors sector times to provide correct ETA at destination.
If ATC has not given desired cruise altitude, then the PF is to ask for the
desired climb to planned cruise altitude. (PF is to be pro-active).

PA28 & PA44
Note:
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All pilots are to be aware of Drift Down when operating the PA44 on any airway.
Students may be asked to show their knowledge of the appropriate performance charts
from the POH.
10. In the cruise before TOD, the PF is to get the:

a. ATIS
b. Brief the NPF
c. Plan the TOD
d. Brief the STAR
e. Brief the approach.
11. On the initial call to Melaka ATC, to advise the desired STAR and
thereafter comply to ATC descent instruction.
Note:
The TOD checks are to be made at 500ft below the cruise altitude. Set Zone QNH and
set mixture full rich.
12. Monitor descent profile

Note:
In normal situations, the maximum RoD on a STAR is 500ft/min. However, lesser or

greater rates may be applied to conform to the descent profile in windy conditions.
13.
14.
15.
16.
Comply with selected arrival procedure (STAR) as cleared by ATC.

Intercept in either the FA or IA procedure.
Complies to the approach profile and descent to MDA/DA
If visual, continues with a stabilised approach and landing. If not visual
continues with the missed approach procedure as published or as instructed
by ATC.
17. Uses correct ICAO radio phraseology
Note:
Departing Melaka:
Arriving Melaka:
Note:
Standard SIDs Runway 03: Ogako 1A or Ogako 1B.

Standard SIDs Runway 21: Ogako 1D or Ogako 1E.
Or a Visual Departure.
Standard STARs Runway 03: Gupta 1A or Gupta 1B.
Standard STARs Runway 21: Track direct to the VOR.
Or a Visual Arrival.
All approaches are to be flown in VOR/LOC mode. The SID, Airways and the STAR are
to be flown in GPS mode using the appropriate pre-loaded flight plan.
However, pilots are to also be conversant of being able to complete the standard
airways route without the use of GPS.
In all situations, the #2 VOR as an RMI is always to provide back up to the #1 and to
assist in maintaining spacial orientation.
Additionally pilots are to be familiar with any en-route precautionary holding patterns.
For a Route 1 Airways flown without GPS for enroute navigation:

1.
SID for runway 03: OGAKO 1B. For runway 21: OGAKO 1E or a visual departure.
2.
STARS for runway 03: GUPTA1B or direct to the VOR. For runway 21, direct to the VOR.
3.
Use Nav 1 for primary navigation and Nav 2 (RMI) for back up on all legs. At each HAT check,
select Nav #2 to the next frequency / course confirmation.
All Airways on Route 2 are to have a fully serviceable GPS system.
DIAGRAM:
N/A.
Section:
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Date:

PA28 & PA44
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NORMAL / ASYMMETRIC APPROACH CONFIGURATIONS:
PRE-LANDING
CX
NORMAL-NON
PRECISION
NORMAL
PRECISION
ASYMMETRIC
NONPRECISION
ASYMMETRIC
PRECISION
Intermediate
Approach
Intermediate
Approach
Intermediate
Approach
Intermediate
Approach
PRE-LANDING CX
ON STAR / DME
ARC
30 Before Final Approach Track

1.5 NM
before FaF
1.5 Dot
Below GS
1.5 NM
before FaF
1.5 Dot
Below GS
Flap 10
1 NM
Before FaF
1 Dot
Before GS
1 NM
Before FaF
1 Dot
Before GS
Flap 25
0.5 NM
Before FaF
0.5 Dot
Before GS
When Visual
When Visual
Flap 40
When Visual
When Visual
N/A
N/A
FINAL CX
1000ft
1000ft
1000ft
1000ft
Gear
Down
Down
UP
UP
Flap
10
10
Zero
Zero
Circling
Approach
GEAR DOWN
Diag. 2.17
2.
On Route 2, the pre landing checks are completed whilst on descent between 15DME and 10
DME from the FaF.

PA28 & PA44
INTENTIONALLY BLANK
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PA28 & PA44
Section:
Page:
Revision:
Date:
Section III
CHECKLISTS & EXPANDED EXPLANATIONS
For PA28 & PA44
This section provides all the checklist procedures for the
operation of the PA28 & PA44 aircraft by MFA.
For Further information, please refer to the Aircraft POH
III
3.1
0
Jan 14

PA28 & PA44
Section:
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Date:
III
3.2
0
Jan 14
CHECKLIST USAGE
1.
When starting each checklist module, the title is to be announced. When completing the
module, the title and then the term complete is to be added when complete.
For example:
Power Checks when about to start the power checks module.

Power Checks Complete when the module is complete.
2.
The challenge and response of the checklist shall be carried out as follows: say out loud the
first item as a challenge, and then give the response out loud while carrying out the action. Items in
Bold and /or HIGH CAPS are actioned and verbalised. Replies not in Bold are to only be actioned.
3.
Checks are not to be broken. If they are interrupted, then that particular module is to be started
from the beginning. When the response to a checklist item is annotated as required it is never a
verbal response to any checklist challenge. It is to be responded to by the actual action to the
challenge.
4.
Those emergency drills highlighted by a dark bold box in the emergency checklist are to be
memorised. The checklist is to be used when dealing with an emergency item which does not have a
dark bold box around it.
5.
All checks and drills in this section are for Single-Pilot operation. Multi Pilot procedures for
the PA44 Multi Pilot / CRM will be added at a later date.

PA28 & PA44
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PA28 / 161 - WARRIOR
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PRE-FLIGHT CHECKLIST PA28

PA28
MFA
PRE-FLIGHT
AIRCRAFT ACCEPTANCE CHECKLIST

1
2
3
4
5
6
Aircraft Status ..
Weather .............
Baggage ..
Mass & CofG .
Navigation Equipment ..
Performance & Range .....
Papers Checked Correct

Above Minima
Stowed
Within Limits
Planned / On Board
Computed & Safe
INTERNAL CHECKS
Around aircraft no fuel / oil spillage in the vicinity. Chocks & fire Extinguisher in
position. Area behind aircraft & taxi path clear & remove the pitot bootie.
1
Control Wheel .... Remove Restraints
2
Park Brake ... ON
3
Fire Extinguisher SECURE
4
Static System .. DRAIN
5
Fuel Selector .. . ON
6
Magnetos ..... OFF
7
Radio / Avionics Master . OFF
8
Non-Essential Electrics .. OFF
9
Fuel Pump ..... OFF
10 Mixtures ... ICO
11 Throttles .. CLOSED
12 Alternate Static Source .. NORMAL
13 Trims .. TAKE-OFF POSITION
14 Battery Master ... ON
15 Fuel Gauges .. Check Quantity
16 Annunciator Panel ... TEST
17 Start light .. TEST
18 Battery Master .... OFF
19 Engine Instruments .. Check
20 Flight Instruments .... Check
21 Flight Controls .. FULL & FREE
22 Engine Controls FULL & FREE
23 Wing Flaps . EXTEND 25

PA28 & PA44
PA28
MFA
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PRE-FLIGHT
EXTERNAL CHECKS
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
Flap, Aileron & Wingtip .. Check

Leading Edge & Wing Surfaces . Check
R. Fuel Tank Check Contents & Cap Secure
R. Main Gear . Oleo 4.5, No Leaks
R. Tire . Check
Fuel Strainer .. Sample
Windshield .. Clean
Engine & Cowling ... Check, Leaks & Oil Level & Secure
Primary Air Intake .. Check
Alternator Belt, Prop & Spinner ..Check for cracks and nicks.
Secondary Air Intake Check
Landing Light . Check
Nose Gear ... Oleo 3.5, No Leaks
Nose Tire & Tow Bar ... Check & Remove
Engine & Cowling .. Check, Leaks, Brake Fluid & Secure
L. Fuel Tank . Check Contents & Cap Secure
L. Tire . Check
L. Main Gear .. Oleo 4.5, No Leaks
Pitot Head & Stall Vane .. Check
Wingtip, Aileron & Flap.. Check
L. Fuselage & Windows ...........Check
Blower Intake ..... Check
Antennas .. Check
Stabilator & Trim Tab ... Check
Tail Tie Down . Check
R. Fuselage & Window ... Check
Baggage Door .. Secure & Locked
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NORMAL CHECKLIST PA28

PA28
MFA
PRE START CHECKS
1
2
3
4
5
6
7
8
9
10
11
External Checks ...COMPLETE

Door / Harness..SECURE
Pitot Bootie STOWED
Circuit Breakers IN
Non-Essentials .OFF
Alternate Static OFF
Park Brake ..ON
Carb Heat OFF
Engine Controls SET
Wing Flaps ..
ZERO
Fuel Selector ..LEAST/RT
Pre-Start Checks Complete
POWER CHECK
1
2
3
4
5
6
7
8
9
10
11
12
START UP CHECKS
1
2
3
4
5
6
7
Batt. Master ..ON

Fuel Pump .. ON
Primer ...LOCKED
Prop Area ....CLEAR
START S. LITE ON
Throttle .. 1000, Lite Off
Oil Pressure .. RISING
Start Up Checks Complete
AFTER START CHECKS
1
2
3
4
5
6
Fuel Pump ..OFF

Magnetos ....Check
Alt / Vac ...POSITIVE
Avionics Master.. ON
Radio/Nav Aids Set
Flight Instruments. ERECT / Set
1
2
3
4
5
ATIS / ATC Received

Chocks ...Wave Away
Brakes .Test
Rudder ..Test
Flight Instr..... Test
TAXI CHECK
NORMAL
Park Brake ...............ON

Throttle ....1000
Fuel Selector ..FULLEST/LT
T & Ps .. NORMAL
Throttle .2000 RPM
Carb Heat TEST & OFF
Ts & Ps GREEN
Ammeter / Vac .Check / 4.8-5.1
Annunciators ... TEST
Magnetos ... 175/50
Throttle ..................IDLE/ 1000
Visual Check .. SLF
Power Checks Complete
PRE-TAKE-OFF CHECKS
1 Trims ...TAKE-OFF
2 Flaps ...... As Required
3 Carb Heat . OFF
4 Throttle Friction .. SET
5 Mixture .... RICH
6 Ts & Ps ...NORMAL
7 Fuel Endur. .............
______Hr.
8
- Pump.. ON
9
- Selector ______ L/R
10
- Pressure .. GREEN
11
- Primer ...LOCKED
12 Flight Instruments . Check
13 Radio/Nav Aids .Check
14 Doors / Harness .SECURE
15 Flight Controls .. FULL & FREE
16
T/O & Depart Brief .Complete

Pre-Take-Off Check Complete
LINE UP CHECKS
1
2
Transponder ...MODE C
Lights .. ON
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PA28 & PA44
PA28
MFA
NORMAL
AFTER TAKE-OFF CHECKS

1
2
3
4
5
Brakes ..ON/OFF
Flaps ZERO
Lights ...............OFF
Fuel Pump.As Required
Annun Panel ...NO CAUTIONS
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AFTER LANDING
1
2
3
4
5
6
Throttle ....1000
Flaps ...............ZERO
Trims...TAKE-OFF
Throttle Friction .... Loosen
Transponder STBY
Lights ..OFF
1
2
3
4
5
6
7
8
9
10
11
12
13
14
Park Brake ............ ON

Throttle ..1000
Avionics Master OFF
Magnetos ....Check
Throttle ... CLOSE
Mixture ..ICO
Magnetos .OFF
Fuel selector ..OFF
Non-Essentials ...OFF
Batt / Alt ...OFF
Control Lock ...As Required
Park Brake ..............OFF
Seat Belt ...Secure
Pitot Bootie .ON
CRUISE CHECKS
1
2
3
4
5
C Compass .....SYNC
L Log ...Complete
A Annun. Panel.NO CAUTIONS
Altimetry ______ Mb.
R Radios Set
APPROACH CHECKS
1
2
3
4
5
6
7
8
9
B Brief ........ Complete

R Radio ..Set
I Instr. - Altimeter. _______Mb.
- DI ............
SYNC
E Engine NO CAUTIONS
- Mixture ...RICH
F Fuel - Endur..._______Hr.
- Pressure .Check
- Selector ..L/R TANK
1
2
3
4
5
6
7
8
9
10
11
12
13
B Brakes CHECK
U Undercarriage . DOWN
M Mixture .. RICH
F Fuel - Endur _______Hr.
- Pump ON
- Press . Check
Flaps .As Required
I Instr - Alt ..________Mb.
- L. Lites .. ON
- DI ..SYNC
- Annun .. NO CAUTIONS
S Security .Nothing Lose
H Harness ..SECURE
PRE-LANDING
SHUTDOWN CHECKS
Shutdown Checks Complete
EMERGENCY TXP CODES
7700
7600
7500
MAYDAY
RADIO FAILURE
HIJACK

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EXPANDED NORMAL PROCEDURES PA28

SPEEDS FOR SAFE OPERATION
Best Angle of Climb .. 63 KIAS
Best Rate of Climb ... 79 KIAS
Maneuvering 111 KIAS
Maximum Flap Operating Speed 40
103 KIAS
Never Exceed .. 160KIAS
Maximum Demonstrated Crosswind . 17 KIAS
The purpose of this section is to explain items on the checklist that may not be self-explanatory and to
provide back ground information to the operation of MFA aircraft.
When approaching the aircraft check for no fuel / oil spillage in the vicinity. Chocks & fire
extinguisher in position; area behind aircraft & taxi path are clear. Remove pitot cover.
AIRCRAFT ACCEPTANCE
The purpose of the aircraft acceptance checklist is to ensure the general airworthiness of the aircraft.
This checklist must be completed on the first flight of the day or at PiC changes. It may also be
conducted at any other time at the discretion of the PiC.
INTERNAL CHECKS
Item 1:
As the aircraft does not have a control lock for the primary controls, the seat belt is
used to restrain the controls. Remove the seat belt.
Item 4:
Push the two (2) small button on the left fuselage wall when in the left seat.
Item 8:
Turn off all non-essential electrical services / switches. If the aircraft has an avionics
master switch, then all radio switches can remain in their ON position. Aircraft
without an avionics switch are to have all radios switched off. Pilots are also check
that the altimeter is set to airfield elevation, the VOR OBS to 210 (will give a TO flag
when powered up) and the comm selector to Comm #2. Pilots are also to plug in their
headset.
Item 13:
Check for full travel of both the Pitch Trim and Rudder Trim and then set the TAKEOFF Position.
Item 15:
The fuel gauges are checked so as to make a comparison of the fuel quantity after the
Dip
Item 20:
Check all the flight instruments look normal and set the altimeter to airfield elevation
per the aerodrome reference point (ARP). Aircraft fitted with 2 altimeters then both
are to be set to airfield elevation.
Item 23:
Lean back into the aircraft to extend the flaps to 40, otherwise getting out of the
pilots seat maybe difficult
Note:
For night flying, pilots are to leave the Battery Master ON, while a quick run around of
all the external lights is made. Then it is switched OFF.
EXTERNAL CHECKS
Purpose of the external checks are to ensure that a systematic check of the aircraft exterior is made
looking for signs of damage, leaks and loose panels. Start on the starboard wing root.

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If there are any defects found, advise your instructor and / or a technician.
Item 1:
When checking the flap, check for slight movement and no obvious damage, checking
the Aileron, checking for free movement, wingtip, checking for no obvious damage.
Check the static wicks.
Item 2:
Look over the length of the wing checking that there are no ripples in the skin and no
dents in the wing leading edge.
Item 3:
When taking a fuel sample check for water, sediments and the colour. When fuel
quantity is less than full, use the dipstick to check contents and cross check with fuel
gauges. If water / sediment is found, continue sampling until fuel is clean. Pour
sample into the concrete of the tie down recess or the grass. DO NOT pour onto the
tarmac as it will dissolve the tarmac.
Item 4:
When checking the main gear, check that the oleo is at the correct extension, there is
no hydraulic fluid from either the oleo or brakes on the ground near the tyre. When
inspecting the tyre, check for correct inflation and that the tyre has no cuts, cracks or
creep. Remove the wheel chock.
Item 6:
Take a sample of fuel from the strainer. Ensure the fuel selector is ON; otherwise not
much fuel will come out.
Item 7:
Check that the windscreen is clean: i.e. clear of dust and dew. If not, then get a cloth
and clean in vertical strokes, NOT in circular motions or in horizontal.
Item 8:
Check the correct oil level and then securely fasten the dipstick and cap. (You do not
have to demonstrate you are Superman). Re-fasten the cowling.
Item 10:
Check the alternator belt for firm tension. Check the propeller blades by lightly
sweeping the length of the leading edge with you hand to check for damage. (Nicks &
cracks); Check the propeller spinner and engine nacelle for any damage, lose screws
or fasteners.
Item 12-13:
When checking the nose section, checking for any obvious damage to the nose shell.
Check that the landing light bulbs have not blown (blackening). For the nose gear;
checking for correct oleo inflation and the same gear checks as for the main gear
Item 15:
Same as for the right side but also check the brake fluid.
Item 16-19:
Same as the right side.
Item 20:
Check for free movement of the stall vane and remove the pitot bootie and check at all
the holes are no obstructed of blocked.
Item 22-24:
Check that the windows are clean and looking down the fuselage check for a smooth
unrippled skin with no missing rivets. Check the navigation radio aerials secure.
Item 25:
Check free movement of the stabilator and that the anti-servo tab moves in the correct
direction. Check the hinges and the static wicks.
Item 27:
Same as for the left side. (except the navigation aerials)
Item 28:
Check that the first aid and jungle survival kits are present and the baggage
compartment tie downs are secure. Check that the baggage door is locked when
finished.

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NORMAL PROCEDURES:
PRE-START:
Item 2:
For all single pilot sorties, the main door is to be closed and locked. For sorties with
more than one (1) pilot, the pilot in the right seat is to guard the door for ventilation
but it is to be secured before line up. The storm window may be left open but also
secured before line up. Shoulder harness is to be worn before taxi.
Item 3:
The pitot bootie is to be positioned in one of the side pockets with the flag visible to
both crew where applicable.
Note:
Item 5:
Note:
Item 8:
Note:
Students are to adjust their seat so their eye height is the same as their Instructors.
These are all electrical items not required to be ON for the start and this includes all
avionics and the cockpit cooling fan (if fitted). However, at night, cockpit lighting and
the navigation lights are essentials and are to be switched ON. For day flight, pilots
are to check the navigation and inside panel lights are OFF.
Aircraft fitted with an avionics master switch mean this is the master ON / OFF switch
for all the radios. For these aircraft, the individual radios dont need to be turned on
and off.
The mixture is checked for full and free movement and set to full rich. The throttle is
checked for full and free movement and set for the start position which will depend on
whether it is will be a cold or a hot start.
For a Cold Start: Set the throttle just cracked open and do not prime. During start,
DO NOT pump the throttle. However, if the engine does not start after three (3)
attempts you can then prime the engine using the primer with a maximum of three (3)
pumps. Ensure that during the priming action that you allow the primer pump to fill up
before pushing it in. If the engine still fails to start you have the option of securing the
engine and getting engineering assistance or continuing with the Flooded Start
procedure if you suspect a flooded Engine.
For a Hot Start: As per cold start, but fuel pump OFF.
For a Flooded Start: Position the throttle full open. Position the mixture in ICO. Turn
the fuel pump OFF. When the engine fires, retard the throttle and advance the
mixture.
Item 10:
Pilots are to use the term flaps ZERO when the flaps are up. This is to minimise
confusion with the flap handle being up when the flaps are at settings more than zero.
Item 11:
After the walk around, the fuel selector is to be set to the least tank. If both tanks are
the same, then the selector is to be set to the right tank. Pilots are to verbally call out
the actual tank selection.
START-UP:
Item 2:
Note:
Item 5-7:
When switching ON the fuel pump, the pilots eyes are to be on the fuel pressure
gauge to confirm that the fuel pressure is seen to rise into the green when the fuel
pump is actuated.
A Clear Prop call is not a call to attract the attention of the marshaller, it is to advise
all people in the vicinity of the aircraft that you are about to start the engine.
When starting, check that the starter light is illuminated. Once the engine starts, set
the throttle and check that the starter engage light is out. Check that the oil pressure
has risen has risen off the red line stop. If there is no oil pressure indication after start

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/ within 30 seconds or the starter light is illuminated, immediately shut down engine
using the standard shutdown technique.
Note:
If engine does not start within a few turns of the propeller, stop cranking and check
cause. Do Not keep cranking in the hope of the engine starting. Pilots are also not to
pump the throttle or progressively open the throttle as this can cause flooding.
Note:
For a cold engine, initially set 800-900 RPM and as the engine warms it will increase
to at 1000 RPM. For a hot engine, set 1000 RPM after start.
Warning:
On cool humid days (especially in the mornings) there is a possibility of carb icing
forming. In this instance the initial signs of carb icing forming is a slow decay of RPM
and your actions will usually be to reset the throttle to 1000 RPM. If you do this more
than twice, one can suspect the formation of carb ice. The remedy is to select carb
heat. When it becomes effective, the indication of ice removal from the induction
system will initially be an increase in the rough running and then an increase of RPM
to more than 1000 RPM when the ice has melted. When ice is removed, the carb
heat control can be selected off and the throttle repositioned for 1000 RPM. Pilots are
to continue monitoring the RPM
AFTER START:
Item 1:
When turning OFF the fuel pump, the pilots eyes are to be on the fuel pressure gauge
to confirm that the fuel pressure remains in the green.
Item 2:
When checking the magnetos, pilots do not need to call out the RPM drop. The
purpose of checking the magnetos is to ensure that there are no live or dead
magnetos.
Warning:
A Live magneto is indicated when the appropriate magneto is turned off and the
expected corresponding slight magneto drop does not occur. Alternatively, a dead
magneto is indicated when the above check is made and the engine stops.
Item 3:
After start, check that the load meter / ammeter is charging (a reading more than zero).
There is no requirement to test the ammeter, this will be done during the power
checks. Suction does not need to be at the correct limits, just positive.
Item 4-5:
Turn on the avionics and start tuning, identifying and testing (T.I.T.) the radios. For
aircraft without an avionics master switch, turn ON every individual radio and
continue T.I.T. Students are to verbally call out what each radio is tuned to.
After receiving the ATIS check that the altimeter is with the allowable limits of -75ft
to +50ft when set to QNH. If no QNH is available, then pilots are to set airfield
elevation. Do Not set the altimeter to Zero.
Comm. 1 primary frequency is Tower and the standby is set to Ground. Comm. 2
primary is set to Ground and the standby to ATIS. The radio transmitter selector will
be on #2. Push the listening button for #1; pull the squelch out to test and set volume.
Push the squelch back in. Then pull the squelch out for comm#2 to test and set the
volume, push back in when finished. Squelch can also be used on occasion to receive
a weak transmission.
Note:
The comm panel is divided up into a transmitter selector and listening buttons.
However, if the Auto button is selected then wherever the transmitter selector is set
then there will be audio for that comm radio. Otherwise, pilots are to ensure that the
appropriate listening button is pushed otherwise there will be no audio for the
comms. For the nav aids, pilots are to ensure that each radio navigation aid for the
planned sortie is to be identified.

PA28 & PA44
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To identify the #1 VOR, press the listening button (NAV 1) on the comm panel to
confirm the Morse code ident (In). When correctly identified, push the button off
(Out). To identify the #2 VOR, press the listening button (NAV 2) on the comm
panel to confirm the Morse code ident (In). When correctly identified, push the button
off (Out).
Note:
Ensure that the correct VOR frequency is in the primary position of both Nav 1 & 2
The standby frequency will be the ILS or the next anticipated VOR frequency if
leaving the local area.
As part of the operational test of the VORs, set both OBSs to the same radial with a
TO flag and confirm that any deviation between the two on the same radial is not more
than dot. Then, turn the #1 VOR OBS by 10 and confirm that the CDI / D-Bar
deviates by 10 (full scale deflection). Then rotate the OBS 180 to confirm that the
flag changes from a TO flag to a FROM flag. Then repeat for #2 VOR.
Note:
There is no requirement to centralise the deviation bar a second time after the flag
changes.
The DME is at a pre-set volume. Set the selector to Freq and check that the correct
frequency is set. If distance in nautical miles is indicated then the DME is functioning.
Use the Ident button to confirm station identification.
If there is no IDENT from the selected facility then the aid is either unserviceable and
is not to be used or you are out of range of a ground station.
The transponder is set to MFA code 5400 and momentarily set to test to check if the
light illuminates then set to standby (STBY) to allow an adequate warm up time.
Adjust communication radio volume to a comfortable level by pulling the volume
control (squelch control) out. (This can also be done for the intercom by adjusting the
squelch knob as well). On some aircraft the intercom is inclusive with the comm.
panel. The transmit selector should be on comm. 2 and the auto button pushed in.
Headset volumes are set to low.
Note:
Pilots are to note that with the intercom turned off, it is normal that a pilot cant hear
himself when he talks to himself. However, when the transmitter switch is pushed,
feedback should be heard.
To summarise the radio / nav set up for all MFA aircraft:

1.
Brief the FI on what frequencies are on the # 1 Comm and then the #2 Comm.
2.
Brief the FI on what frequencies are on the # 1 Nav and then the #2 Nav.
3.
Ident the Nav radios
4.
Test the Nav radios.
5.
Press the flip-flop on Comm #2 and get ATIS.
6.
Press the flip-flop again to go to Ground and make the initial radio call.
Item 6:
Note:
Check that the ASI is zero, the AI is erecting. The VSI is at zero. The DI is to be
synchronised with the compass and that the flag on the turn coordinator has
disappeared. Also monitor the annunciator panel to ensure no caution lights
illuminate. Ensure there are no other flags showing.
If the ALT light is illuminated on the annunciator panel, this is due to more electrical
charge being drawn from the battery than is being charged to the battery by the
alternator. This is normal at low power settings. However, when the power is
increased the light should go out. If the light does not go out with higher power
settings, then the emergency checklist is to be consulted.

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TAXI CHECK:
Item 2:
Close the throttle first (to draw the attention of the marshaller) and then make the
appropriate hand signal and then remove the park brake.
Item 3:
To test if the toe brakes are operative, allow the aircraft to start moving /increase
power. Then close the throttle and gently apply the toe brakes together to impede
further movement. When the brakes test ok, re-apply power and continue taxiing. The
verbal call out is Brake Check Ok There is no need to actually stop the aircraft.
Brakes are to be tested by both pilots in the front seats when dual and during mutual
Flight.
Note:
Item 5:
The brakes are seen to be operating correctly if the aircraft slows with no yaw.
Instrument checks are to be done together with the rudder check. Normally two
natural turns on the way to the holding point are to be completed to carry out
instrument checks. Navigation aid checks are not required prior to first solo but are to
be implemented by the first IF sortie.
POWER CHECK:
Ensure the propeller area in front and behind the aircraft are clear before increasing power. In addition,
when increasing power ensure the aircraft does not move forward. If the aircraft does move then close
the throttle and re-apply the park brakes. If the park brake does not hold the aircraft, then the aircraft is
unserviceable and is to returned to dispersal and an entry entered into the tech log and engineering
advised. Pilots are not to continue the sortie.
Item 3:
Switch ON the fuel pump and while looking at the fuel pressure and then change to
the fullest tank / left tank.
Item 6:
When checking the carburettor heat, you are checking that there is a slight decrease in
RPM as warm air goes into the induction system. If there no drop in RPM, either the
carburettor heat system is inoperative or the engine has not had enough time to warm
up.
Note:
Item 8:
Note:
For a cold engine, a count to 10 maybe required before the necessary RPM drop is
observed. For a hot engine, no count is necessary; the RPM will be seen to drop.
Check that the load meter / ammeter is operating correctly by momentarily putting on
an additional electrical load such as the landing light. When there is an increase in the
electrical load the check is complete and the switch is activated OFF.
Before checking the electrical system, position your finger over the switch to be
actuated and direct your eyes to the ammeter before actuating the switch. When the
check is complete, switch OFF the switch. If there is no increase in load either there
is an electrical system fault of the landing light bulb is inoperative. If a faulty bulb is
suspected, then try switching ON an alternative electrical system such as the pitot
heat.
Check that the vacuum is in the appropriate range.

Item 9:
Press to test the annunciator panel button to test the operation of the light bulbs.
Item 10:
Check to confirm the correct operation of the magnetos. The normal drop on each
magneto is 175 RPM and not more than 50RPM between each magneto. A drop in
RPM or rough running is mainly due to spark plug fouling. The cause of fouling is by
operating the engine at too low a power setting for extended periods. If the RPM drop
during the ignition is outside limits and you suspect plug fouling then with the ignition

PA28 & PA44
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on BOTH and power at 2000 RPM, slowly retard the mixture control until the engine
starts to run rough. Then advance the mixture a little until it again runs smooth. Wait
one (1) minute and then push the mixture back to full rich. Then check the ignition on
both magnetos again. If both magnetos are within limits then the clearing of the spark
plugs was successful and the flight may continue. If the problem persists, then reduce
power to 1000 RPM and return the aircraft back to the apron.
Note:
Item 11-12:
When checking the magnetos, pilots have to select both magnetos ON before
checking the other one to ensure that the reading drop is correct.
Close the throttle and call out the RPM where the engine idles and then reset to
1000RPM. Check no smoke, leaks or fire (SLF) and the fuel caps secure.
PRE-TAKE-OFF:
Item 2:
Where a normal take-off is to be made, the check is Flaps ZERO. If a Maximum

performance take-off is to be made then the check is Flaps 25. At no time is the
reply As Required. Additionally there is no need to use the term "degrees"
Item 4:
Is pulled up to restrict movement of the throttle. Pilots are to ensure that even with the
friction lock engaged that engine RPM is monitored so the desired power is
maintained. (Throttles have been known to close by themselves due to engine
vibration).
Note:
To make throttle movement easier, the throttle friction lock can be loosened to make
it easier the move the throttle and then tightened.
Item 6:
Students are to ensure that either the engine oil temperature is within the green range
or at the bottom of the green arc prior to take-off. This is to ensure that the engine is at
or near to its correct operating range prior to take-off.
Item 9:
Pilots are to check that the fullest tank has been selected and verbally call out which
tank the selector is on.
Item 12:
The DI is synchronised with the compass. The AI aeroplane is set to the horizon. The
TC is checked to ensure the no power flag (red flag) has disappeared and everything
else is looking normal (no other flags).
Item 13:
The student is to call out verbally which frequencies are set and on which radios.
Normally Comm. 1 is set to Tower and the STBY to Ground. Comm. 2 is ground and
STBY to ATIS.
Item 14:
The main door is closed and locked. The storm window is also to be closed at this
time. A final check of the shoulder harness is made for all front seat persons and rear
seat where fitted.
Item 15:
From the neutral position: Turn the control wheel full left and then pull full back.
Turn the control wheel full right. Relax the control wheel to full forward and then turn
the control wheel back to the neutral position. Ensure that the control movement is
smooth and nothing is hindering movement.
Item 16:
Pilots are to brief the actions for their take-off and immediate departure and the
actions to be made in the event of an emergency.

PA28 & PA44
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LINE UP:
Item 1& 2:
When the line-up clearance has been received, pilots are to set the transponder to
ALT, switch ON the anti-collision lights taxi/landing lights and recognition lights (if
fitted) before crossing the holding point. As pilots cross the holding point, pilots are to
check the windsock, approach path, runway and departure path.
Note:
The Transponder is switched to ALT (Mode C). For local flight the code of 5400
remains. Unless ATC has given an alternative code. If the code is to be changed,
then pilots are to select STBY and then change the code. With the code set, the
selector can be turned to mode C (ALT).
When lined up on the runway, 1000RPM is to be set. When the departure instructions and take-off
clearance have been read back, then 2000RPM can be set to put a moderate load on the engine. If
there are any problems, then they will make themselves known. Check the DI and compass are
synchronised and the annunciator panel is clear.
Sample Callout: D.I. & Compass Sync, No Cautions
Note:
Pilots are encouraged to monitor the engine Ts & Ps on a frequent basis during flight.
AFTER TAKE-OFF:
Item 1:
Once safely airborne and with a positive Rate of Climb (VSI, ALT), check brakes ON
/ OFF (to practice when the pilot is flying an aircraft with a retractable undercarriage)
Item 2:
On reaching 200 ft. AGL, with VX or more and a positive ROC, flaps are retracted in
stages if they were extended.
Note:
Pilots are to ensure that all 3 of the above considerations are met (200ft AGL,
positive ROC & VX) before selecting flaps from flap 10 to ZERO.
Item 3:
Passing 500ft, the landing / taxi lights are switched OFF.
Item 4:
If remaining in the circuit and the local training area, the fuel pump is to remain ON.
If departing on a navigation sortie, then on achieving 1000ft, the fuel pump is
switched OFF. Pilots are to verbalise the actual fuel pump switch position.
CRUISE:
The purpose of the cruise checks is to check and confirm that all systems are set up the way you want
them to be.
Item 1:
Check the DI is still synchronised with the compass and if on a navigation exercise,
check the compass correction card for any adjustment to heading.
Item 2:
If on a navigation sortie, calculate fuel remaining and ETA for next turning point is
complete. If not required then the call is Log Not Required.
Item 3-4:
Check that the annunciator panel remains Dark, but use the phraseology NO
CAUTIONS and that the correct QNH has been set either for zone or area.
Sample Verbal Callout: Maintaining 3000ft on Zone / Area 1007
Pilots are also to monitor their time on each tank and change tanks when appropriate.

PA28 & PA44
Note:
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Jan 14
For all single engine operations, the mixture remains RICH. Pilots are also
encouraged to scan the engine temperatures & pressures gauges.
Item 5:
Note:
Section:
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Date:
Student to call out communication frequencies set and on which radios

Pilots are encouraged to check the engine Ts & Ps often during flight. If any anomaly
is seen then the appropriate emergency checklist is to be consulted.
APPROACH:
Item 1:
Students are to brief how they are going to either enter the circuit to land or when
doing instrument training, how they are going to join for the instrument approach.
Item 2:
The student is to call out which frequencies are set and on which radios. Normally
Comm. 1 is set to Tower and STBY to Ground. Comm 2. is set to Ground, and STBY
to ATIS.
Item 9:
Pilots are to call out what tank they are on.
PRE-LANDING:
Item 1:
Pilots are to check for brake pressure.
Item 2:
For the advanced training and their later career pilots are to get in to the habit of
calling out that the Undercarriage / Gear is down.
Item 4:
Pilots are to always be aware of their remaining endurance and to verbalise this in
hours and approximate minutes.
Item 5-6:
When turning on the fuel pump also turn on the landing lights.
Item 11:
Check the annunciator panel and if dark then verbalise No Cautions If there is a new
problem as indicated by an illuminated light then consult the emergency checklist.
AFTER LANDING:
When clear of the active runway (past the holding point) students are to stop the aircraft to carry out
the after landing checks.
Item 1:
Pilots are to check not only that the throttle is set to 1000 RPM but also that the carb
heat has been selected OFF. Pilots are to avoid ground operations with the carb heat
on as the air is unfiltered.
Item 5-6:
The transponder is selected to STBY and the landing light / taxi lights / wing and fin
strobes are switched OFF.
Note:
For night operations, the Navigation lights are to remain ON. The Taxi Light is to
remain ON until entering MFA apron.
SHUTDOWN:
Item 4:
This is an integrated / two in one check looking for a dead or live magneto. There is
no need to turn the ignition off for this check. Pilots are to briefly select one magneto
and then the other for enough time to ensure the check is completed correctly.
a.
For a dead magneto check, ensure the engine does not stop on each magneto
selection.

PA28 & PA44
b.
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For a live magneto, ensure a slight drop is visible on the RPM gauge and there
is an audible change in engine sound when the magnetos are switched off in
turn. If there is a suspected problem, inform the engineering personal before
they go near the propeller.
Item 9:
For night flying the Navigation lights and instrument lights will be switched OFF.
The cool air blower is also included in the non-essentials too.
Item 13:
The seat belt is fitted to the control yoke to prevent damage to the unguarded primary
controls in windy conditions.
Note:
During flight, although there is no checklist item to specifically look at the engine
temperatures and pressures, pilots are encouraged to scan these gauges when time
permits.
Section:
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PA28 & PA44
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EMERGENCY CHECKLIST PA28

PA28
MFA
EMERGENCY
EFATO DRILL
1
2
3
4
5
6
7
Fuel Selector ... OFF

Magnetos .. OFF
Mixture ICO
Radio .... MAYDAY
Batt /Alt OFF
Side Door .UNLOCK
Harness SECURE
ENGINE ROUGHNESS
1
2
3
4
5
6
7
TROUBLE CHECKS
1
2
3
4
5
6
7
8
9
Fuel - Selector CHANGE

- Pump .. ON
- Pressure. CHECK
- Primer LOCKED
- Mixture .. RICH
Carb Heat ...ON
Magnetos . L / R Both
Ts&Ps .GREEN
Throttle .. Partial Power
Carb Heat ON
If Roughness continues for > 1 min
Carb Heat OFF

Mixture .Adjust
Fuel Pump ...ON
Fuel Selector CHANGE
Ts & Ps
Check
Magnetos .. L / R Both
If operation is smooth on either one

Continue on that magneto & mixture RICH &
Land as soon as Possible
LOW FUEL PRESSURE
1
2
Fuel Pump ON
Fuel Selector . CHANGE
FIRE IN FLIGHT
Source of Fire Identify
Electrical Fire (Smoke in Cabin)
ALTERNATOR FAILURE
ALT - Annunciator Light
2
3
Ammeter..Check
If Ammeter Shows ZERO
ALT ..OFF
Reduce Electrical Load to Essentials
3
4
ALT Circ Breaker.. Check & Reset

ALT ..ON
ALTOFF
If Power NOT Restored
Batt ..OFF
Vents .... OPEN
Cabin Heat.. OFF
Land as soon as Practical
Engine Fire
1
Fuel Selector ....OFF
2
Throttle ..CLOSED
3
Mixture . ICO
4
Fuel Pump .. OFF
5
Heater/Defroster OFF
Land as soon as Practical

ENGINE FIRE ON START
ELECTRICAL OVERLOAD
Electrical Load 20amps Above Normal
1
2
ALT ..ON
Batt. ...OFF
If Alternator loads are Reduced

Electrical Load to a Minimum & Land as
soon as Practical
If Alternator Loads not Reduced
3 ALT ..OFF
4 Batt . As Required
1 Starter. Crank
2
3
4
5
Mixture ICO
Throttle.. FULL OPEN
Fuel Pump.. OFF
Fuel Selector. OFF
VACATE AIRCRAFT

PA28 & PA44
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EXPANDED EMERGENCY PROCEDURES PA28

SPEEDS FOR SAFE OPERATION:
Best Glide Speed ... 75 KIAS
Short Final Glide Speed . 65 KIAS
ANNUNCIATOR PANEL:
This most commonly refers to a group or array of warning or advisory indicators in an aircraft cockpit.
These indicators announce to the pilots any of a number of issues of importance regarding the
aircraft's systems or flight progress. In the PA28 aircraft the warning indicators are colour coded in
rank of urgency.
Red lights - Warning - indicate a critical condition and require immediate action.
Amber lights - Caution - require timely corrective action.
Blue lights Advisory.
Green lights - Satisfactory - indicate a satisfactory or ON condition.
Any failure of the engine driven Vacuum Pump, Alternator or a loss of Oil Pressure (indicating a
precursor to engine failure) will be indicated on the Annunciator Panel by an illumination of the
appropriate light. Pilots are to verbally call out using the term Caution followed by the appropriate
failure. Eg. Caution, Alternator
Subsequently, the appropriate action using the emergency checklist is to me started.
ENGINE FAILURE AFTER TAKE-OFF (EFATO):
Immediate actions using the primary controls is to promptly pitch the nose to the glide attitude and
choose a suitable landing area and plan the approach. Thereafter the pilot is to continue with
emergency drills so as to minimize the risk of fire in the immediate aftermath of the landing.
Item 6:
The main cabin door provides structural strength to the fuselage; however during a
bad landing the fuselage could bend and pinch the door preventing the door from
opening. So the side latch is disengaged.
Pilots are to remember that the EFATO drill and subsequent Trouble Checks are memory drills. Pilots
are not to waste precious time consulting the checklist of what to do.
TROUBLE CHECKS:
These checks are to find the source of why the engine failed. The most common reason is fuel
starvation or sometimes an unlocked primer. Completing these checks will determine the cause as
either the pilots fault or an engine fault. However, as the pilot is in training, these checks are mostly
just touch checks.
Trouble checks are only to be made when the aircraft is more than 1000ft AGL. Aircraft below 1000
AGL are to continue with the EFATO drill.
Note:
A sudden and total loss of power is very rare. An engine will give various signs of an
impending failure. Monitoring the engine Ts & Ps will give an indication of an impending
failure.

PA28 & PA44
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3.20
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Jan 14
ALTERNATOR FAILURE:
Loss of an alternator is indicated on the annunciator panel with the ALT light illuminating. Then the
pilots should direct his eyes to the load meter / ammeter to confirm that there is no load being drawn
from the electrical system, thereafter to continue with the emergency checklist.
Note:
Pilots should be aware that due to an alternator failure, there is no danger of the engine
stopping when the battery goes flat. However, all other aircraft electrical services will
fail.
However, if the problem cannot resolved, the amount of available electrical power for the radios will
be decreasing as the sole source of electrical power is the aircraft battery. Advise ATC of the problem
and your actions.
Note:
Before resetting a tripped circuit breaker, pilots should wait 2-5 minutes to let it cool
down first.
Note:
Illumination of the low-voltage light / ammeter discharge may occur at low RPM on the
ground. This is normal, and an increase of RPM the light will go out.
ELECTRICAL OVERLOAD:
This is indicated by a larger than normal charge rate on the ammeter. Normally this occurs just after a
long start when the battery has been depleted. Continued normal use and the load will come down to
normal within 30 min. However if the load is 20 amps above normal and is not coming down then
continue with the checklist for an electrical overload.
Note:
If the alternator is switched off due to an electrical malfunction, the battery is the only
source of electrical power and should be conserved by turning off all unnecessary
electrical equipment. With maximum load, the battery can give 20 minutes of power.
ENGINE ROUGHNESS:
The main cause of engine roughness is usually due to the onset of fuel starvation. Alternatively some
carburetor icing could be occurring. First actions are to select the carb heat ON. This will allow warm
air into the induction system and melt the ice and simultaneously enrichen the mixture. However, if
after a minute there is not change to the engine roughness then carb heat is to be selected off and the
other items of the checklist are to be carried out.
Note:
If the cause is carb icing then there will be a slight drop in RPM and a decrease in
indicated airspeed and possibly altitude.
A secondary cause of engine roughness could be due to a primer not being properly locked.
Indications of this are rough running whenever the power is reduced and then the engine runs
smoothly when the power is increased to full.
LOW FUEL PRESSURE:
This problem will not be shown on the annunciator panel. There could also be some engine roughness.
The most probable cause is imminent engine failure due to fuel starvation from one fuel tank.
Immediate actions are to select electric fuel pump ON and change the selector to the other tank.
Alternatively, the low fuel pressure could be due to imminent failure of the engine driven fuel pump.
In this case switching ON the electric fuel pump and leaving it ON for the duration of the sortie is
advised.

PA28 & PA44
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Jan 14
FIRE IN FLIGHT:
First actions on either sighting fire or smelling burning is to identify the course of the fire. Its either
an engine fire or an electrical fire and the immediate actions are different.
ENGINE FIRE ON START:
The most probable cause of an engine fire on the ground is due to over priming. In this case, the
ground marshaller will be very agitated, paint on the cowling could be bubbling and there could be a
smell of burning. Continue with the checklist from memory.
Note:
Any indication of fire (smell of burning) is to be entered on the Tech Log and a report
sent to DCA via the Safety Officer within 24 hours.
OPEN DOOR IN FLIGHT:

The only reason a door will open in flight is because it was not secured properly during the pre-takeoff checks. If the door pops open just after take-off continue climbing as normal. Advise ATC that you
are continuing in the circuit to land due a technical problem.
If the door pops open in flight, there will be minimal adverse control issues aside from the increased
air noise. However, attempting to close the door will be unsuccessful because you will not have the
leverage to firmly close the door. And in the process of trying you will be trying to compress the air
inside the cabin. In this case the storm window is to be opened and the aircraft slowed to 89KIAS. The
door can then be closed.
For further information on any of these procedures, please refer to the aircraft POH.

PA28 & PA44
Section:
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PA44 / 180 - SEMINOLE
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Jan 14

PA28 & PA44
Section:
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Jan 14
PRE-FLIGHT CHECKLIST PA44

PA44
MFA
PRE-FLIGHT
AIRCRAFT ACCEPTANCE CHECKLIST

1
2
3
4
5
6
Aircraft Status ...

Weather ....
Baggage ..
Mass & CofG ...
Navigation Equipment ..
Performance & Range .
Papers Checked Correct

Above Minima
Stowed
Within Limits
Planned / On Board
Computed & Safe
INTERNAL CHECKS
Around aircraft no fuel / oil spillage in the vicinity. Chocks & fire Extinguisher in
position. Area behind aircraft & taxi path clear & remove the pitot bootie.
1
Control Wheel ...... Remove Restraints
2
Park Brake ............ ON
3
Static System .... DRAIN
4
Alternate Static Source ... NORMAL
5
Magnetos .... OFF
6
Fuel Pump Switches .. OFF
7
Gear Selector ..... DOWN
8
Throttles ... CLOSED
9
Mixtures .... ICO
10 Cowl Flaps .. OPEN
11 Trims .... TAKE-OFF POSITION
12 Fuel Selectors . ON
13 Flight Controls . FULL & FREE
14 Avionics Master OFF
15 Electrical Switches ........... OFF
16 Battery Master ... ON
17 Fuel Gauges ....... Check Quantity
18 Annunciator Panel .. TEST
19 Start Engage Light TEST
20 Landing Gear Lights ... 3 GREEN
21 Battery Master ..... OFF
22 Emergency Exit .... CHECK
23 Wing Flaps .. EXTEND 40

PA28 & PA44
PA44
MFA
EXTERNAL CHECKS
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
Fuel Drains .. Drained & Checked

Flap, Aileron & Wingtip .. Check
Fuel Tank .. Contents & Cap Secure
R. Main Gear ..... Oleo 2.6 & No Leaks
R. Tire .. Check
R. Engine Nacelle, Prop & Spinner. Check
R. Oil Level &Cap .Check & Secure
R. Cowl Flap.... Open & Secure
Windshield .. Clean
Nose Section . Check
Battery Vents ... Clear
Heater Intake . Clear
Nose Gear ... Oleo 2.7 & No Leaks
Nose Tire & Tow Bar . Check & Remove
L. Cowl Flap.... Open & Secure
L. Oil Level &Cap . Check & Secure
L. Engine Nacelle, Prop & Spinner.. Check
L. Tire . Check
L. Main Gear .. Oleo 2.6 & No Leaks
Stall Vanes .............. Check
Pitot Head . Check
Wingtip, Aileron & Flap... Check
L. Fuselage .. Check
Emergency Exit Check
Antennas .. Check
Fresh Air Inlet Check
Stabilator & Anti Servo Tab .. Check
Rudder & Trim Tab ... Check
R. Fuselage ... Check
Baggage Door Secure & Locked
Section:
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3.24
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Jan 14
PRE-FLIGHT
Section:
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Date:

PA28 & PA44
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3.25
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Jan 14
NORMAL CHECKLIST PA44

PA44
MFA
NORMAL CHECKS
PRE START CHECKS

1
2
3
4
5
6
7
8
9
10
11
12
External Checks .. COMPLETE

Door / Harness.... SECURE
Pitot Bootie ...STOWED
Circuit Breakers...
IN
Non Essentials ..OFF
Alternate Static .. OFF
Park Brake ..ON
Carb Heat OFF
Engine Controls ...SET
Cowl Flaps .. OPEN
Wing Flaps ..ZERO
Fuel Selectors ON
Pre-Start Checks Complete
START UP CHECKS
1
2
3
4
5
6
7
8
Batt. / Alt ... ON

Fuel Pump ..ON
Prime . As Required
Magnetos ...ON
Prop Area ...CLEAR
STARTER (10sec) ... S. Lite ON
Throttle 1000 Lite OFF
Oil Pressure (30sec) RISING
Repeat Items 2-8 for opposite Engine
Start Up Checks Complete
AFTER START CHECKS

1
2
3
4
5
6
7
Fuel Pumps .OFF

Magnetos ...Check
Ammeter . POSITIVE
Avionics ON
X/Feed .. 30 seconds
Radio Nav. Aids .. Set
Flight Instruments .Check
After Start Check Complete
POWER CHECK
Park Brake ..
ON
Throttles ..
1000
Cowl Flaps
OPEN
Fuel Selectors ..ON
Items 5-7 Not required if <8hr btwn Flts
5 Throttles 1500 .
Feather Check
6 Throttles 2000...........
Props x3
7 Prop Gov...
Check
8 Throttles...................
2000 RPM
9 Carb Heat ...
TEST & OFF
10 Ts & Ps
GREEN
11 Ammeters...
Check
12 Annun. Panel ..TEST
13 Magnetos ..175/50
14 Throttles ....IDLE / 1000
15 Visual Check ..
SLF /CAPS
1
2
3
4
Power Checks Complete

PRE-TAKE OFF CHECKS
1
2
3
4
5
6
7
8
9
10
11
12
Fuel Selectors ON
Trims .. TAKE-OFF
Wing Flaps .. As Required
Mixtures / Props FULL FWRD
Throttle Friction SET
T & Ps NORMAL
Fuel Pumps . ON
Flight Instruments..
Check
Radio Nav. Aids .. Check
Door / Harness..SECURE
Flight Controls ..FULL & FREE
TO & Depart Brief....Complete
Pre-take-off Checks Complete
LINE UP CHECKS
1
2
TXP /Lights ..GRD / ON

Pitot Heat. As Required
TAXI CHECK
1
2
Brakes & Rudder Test

Flight Instruments .Test
Section:
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Date:

PA28 & PA44
PA44
MFA
NORMAL CHECKS
AFTER TAKE OFF CHECKS

1
2
3
4
5
6
Brakes .. ON/OFF
Gear UP
Wing Flaps ..ZERO
Lights ..OFF
Fuel Pumps ... As Required
Annun Panel .... NO CAUTIONS
CRUISE CHECKS
1
2
3
4
5
C H.S.I SLAVED
L Log . Complete
A Annun Panel ... NO CAUTIONS
Altimetry _______ Mb.
R Radios ..Set
APPROACH CHECKS
1
2
3
4
5
6
7
8
B
R
I
E
Brief .... Complete

Radios . As Required
Instru - Altimeter._______Mb.
Engine ... NO CAUTIONS
- Mixture ... RICH
F Fuel - Endur ... ________Hr.
- Pressure.. Check
- Selectors.. ON
III
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Jan 14
FINALS CHECKS
1
2
Mixture / Props .. FULL FWRD

Gear 3 GREEN (M)
AFTER LANDING CHECKS
1
2
3
4
Transponder . GRD
Lights / Pumps . OFF
Wing Flaps .....ZERO
Cowl Flaps ..... OPEN
After Landing Checks Complete
SHUTDOWN CHECKS
1
2
3
4
5
6
7
8
9
10
11
12
13
Park Brake .. ON
Throttles .. 1000 RPM
Avionics Master .. OFF
Magnetos ... Check
Throttles ...CLOSE
Mixtures .. ICO
Magnetos ... OFF
Non-Essentials ..OFF
Batt. / Alt ....OFF
Park Brake .. OFF
Fuel Selectors ...OFF
Seat Belt ..... Secure
Pitot Bootie. ON
PRE-LANDING CHECKS
1
2
3
4
5
6
7
8
9
10
11
12
13
14
B
U
M
F
Brakes . CHECK
Undercarriage 3 GREEN (M)
Mixture .. RICH
Fuel - Endur . ________Hr.
- Pumps ... ON
- Selectors .. Check
Wing Flaps . As Required
Cowl Flaps OPEN
I Instru - Alt.. ________Mb.
- L .Lite ON
- H.S.I . SLAVED
- Annun .....NO CAUTIONS
S Security ......Nothing Lose
H Harness ... SECURE
EMERGENCY TXP CODES
7700
7600
7500
MAYDAY
RADIO FAILURE
HIJACK

PA28 & PA44
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Jan 14
EXPANDED NORMAL PROCEDURES PA44

Maximum Gear Operating Speed .. 140 KIAS
Maximum Flap Operating Speed 111KIAS
Maximum Gear Retraction Speed . 109 KIAS
Maneuvering 135 KIAS
Never Exceed .. 202 KIAS
Maximum Demonstrated Crosswind . 17 KIAS
When approaching the aircraft check for no fuel / oil spillage in the vicinity. Chocks & fire
extinguisher in position; Area behind aircraft & taxi path are clear. Remove pitot bootie.
AIRCRAFT ACCEPTANCE:
The purpose of the Aircraft Acceptance checklist is to ensure the general airworthiness of the aircraft.
This checklist must be completed on the first flight of the day or at Pilot in Command changes. It may
also be conducted at any other time at the discretion of the Pilot in Command.
Note:
By this stage of a students training, some items on the checklist are self-explanatory
or they are something that has become second nature to the average MFA student.
INTERNAL CHECKS:
Item 1:
As the aircraft does not have a control lock for the primary controls, the seat belt is
used to restrain the controls. Remove the seat belt.
Item 3:
Push the two (2) small buttons on the left fuselage wall when in the left seat.
Item 7:
The aircraft has a squat switch on the main gear. If the gear selector is in the UP
position and the Battery Master is switched on, a horn will sound indicating that the
gear selector is in the wrong position. Please ensure that the Gear Selector is DOWN
prior to switching ON the Battery.
Item 11:
Check for full travel of both the Pitch Trim and Rudder Trim and then set the TAKEOFF Position.
Item 21:
After turning OFF the BATT Master, the standby AI battery will continue powering
the standby AI. This will be indicated with a flashing Green light on the AI. Pilots are
to push the STBY button to switch it OFF. Otherwise the internal battery will
continue to power the standby AI until its flat. In an airborne total electrical failure
situation, all attitude information is supplied by the standby AI. DONT push the
flashing button to turn it off. Available time until the standby AI battery goes flat is
approximately 1 hour.
Item 15:
Turn off all non-essential electrical services / switches (night lighting, blower fan).
Pilots are also check that the altimeter is set to airfield elevation, the VOR OBS to 210
(will give a TO flag when powered up) and the comm selector to Comm #2. Pilots are
also to plug in their headset. Pilots are also to set the standby altimeter to airfield
elevation.
Item 22:
Check the emergency exit is secure. DO NOT test if the emergency exit opens.
Item 23:
Get out of the pilots seat, and then extend the flaps to 40, otherwise getting out of the
pilots seat maybe difficult.

PA28 & PA44
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3.28
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Jan 14
For night flying, pilots are to leave the Battery Master ON, while a quick run around of
all the external lights is made. Then it is switched OFF. Check the STBY AI Battery
switch OFF.
EXTERNAL CHECKS:
Purpose of the external checks are to ensure that a systematic check of the aircraft exterior is made
looking for signs of damage, leaks and loose panels. Start on the starboard wing root.
If there are any defects found, advise you instructor and / or a technician.
Item 1:
For first flight of the day and after each refuelling, take a sample of fuel and check for
water, sediments and the colour. When fuel quantity is less than full, use the dipstick
to check contents and cross check with fuel gauges. If water / sediment is found,
continue sampling until fuel is clean. Pour sample fuel either onto the concrete or the
grass.
Item 2:
Same as the PA28, but also check that the static wicks are ok.
Item 5&6:
When checking the main gear, check that the oleo is at the correct extension, there is
no hydraulic fluid from either the oleo or brakes on the ground near the tyre. When
inspecting the tyre, check for correct inflation and that the tyre has no cuts, cracks or
creep. Remove the wheel chock.
Item 7:
Check the propeller blades by lightly sweeping the length of the leading edge with
you hand to check for damage (Nicks & cracks); Check the propeller spinner and
engine nacelle for any damage, lose screws or fasteners.
Item 11-15:
When checking the nose section, checking for any obvious damage to the nose shell.
Check that the landing light bulbs have not blown. For the nose gear; checking for
correct oleo inflation and the same gear checks as for the main gear.
Note:
The Seminole is equipped with two electric stall detectors located on the left wing.
The inboard detector provides stall warning at flaps 25 or 40 and the outboard at
flaps 0 or 10. The purpose of the two tabs is to provide adequate stall warning at
varied angles of attack. The electric stall tabs are deactivated on the ground through
the use of the squat switch on the left main landing gear

PA28 & PA44
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NORMAL PROCEDURES:
PRE-START:
Item 2:
Note:
For all flights the main entry door may be left unsecured for fresh air provided the
Instructor, secures it prior to take-off. The storm window is may also be left open
provided it is closed and secured prior to take-off. Shoulder harness is to be secured
prior to take-off.
Students are to adjust their seat so their eye height is the same as their Instructors.
Item 5:
These are all electrical items not required to be ON for the start. However, at night,
cockpit lighting and the nav are essentials and are to be switched ON; the cockpit
cooling fan is included in the non-essentials.
Item 9:
The mixture is checked for full and free movement. And then set to full rich. The
propeller controls are checked for full and free movement and then set full forward.
The throttles are checked for full and free movement and then set for the appropriate
start (Cold OPEN or Hot Start OPEN).
Item 10:
The Cowl Flaps have three (3) positions. Press the small lock with the thumb to
disengage the lock and set full open.
Item 12:
Fuel is ON when the selectors are full forward. On CROSS-FEED when full aft. Fuel
is OFF in the interim / middle position.
START-UP:
Item 2 & 3:
Note:
Item 6-8:
Note:
When switching ON the fuel pump, check that the pressure rises. For a cold start;
prime by pressing the prime button for a count of 5sec. For a hot start, priming is not
required. However, if priming is not required, then pilots are to verbalise Not
Required for that item.
A Clear Prop call is not a call to attract the attention of the marshaller, it is to advise
all people in the vicinity of the aircraft that you are about to start the engine.
When starting, check that the starter light is illuminated. Once the engine starts, set the
throttle and check that the starter engage light is out. Check that the oil pressure has
risen has risen off the red line stop. (This is a memory item and the checklist does not
have to be consulted to specifically check this) If there is no oil pressure indication
after start / within 30 seconds or the starter light is illuminated, immediately shut
down engine using the standard shutdown technique.
Starter manufacturer recommends starter cranking periods be limited to 10 seconds
with a 20 second rest period between cranking attempts. Maximum of 6 start periods
allowed. If a start is not achieved on sixth attempt allow starter to cool for 30 minutes
before attempting additional starts. Do not engage the starter immediately after
releasing it. This practice may damage the starter mechanism.
Pilots are also not to pump the throttle or progressively open the throttle as this can
cause flooding.
Note:
For a cold engine, initially set 800-900 RPM and as the engine warms it will increase
to at 1000 RPM. For a hot engine, set 1000 RPM after start.

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AFTER START:
Item 1:
When turning OFF the fuel pump, the pilots eyes are to be on the fuel pressure gauge
to confirm that the fuel pressure remains in the green.
Item 4:
The avionics are turned ON after the magnetos so as to prevent damage just after start
and during the magneto check due to arcing. Set up as usual.
Item 5:
Check the operation of the cross-feed system by setting the left fuel selector to crossfeed for a minimum of 30 seconds. There after put the selector to ON and check the
right selector to cross-feed for another 30 seconds.
Note:
Item 7:
Note:
If the Red Low voltage light is illuminated on the Annunciator Panel this is for the
same reason as in the PA28.
Check for all normal instrument indications on the primary flight display (PFD).
Check that the standby AI is erecting and the flag is hidden. Check the standby
altimeter is with the allowable limits of -75ft to +50ft when set to QNH. The H.S.I.
will be synchronising with the compass and there are no failure flags or Red Xs. If no
QNH is available, then pilots are to set airfield elevation. Do Not set the altimeter to
Zero.
When checking the functionality of the VOR, ensure that the VOR/LOC mode has
been set. Do not try and check VOR #1 and #2 in GPS mode.
POWER CHECK:
1.
If it has been less than 8 hours since the last flight then there is no requirement to carry out the
feather check, prop exercise check or prop governor check.
2.
Ensure the propeller area in front and behind the aircraft are clear before increasing power. In
addition, when increasing power ensure the aircraft does not move forward. If the aircraft does move
then close the throttle and re-apply the park brakes. If the park break does not hold the aircraft, then
the aircraft is unserviceable and is to returned to dispersal and an entry entered into the tech log and
engineering advised.
Item 5:
To check if the propeller can be feathered, pull the propeller lever right the way back
into father. As soon as the RPM starts to drop this indicates that the feather check is
ok and the propeller lever can be promptly pushed forward again. Repeat with the
other propeller. If either prop does not want to go to feather. The aircraft is
unserviceable and is to be returned to engineering. Maximum RPM drop is 500RPM.
Item 6:
To check the operation of the propeller pitch changing mechanism both propeller
levers are retarded until the RPM starts to drop and are then promptly pushed forward
again. Maximum RPM drop is 300RPM and are cycled 3 times.
Item 7-8:
When Item 6 is complete, pilots can move right into Item 7. There is no need to refer
to the checklist first. After returning the propeller controls to the full forward position,
retard both propeller levers to 1800RPM and then advance the throttles by 3. The
RPM will initially increase and then return to 1800RPM. This indicates correct
functioning of the propeller governor. If the RPM does not return to 1800RPM there
is a problem with the propeller governor and the aircraft is not to be flown until
checked by engineering. The throttle are then set to the initial position before starting
this check and the prop levers are then returned to the full forward position.
Item 10:
When checking the operation of the carb heat (alternate air), the pilots eyes are on the
RPM checking for a small drop to confirm operation.

PA28 & PA44
Item 11:
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The alternator output should be approximately equal for both alternators. To test the
load sharing circuit, switch ON an electrical service (Landing Light) and then after the
test switch OFF.
Note:
When checking the magnetos, if there is more than 175 RPM drop on either engine
and plug fowling is suspected then at 2000 RPM the mixture progressively leaned to
peak RPM. After approx. 10 seconds, the mixture is returned to full rich and the
magneto check is made again. If the problem persists, the aircraft is to be returned to
engineering.
Note:
When checking the magnetos, pilots are to allow the RPM to return to 2000 before
checking the other one to ensure that the reading drop is correct.
Item 15:
Students are to check for no SLF for both engines and check that the fuel and oil caps
are secure.
PRE-TAKE-OFF:
Item 3:
For both the normal and performance take-off, the flaps are ZERO.
Item 7:
Pilots are to be looking at the fuel pressure gauges when switching the fuel pumps
ON.
Item 9:
Pilots are to verbally call out what the radios have been set to.
LINE UP:
Note:
The wing tip recognition lights (if fitted) are to remain ON for the sortie as they are
particularly useful for ATC to spot the aircraft when on finals. Both the wing strobes
and recognition lights may be switched OFF when entering cloud at night when IFR
and switched back on again when exiting.
Note:
The Transponder remains in GRD mode as it will automatically switch to ALT (Mode
C) using the squat switch.
Note:
The pitot heat is located with the lights and is to be turned ON for all IFR sorties. All
VFR sorties it is to remain OFF. Pilots are to verbalise the pitot heat as being ON or
OFF.
Note:
Having received line up clearance, pilots are to check the approach path, windsock,
runway.
When lined up on the runway, 1000RPM is to be set. When the departure instructions and take-off
clearance have been read back, then 2000RPM can be set to put a moderate load on the engine. If
there are any problems, then they will make themselves known. Check the H.S.I. and compass are
synchronised and the annunciator panel is clear.
Sample Callout: H.S.I Slaved, No Cautions
Note:
Pilots are encouraged to monitor the engine Ts & Ps on a frequent basis during flight.

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AFTER TAKE-OFF:
Item 1&2:
Note:
Item 3:
Once safely airborne and with a positive ROC (VSI, ALT) and Vsse achieved, check
brakes ON / OFF and select the gear selector UP.
It is normal for the gear unsafe light to illuminate when either retracting or extending
the gear. No caution call out is required.
On reaching 200ft. AGL, with a minimum of VX , and a positive ROC, check the flaps
are ZERO.
Note:
Passing 500ft AGL, pilots are to set the cruise climb attitude, cruise climb power and
switch OFF the landing lights. When on departing on a SID to join an Airway, passing
1000ft, the fuel pumps are to be switched OFF and the cowl flaps are closed. Pilots
are to verbalise the fuel pump switch position.
Note:
When on Airways and in level flight, set cruise power, retard each mixture until there
is a slight roughness and then push forward until the engine again run smoothly.
Then enrichen again and / or set the mixture to be 100 the rich side of peak EGT.
TOP OF DESCENT:
These checks are only applicable when returning from an airways sortie and are applied at 500ft below
cruise altitude
1.
2.
Zone QNH . _______Mb.

Mixtures RICH
PRE-LANDING:
Item 1&2:
Select the gear down, and then complete the drill of checking for brake pressure. Then
check there are 3 green lights and check the nose wheel is in the nacelle mirror. (M)
Sample Verbal Callout: 3 Greens, Mirror
Note:
Item 4:
Note:
Item 8:
The undercarriage can also be identified as the Gear
Pilots are to always be aware of their remaining endurance and to verbalise this in
hours and minutes.
Flap can only be extended when 111kts has been achieved. This is done after gear
extension as this will slow the aircraft enough.
If the cowl flaps have been closed at any time during the sortie they are to remain
closed. Pilots are to note that with the cowl flaps closed, 10-15kts of additional speed
will be achieved and the power setting for approach will be 2 less than normal.
AFTER LANDING:
When clear of the active runway (past the holding point) students may continue taxiing, provided
aircraft control is maintained whilst doing these checks. If in doubt, stop to complete the after landing
checks. Pilots are reminded that to conform to an ergonomic flow, the sequence of the after landing
checks may reordered.
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EMERGENCY CHECKLIST PA44

PA44
MFA
EMERGENCY CHECKS
ENGINE FAILURE DRILL

1
2
3
4
5
6
7
8
CONTROL - KEEP STRAIGHT a. Speed . >82

b. Power ... MAX
c. Gear UP
d. Flap ..ZERO
Identify . Touch Throttle
Verify . Close Throttle
Prop .FEATHER
Visual Check ..SLF
AIRSTART
1
2
3
4
5
6
7
8
9
TROUBLE CHECKS
1
2
3
4
Mixture .... As Required

Fuel Selectors .ON
Magnetos Check
Fuel Pump. ON
If Power Not Restored - OFF
1
2
3
4
5
6
7
8
9
10
11
12
13
LOW FUEL PRESSURE

1
2
3
Throttle (Inop)..CLOSED
Prop (Inop)..FEATHER
Mixture (Inop)ICO
Fuel Pump (Inop) OFF
Alternator (Inop)... OFF
Magnetos (Inop)..OFF
Fuel Pump (Inop)..OFF
Electrical Load .... REDUCE
Power - (Op) ..As Required
Cowl Flap (Inop)...CLOSED
- (Op) .As Required
Fuel Selector (Inop)OFF
- (Op) ..As Required
2
3
4
5
Day / Night Switch .DAY

Gear Light Bulbs .Exchange
Gear CB (25 amp) .IN
Batt. ALT .. ON
Gear Selector . RECYCLE
MANUAL GEAR EXTENSION
2
3
4
Gear CB (25 amp) .PULL OUT

Airspeed .<100 KIAS
Gear Selector ..DOWN
Emerg Gear Extn ..PULL
Indicator Lights 3 GREEN
GEAR UP LANDING
1
1 Fuel Selector (Op).. X/FEED
2 Fuel Selector (Inop)...OFF
3 Fuel Pumps . OFF
Throttle
RETARD
Fuel Pump ON
Throttle . .<75%
GEAR UNSAFE
Before Using Emergency Extension Check
FEATHER DRILL
X / FEED - ENTER
Fuel Selector (Inop) .. ON

Magnetos (Inop) ON
Fuel Pump (Inop) ..ON
Mixture (Inop) FULL RICH
Throttle (Inop) . OPEN
Prop (Inop) FULL FWD
Throttle .. Warm Up
Alternator ... ON
Fuel Pump .OFF
2
3
4
5
Approach ..FLAPLESS
Flaps.... ZERO
Throttles .. CLOSED
Batt. / Alt . OFF
Fuel Selectors .OFF
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PA28 & PA44
PA44
MFA
PROPELLER OVERSPEED
Throttle .. Retard
Prop Decrease
Airspeed .... Reduce
Throttle <2700 RPM
1
2
3
4
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EMERGENCY CHECKS
ENGINE FIRE - GROUND
If engine not started
1
2
3
Mixture ... ICO

Throttle ...FULL OPEN
Starter .... CRANK
After start: Continue to draw fire into eng
ALTERNATOR FAILURE
1 Ammeters .... Check

2 Electrical Load.. Reduce to Min
3 Alternator.. OFF
5
6
Fuel Selectors .... OFF

Mixtures . ICO
Battery Master .. OFF
VACATE AIRCRAFT
4 ALT CB... Check & Reset

5 Alternator ON
If Power not Restored DO NOT Repeat
6
7
Alternator .. OFF
Electrical Load. 60 amps (max)
If Both Alternators ZERO
8
9
10
11
12
13
14
Electrical Load.. Reduce to Min

Alternators. Both OFF
ALT CB......... Check / Reset
Alternator Check . OFF the ON
Alternator (op) ..ON
Alternator (inop)..OFF
Electrical Load. 60 amps max
If Power cannot be restored
ELECTRICAL FIRE - AIR

1
2
3
4
If smoke continues - Locate Source

& extinguish if possible
If Fire Continues - Emergency Descent
If Smoke Clears
5
6
7
ELECTRICAL OVERLOAD
30 amps above Normal Load
3
4
5
6
Alternator Load Should Decrease

3
Battery Master.. ON
Battery Master.. OFF
Alternators providing all electrical power
EMERGENCY DESCENT
1
OPEN DOOR
Airspeed .. <85 KIAS

Cabin Vents .CLOSED
Storm Window .OPEN
4 Unlatched Door SECURE
1
2
3
Fuel Selector .. OFF

Throttle CLOSE
Prop FEATHER
Mixture ...ICO
Heater/Defroster .... OFF
Check Fire . Out/Persists
Fire Out:
Continue with Feather Drill
Fire Continues: Emergency Descent
If Alternator Load does not Decrease

4
Battery Master . OFF

ENGINE FIRE - AIR
Electrical Load.. Reduce

Battery Master.. OFF
All Electrics ... OFF

Battery Master ON
Wait 1 min, if smoke re-occur
15 Alternators OFF
16 Battery Master. ON
1
2
Battery Master ......OFF

Cabin Vents .. OPEN
Storm Window ...OPEN
Cabin Heat..CLOSED
2
3
4
5
Throttles ... CLOSED

Props ....F. FWD
Gear 3 GREEN
Cowl Flaps CLOSED
Speed ..... 135 KIAS

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EXPANDED EMERGENCY PROCEDURES

One Engine Inoperative Air minimum Control ............... 56 KIAS
One Engine inoperative Best Rate of Climb .. 88 KIAs
One Engine Inoperative Best Angle of Climb ........ 82KIAS
ANNUNCIATOR PANEL:
This most commonly refers to a group or array of warning or advisory indicators in an aircraft cockpit.
These indicators announce to the pilots any of a number of issues of importance regarding the
aircraft's systems or flight progress. In the PA44 aircraft the warning indicators are colour coded in
rank of urgency.
Red lights - Warning - indicate a critical condition and require immediate action.
Amber lights - Caution - require timely corrective action.
Blue lights - Advisory.
Green lights - Satisfactory - indicate a satisfactory or ON condition.
Pilots are to be aware that there is only 1 annunciator light for both alternators and 1 light for an oil
pressure problem for both engines.
The illumination of the Alternator light or Oil Pressure (indicating a precursor to engine failure) will
be indicated on the Annunciator Panel by an illumination of the appropriate light. Pilots are to verbally
call out using the term Caution followed by the appropriate failure. E.g. Caution, Alternator
Subsequently, the appropriate action using the emergency checklist is to be started.
Note:
Pilots are to be aware that the gear warning horn may be silenced by pushing the
silence button near the annunciator panel.
ENGINE FAILURE DRILL:

Using the controls keep control of the aircraft by using opposite rudder to counter the sudden increase
of yaw towards the failed engine. Use the ailerons to keep the wings level. Use pitch to select a new
attitude to maintain level flight.
Item 5:
During the engine failure drill, this particular check only involves putting your finger
on the throttle of the engine you think has failed.
Item 6:
After identifying the throttle of the engine that has failed, the verification is made by
slowly closing the throttle. If there is no change in a present asymmetric forces being
experienced or the engine noise goes quiet, then the correct engine has been identified.
FEATHER DRILL:
This drill is applied when the decision is made to feather the propeller of the failed engine. Pilots are
to pre-fix each control to be moved with the word of the side that has failed.
CROSS FEEDING:
In normal practice, each fuel tank feeds the engine on the same side. In the condition of an engine-out
situation, the live engine is using the fuel from its side and simultaneously is supporting all the rest
of the aircraft as well. To balance the aircraft and make control easier for the long term the PA44 is
equipped with a system to enable the fuel from the dead side to be used by the live engine. To

PA28 & PA44
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commence cross-feeding, move the selector of the live engine backwards through the OFF position
to X-Feed.
AIR START:
The PA44 is fitted with unfeathering accumulators. During the restart drill as soon as the propeller
control is moved full forward the propeller blades will rotate to the low pitch position and provided the
check list had been followed then engine will windmill and start. The throttle is to be retarded to allow
the engine to warm up.
Note:
Students are to be aware that during practice asymmetric exercises, the failed engine
is the responsibility of the Instructor.
LOW FUEL PRESSURE:

In the event of low fuel pressure for whatever reason the maximum power that can be set is 75%. The
electric fuel pump remains ON for the remainder of the sortie.
GEAR UNSAFE & MANUAL EXTENSION:
The gear is held in the up position by hydraulic pressure. During the transition between extended and
retracted a Red gear unsafe light will illuminate. If the Red gear unsafe light remains on for an
extended period of time the pilot is to recycle the gear. Additionally at low throttle settings the Red
light will illuminate along with a horn sounding to warn the pilot that the gear is not locked and down.
The horn will sound and a Red light shines when flap 25 & flap 40 are extended and the gear is not
down and locked.
Caution:
If the gear in transit warning remains on annunciator remains ON, the standard caution
call is to be made before referring to the emergency checklist if required.
Using the emergency gear extension will remove the hydraulic pressure holding up the gear and the
gear should free fall to the extended position. To assist the locking of the gear down, the pilot can
roll the aircraft if required. Once the emergency gear extension knob has been pulled, it is to remain in
the pulled position until engineering has had a chance to inspect the aircraft. DO NOT PUSH THE
EMERGENCY EXTENSION KNOB BACK IN.
GEAR UP EMERGENCY LANDING:
An approach should be made with power at a normal airspeed with the flaps ZERO. The flaps are left
at ZERO up to reduce wing and flap damage. Close the throttles just before touchdown. Turn OFF the
master and ignition switches and move the fuel selector valve controls to OFF. Contact to the surface
should be made at a minimum airspeed.
PROPELLER OVER SPEED:
This occurs due to failure in the propeller pitch changing mechanism or governor. Actions to regain
control of the propeller are to close the throttle and move the propeller control to full decrease RPM
but NOT into Feather. Airspeed is to be reduced to ensure that the RPM remains below 2700.
Note:
Sluggish RPM control and propeller overspeed with poor RPM recovery after rapid
throttle application are indications that nitrogen pressure in the propeller dome is low.
OPEN DOOR:
Same reasons as per the PA28 but airspeed now limited to less than 82 KIAS.

PA28 & PA44
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ENGINE FIRE AIR:

General indications of an engine fire in the air are: smell of burning / smoke in the cabin especially if
you have the cabin heat on. A visual indication is bubbling of the paint on the top of the engine
cowling and / or smoke coming from the engine bay.
If a fire occurs in-flight the most probable cause is some failure in the fuel delivery system to the
engine.
In both cases of either an engine fire during the start or while the engine is operating after completing
the drill, ensure the park brake is off and vacate the aircraft.
For training purposes only, the cowl flaps are to be closed when practicing the Emergency Descent.
ELECTRICAL FIRE:
The single most important action here is to remove the source of the fire, i.e. remove the heat /
resistance source. By immediately turning the Battery Master Switch OFF will achieve this unless the
fire is well established. After using the fire extinguisher (Halon gas) ensure the window is open to
ventilate the cabin.
Note:
Before turning OFF the battery master at night, ensure you have your torch in hand
first.
Warning:
Halon gas replaces oxygen gas and smoothers the fire. It can smoother the pilot as
well.
Note:
Any indication of fire (smell of burning) is to be entered on the Tech Log and a report
sent to DCA via the Safety Officer within 24 hours.
EMERGENCY EXIT:
The emergency exit is the pilots left side window. Use this when emergency exit becomes necessary
on the ground and the main entry door is unavailable due to fire, etc. The emergency exit release
handle is located beneath the thermoplastic cover on the vertical post between the first and second left
side windows. To exit the aircraft, remove the thermoplastic cover, pull the release handle forward and
then push the window out. The window then will fall free from the fuselage.
ENGINE ROUGHNESS:
Normally will be caused by carb icing and is fixed by applying carb heat. However if after 1 minute
the roughness is still apparent, select the carb heat OFF and adjust the mixture control until the engine
again runs smooth. Additionally, pilots are to check the fuel pressure gauge and if the fuel pressure
appears lower than normal, switch ON the fuel pump. A glance at the magnetos and a check of
operation may also be required. If operation is satisfactory on either magneto, continue on that
magneto at reduced power and full RICH mixture to first airport.
ENGINE OVERHEAT:
Cowl Flaps .
Mixture .
Power .
Airspeed ..
OPEN
FULL RICH
REDUCE
INCREASE

PA28 & PA44
INTENTIONALLY BLANK
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PA28 & PA44
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Section IV
SUPPLEMENTS
This section is divided into a number of Parts.
Part 1 is to provide Engine-Out Aerodynamics for the
PA44 - 180 Seminole.
Part 2 is to provide a basic introduction for MFA aircraft
equipped with the Garmin 500.
Part 3 is to provide information on Pans Ops.
IV
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PA28 & PA44
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SUPPLEMENTS
To maximise the effectiveness of your flight program, this section contains a condensed overview of
multi-engine aerodynamics, G500 and Pans Ops. You must have a complete knowledge of all
information contained in this supplement prior to the start of your program. This information will
assist you with your training and flight check procedures.
It is critical that you memorise the following:
Emergency Engine Failure Checklists & Actions
Pitch Attitudes & V-Speeds.
The information in this supplement is highly condensed and serves as a good quick reference. But it
must not be used as a substitute for the aircraft POH required for safe operation of the airplane.
CONTENTS
Part
I
II
Topic
Page
Engine-Out Aerodynamics
Aerodynamic Effects of an Engine Failure
Engine Inoperative Climb Performance
Airspeeds for Max SE Performance .
Sideslip Versus Zero Sideslip ..
Single-Engine Service Ceiling
Single-Engine Absolute Ceiling .
Climb Performance Factors ...
VMC ..
Drift Down
4.3
4.3
4.4
4.4
4.5
4.5
4.5
4.6
4.7
G500
G500 Differences
4.8
G500 Components . 4.9
G500 PFD Functions . 4.9
G500 Failure & Partial Panel Approaches .. 4.10
Attitude and Heading Reference System (AHRS) Failure .. 4.10
PDF Failure . 4.10
Electrical Failure 4.11
Air Data Computer (ADC)Failure .. 4.11
III
Pans Ops
ICAO Rules 4.12
Air craft Categories . 4.12
Approach Segments 4.12
Approach Segments Speed Limits 4.13
Circling Approach 4.13
Maximum Speed on an Instrument Departure . 4.14
PART I

PA28 & PA44
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ENGINE-OUT AERODYNAMICS
Aerodynamic Effects of an Engine Failure
When an engine failure occurs in a multi-engine aircraft, asymmetric thrust and drag cause the
following effects on the aircrafts axes of rotation:
Pitch Down (Lateral Axis)
Loss of accelerated slipstream over the horizontal stabiliser causes it to produce less negative lift,
causing the aircraft to pitch down. To compensate for the pitch down effect, additional back pressure
is required.
Note:
The Seminole has a lesser pitch-down effect than most light twins because the T-tail
configuration removes the horizontal stabilator from the accelerated slipstream.
Roll Toward the Failed Engine (Longitudinal Axis)

The wing produces less lift on the side of the
failed engine due to the loss of accelerated
slipstream. Reduced lift causes a roll toward
the failed engine and requires additional
aileron deflection into the operating engine.
Yaw Toward the Dead Engine (Vertical Axis)
Loss of thrust and increased drag from the
wind milling propeller cause the aircraft to
yaw toward the failed engine. This requires
additional rudder pressure on the side of the
operating engine. Dead foot, dead engine.
Engine Inoperative Climb Performance

Climb performance depends on the excess power needed to overcome drag. When a multi-engine
airplane loses an engine, the airplane loses 50% of its available power. This power loss results in a loss
of approximately 80-90% of the aircrafts excess power and climb performance. Drag is a major factor
relative to the amount of excess power available. An increase in drag (such as the loss of one engine)
must be offset by additional power. This additional power is now taken from the excess power,
making it unavailable to aid the aircraft in climb. When an engine is lost, maximise thrust (full power)
and minimize drag (flaps and gear up, prop feathered, etc.) in order to achieve optimum single-engine
climb performance.
Approximate Drag Factors per the Piper Seminole POH
a.
Gear Down / Flap UP.................................... -250 FPM
b.
Gear Down / Flap 25.................................... -450 FPM
c.
Gear Down / Flap 40.................................... -525 FPM
d.
Gear & Flap UP (prop windmilling) -200FPM
Note:
MFAs Experience indicates more than -200FPM drag from the wind milling prop
Airspeeds for Max Single-Engine Performance


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VXSE - The airspeed for the steepest angle of climb on single-engine.

VYSE - The airspeed for the best rate of climb on single-engine. (Or for the slowest loss of altitude on
drift-down.) Blue line is the marking on the airspeed indicator corresponding to VYSE at max weight.
SIDESLIP VERSUS ZERO SIDESLIP
During flight with one engine inoperative, proper pilot technique is required to maximise aircraft
performance. An important technique is to establish a Zero Sideslip Condition.
Sideslip Condition (Undesirable)
When an engine failure occurs, thrust from the operating engine yaws the aircraft. To maintain aircraft
heading with the wings level, rudder must be applied toward the operating engine. This rudder force
results in the sideslip condition by moving the nose of the aircraft in a direction resulting in the
misalignment of the fuselage and the relative wind. This condition usually allows the pilot to maintain
aircraft heading; however, it produces a high drag condition that significantly reduces aircraft
performance.
Relative Airflow
Failed
Engine
Sideslip Condition
Ball Centred & Wings Level
Zero Sideslip Condition (Best Performance)
The solution to maintaining aircraft heading and reducing drag to improve performance is the Zero
Sideslip Condition. When the aircraft is banked into the operating engine (usually 2-5), the bank
angle creates a horizontal component of lift. The horizontal lift component aids in counteracting the
turning moment of the operating engine, minimizing the rudder deflection required to align the
longitudinal axis of the aircraft to the relative wind. In addition to banking into the operating engine,
the appropriate amount of rudder required is indicated by the inclinometer ball being split towards
the operating engine side. The Zero Sideslip Condition aligns the fuselage with the relative wind to
minimize drag and must be flown for optimum aircraft performance.
Horizontal
Component of
Lift
Failed
Engine
Zero Sideslip Condition

2-5 Bank towards the Operating Engine
Note:
For MFA operations, sideslip condition (wing wings level) is acceptable at the initial
stages of training. However, to maximise climb performance, the zero slide-slip condition
(5AoB) is recommended during all climbs.
SINGLE-ENGINE SERVICE CEILING


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Single-engine service ceiling is the maximum density altitude at which the single-engine best rate of
climb airspeed (VYSE) will produce a 50 FPM rate of climb with the critical engine inoperative.
SINGLE-ENGINE ABSOLUTE CEILING
Single-engine absolute ceiling is the maximum density altitude that an aircraft can attain or maintain
with the critical engine inoperative. VYSE and VXSE are equal at this altitude. The aircraft drifts down
to this altitude when an engine fails.
CLIMB PERFORMANCE FOUR FACTORS
* Airspeed: Too little or too much will decrease climb performance.
* Drag:
Gear, Flaps, Cowl Flaps, Flight Control Deflection, Prop, and Sideslip.
* Power:
Amount available in excess of that needed for level flight. (Engines may
require leaning due to altitude for max engine performance.)
* Weight:
Passengers, baggage, and fuel load greatly affect climb performance.
Critical Engine
The critical engine is the engine that, when it fails, most adversely affects the performance and
handling qualities of the airplane.
Note:
The Seminole is equipped with a counter-rotating propeller on the right engine. The
failure of either engine has the same effects on performance. This is why the Seminole
does not have a critical engine.
On most multi-engine aircraft, both propellers rotate clockwise as viewed from the cockpit. By
understanding the following factors when flying an aircraft that has both propellers rotating clockwise,
it will be apparent that a left-engine failure makes the aircraft more difficult to fly than a right-engine
failure. The clockwise rotation of the props contributes to the following factors that cause the left
engine to be critical: Factors affecting control P-Factor, Accelerated Slipstream, Spiralling
Slipstream & Torque.
P-Factor (Yaw)
Both propellers turn clockwise as viewed from the
cockpit. At low airspeeds and high angles of attack, the
descending blade produces more thrust than the
ascending blade due to its increased angle of attack.
Though both propellers produce the same overall
thrust, the descending blade on the right engine has a
longer arm from the CG (or greater leverage) than the
descending blade on the left engine. The left engine
produces the thrust closest to centre line. The yaw
produced by the loss of the left engine will be greater
than the yaw produced by the loss of the right engine,
making the left engine critical.
Accelerated Slipstream (Roll and Pitch)
P-Factor causes more thrust to be produced on the right side of the propeller. This yields a centre of
lift that is closer to the aircraft's longitudinal axis on the left engine and further from the longitudinal
axis on the right engine and also results in less negative lift on the tail. Because of this, the roll
produced by the loss of the left engine will be greater than the roll produced by the loss of the right
engine, making the left engine critical.

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Spiralling Slipstream (Yaw)

A spiralling slipstream from the left engine hits the
vertical stabiliser from the left, helping to counteract
the yaw produced by the loss of the right engine.
However, with a left engine failure, slipstream from
the right engine does not counteract the yaw toward the
dead engine because it spirals away from the tail,
making the left engine critical.
Torque (Roll)
For every action, there is an equal and opposite
reaction. Since the propellers rotate clockwise, the
aircraft will tend to roll counter clockwise. When the
right engine is lost, the aircraft will roll to the right.
The right rolling tendency, however, is reduced by the
torque created by the left engine. When the left engine
is lost, the aircraft will roll to the left, and the torque
produced by the right engine will add to the left
Summary
rolling tendency requiring more aileron input, which
increases drag, making the left engine critical.
Summary:
On most light multi-engine aircraft when the critical engine is inoperative, both directional control and
performance suffer more than when the non-critical engine is inoperative.
VMC
VMC is the minimum airspeed at which directional control can be maintained with the critical engine
inoperative. VMC speed is marked on the airspeed indicator by a red radial line. Aircraft manufacturers
determine VMC speed based on conditions set by the FAA:
a.
b.
c.
d.
e.
e.
Most Unfavourable Weight and Centre of Gravity

Standard Day Conditions at Sea Level (Max Engine Power)
Maximum Power on the Operating Engine (Max Yaw)
Critical Engine Prop Wind milling (Max Drag)
Flaps Take-off Position, Landing Gear Up, Trimmed for Take-off (Least Stability)
Up to 5 of Bank into the Operating Engine
Any change to the above conditions changes VMC speed, possibly significantly. The following
summarises how VMC may be affected by the above conditions:
1.
Most Unfavourable Weight and Centre of Gravity
The certification test allows up to 5 bank into the operating engine. In a given bank, the heavier the
aircraft, the greater the horizontal component of lift that adds to the rudder force. As weight increases,
the horizontal component of lift increases, which added to the rudder, decreases VMC. As the centre of
gravity moves forward, the moment arm between the rudder and the CG is lengthened, increasing the
leverage of the rudder. This increased leverage increases the rudders effectiveness and results in a
lower VMC speed.
2.
Standard Day Sea Level
Standard conditions yield high air density that allows the engine to develop maximum power. An
increase in altitude or temperature (a decrease in air density) will result in reduced engine performance
and prop efficiency. This decreases the adverse yaw effect. VMC speed decreases as altitude increases.
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3.
Maximum Power on the Operating Engine
When the operating engine develops maximum power, adverse yaw is increased toward the
inoperative engine. The pilot must overcome this yaw to maintain directional control. Any condition
that increases power on the operating engine will increase VMC speed. Any condition that decreases
power on the operating engine (such as power reduction by the pilot, an increase in altitude,
temperature, low density, or aging engine) will decrease VMC.
4.
Critical Engine Prop Wind milling
When the propeller is in a low pitch position (unfeathered), it presents a large area of resistance to the
relative wind. This resistance causes the engine to windmill. The wind milling creates a large
amount of drag and results in a yawing moment into the dead engine. When the propeller is
feathered, the blades are in a high pitch position, which aligns them with the relative wind,
minimizing drag. A feathered prop will decrease drag and lower VMC.
5.
Flaps Take-off Position, Landing Gear Up, Trimmed for Take-off
When the gear is extended, the gear and gear doors have a keel effect, reducing the yawing tendency
and decreasing the VMC speed. Extended flaps have a stabilising effect that may reduce VMC speed.
6.
Up to 5 Bank into the Operating Engine
When the wings are level, only the rudder is used to stop the yaw produced by the operating engine
(sideslip condition). Banking into the operating engine creates a horizontal component of lift which
aids the rudder force. With this horizontal component of lift and full rudder deflection, V MC is at the
lowest speed. VMC increases with decreasing bank by a factor of approximately 3 knots per degree of
bank angle.
Note:
At VMC, the rudder pedal force required to maintain control must not exceed 150 pounds
and it must not be necessary to reduce power of the operative engine(s). During the
manoeuvre, the airplane must not assume any dangerous attitude and it must be
possible to prevent a heading change of more than 20.
Piper determined VMC for the Seminole at 1,500' MSL with a weight of 2,730 lbs. and 5
bank into the operating engine. The test results were then computed to sea level
conditions.
DRIFT DOWN:
1.
Drift down is a condition where after the failure of an engine the aircraft is unable to maintain
altitude. Associated Conditions: Flaps 0, Operating Engine Cowl Flap Open, Inoperative Engine
Cowl Flap Closed, Landing Gear Up, Mixture Full Rich, Inoperative Engine Prop Feathered, Full
Throttle, 2700 RPM, 88 KIAS/Blueline. (To achieve maximum single-engine performance, the
operating engine mixture should be leaned as required).
Altitude
(Ft MSL)
8000
7000
6000
5000
4000
Temperature
( Celsius)
14
16
18
20
22
Rate of Climb
(FPM)
-120
-80
-40
0
50
Distance at 88KIAS
(1.5nm/min)
8000 to 7000: 13nm
7000 to 6000: 19nm
6000 to 5000: 37nm
Single Engine Absolute Ceiling
Single Engine Service Ceiling
All figures are approximate.

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PART II
GARMIN 500
Primary Flight
Display
(PFD)
Multi-Function
Display
(MFD)
G500 DIFFERENCES
This part is a small introduction to the G500 and to point out differences between the G500 and
previous display systems that a pilot is used to.
a.
b.
c.
d.
e.
f.
g.
h.
G500 powers on with the battery master, not the avionics master.
No vacuum driven instruments, vacuum pumps, or suction gauge. Instruments are
electrically powered.
An electric standby attitude indicator is powered and charged by the electrical system
during normal operations. During an electrical failure, the standby attitude indicator
will continue operating from its internal dedicated battery for 60 seconds while a
blinking LED prompts you to press the "STBY PWR" button to continue operation
until its battery is depleted. Battery life is not specified by the manufacturer.
During normal shutdown, do not press the "SBY PWR" button. That would activate
emergency operation and deplete the internal battery. After the shutdown checklist,
the standby attitude indicator should be blinking or flagged. Push the button to stop.
G500 equipped Seminoles do not have a conventional turn coordinator. A slip-skid
indicator is located at the top of the attitude indicator. Step on the brick instead of
the ball. Use the reference lines and the magenta line that appears above the heading
indicator to identify a standard rate or half-standard rate turn.
Outside air temperature (OAT) displays on PFD under the airspeed tape. There is no
OAT probe or analogue gauge between the windows.
Ground track can be identified on the heading indicator by a small magenta diamond
near the lubber line (only visible when ground track is different than heading).
The digital altitude and airspeed readouts are very sensitive and can cause some pilots
to continuously make corrections for insignificant deviations. Do not overcorrect for
deviations of a few feet. Crosscheck digital and analogue standby instruments to avoid
the tendency to overcorrect.

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G500 COMPONENTS
The G500 is comprised of 6 main components:
Primary Flight Display (PFD, left) and Multi-Function Display (MFD, right)
Attitude Heading Reference System (AHRS)
Air Data Computer (ADC)
Magnetometer
Temperature Probe
Dual Garmin GNS 430 GPS
The PFD (left) shows primary flight information in place of traditional pitot-static and gyroscopic
instruments and also provides an HSI for navigation. ATP procedures call for configuring the MFD
(right) to display traffic information service (TIS).
The Attitude Heading Reference System (AHRS) contains tilt sensors, accelerometers, and rate
sensors to provide attitude and heading information on the PFD.
The Air Data Computer (ADC) compiles information from the pitot-static system and an outside air
temperature sensor to provide pressure altitude, airspeed, vertical speed, and outside air temperature
on the PFD.
The magnetometer senses the earth's magnetic field and sends data to the AHRS for processing to
determine magnetic heading. The temperature probe provides outside air temperature (OAT) data to
the ADC.
The dual Garmin GNS 430 GPSs provide input to the AHRS and PFD/MFD.
Caution:
The GNS 430 and G500 units each have their own databases. Navigation, terrain and
map information on the G500 Multi-Function Display (MFD) may not be current and is
not to be used for navigation. Use the G500 MFD for traffic information
G500 PFD FUNCTIONS

Set Heading Bug - HDG
Push PFD knob to set heading bug to current heading
Set Course - CRS
When in VLOC Mode
Set Altitude Bug & Alerter - ALT
Set V/S Bug - V/S
Do Not Use
Altimeter Setting - BARO
1.
2.
3.
4.
5.
To set the Heading Bug, push HDG, then twist the knob.
To set the Track (VOR/LOC), push CRS then twist the knob.
To set the Altitude Bug, push ALT, then twist the knob.
To set the QNH, push BARO, the twist the knob.
V/S mode is for when an auto-pilot & Flight Director is installed. DO NOT USE.
After selecting the mode, they system will default back to HDG mode.
Note:
CDI / D-Bar needle indicates source: Green for VLOC / Magenta for GPS
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G500 FAILURES & PARTIAL-PANEL APPROACHES

For partial panel training and check rides, the two most common training scenarios are simulated
AHRS failure and PFD failures.
FAILURE CONDITION
AHRS Failure
PFD Failure
Electrical Failure
ADC Failure
Caution:
SIMULATED BY
Cover Attitude
Indicator (ADI)
Dim PFD/MFD
screens
No simulated failure
available
No simulated failure
available
INSTRUMENT APPROACHES
AVAILABLE
All precision and non-precision
Only GPS approach
None
All precision and non-precision
Circuit breaker-simulated failures are prohibited in MFA aircraft. Piper and Garmin
advise against pulling circuit breakers as a means of simulating failures on the Garmin
G500 system. Pulling circuit breakers, or using them as switches has the potential to
weaken the circuit breaker to a point at which it may not perform its intended function.
ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS) FAILURE

Indications:
1.
2.
3.
4.
5.
6.
The sky/ground presentation is removed.

A red X appears across the Attitude Direction Indicator (ADI).
Yellow ATTITUDE FAIL and HDG alert messages appear on the PFD.
A TRK message appears to the right of the ground track at the top of the compass rose.
Rate-of-turn information is unavailable.
HDG LOST, HDG FAULT, and "TRK TRAFFIC alert messages appear on the MFD.
The PFD continues displaying airspeed, altitude, vertical speed, compass rose and ground track.
Ground track and compass rose indications are supplied by GPS, indicated by a TRK message. Any
precision or non-precision approach is available using the HSI on the PFD.
Pilot Action
1. Use standby attitude indicator.
2. Continue using HSI on PFD. Verify track against magnetic compass heading.
3. Precision (ILS) and non-precision (GPS, Localizer, and VOR) approaches can be accomplished.
PFD FAILURE
Indications
1.
PFD Screen is dark.
Pilot Action
1. Refer to the standby instruments.
2. Use the GPS CDI page for navigation and approaches - Press and hold the CLR button for 3
seconds to return to default CDI page.
3. Only GPS non-precision approaches can be accomplished.
Note:
During an MFD failure, with the PFD functioning normally, all approaches are available
for use

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ELECTRICAL FAILURE
Indication
1.
2.
The G500 and GPS systems will be inoperative / dark.

The STBY PWR button on the standby attitude indicator will begin blinking.
Pilot Action
1. Use standby attitude indicator. Press the "STBY PWR" button right of the blinking LED to
continue operating using its internal battery.
2. Use standby airspeed, altimeter and compass.
3. Declare an emergency and exit IMC as soon as practicable. The manufacturer does not specify
the endurance time of the integral emergency battery.
AIR DATA COMPUTER (ADC) FAILURE
Indications
1.
2.
Loss of data accompanied by a red X and yellow alert messages occurs over:
Airspeed
Altitude
Vertical speed
True airspeed (TAS)
Outside air temperature (OAT)
Wind calculations are unavailable
Attitude and heading references will function normally on the PFD.

Pilot Action
1. Use standby airspeed indicator and altimeter.
Note:
There is no backup for the VSI, but known pitch attitudes using the attitude indicator,
power settings, and airspeeds produce consistent rates.
For Further information on the use of the Garmin 500 see the Cockpit Reference and Pilots Guide and
associated manuals.
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PART III
PANS OPS
PANS-OPS is an acronym for Procedures for Air Navigation Services-Operations
ICAO RULES:
The International Civil Aviation Organization (ICAO) outlines the principles for airspace protection
and procedure design to which all ICAO signatory states must adhere. The regulatory material
surrounding PANS-OPS may vary from country to country.
PAN-OPS are rules for designing instrument approach and departure procedures. Such procedures are
used to allow aircraft to land and take off when instrument meteorological conditions (IMC) impose
instrument flight rules (IFR). PANS-OPS are not applicable to VFR operations.
AIRCRAFT CATEGORIES:
Calculating an aircraft category is based on 1.3 x the stall speed (IAS) for a particular aircraft.
AIRCRAFT STALL SPEED
AEROPLANE CATEGORY
Less than 91
91 to 120
121 to 140
141 to 165
166 to 210
APPROACH SEGMENTS:
Each part of the instrument approach is divided into segments. Under Pans Ops Vol 2, each segment
has a speed range within which an aircraft can operate. These Segments are:
SEGMENT
MEANING
Initial Approach
The holding pattern
Intermediate Approach
Outbound on approach until the Final Approach Point or Fix.
Final Approach
Missed Approach
From the Final Approach Point or Fix until the Missed Approach
Point.
From the Missed Approach Point back upto the initial approach
altitude.
Section:
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APPROACH SEGMENT SPEED LIMITS:

During an approach an aircraft is protected from the local terrain provided the pilot flies the aircraft
with its specified speed range.
AEROPLANE
CATEGORY
RANGE OF IAS
FOR INITIAL
APPROACH
MAXIMUM IAS
FOR CIRCLING
APPROACH
RANGE OF IAS
FOR FINAL
APPROACH
MAXIMUM IAS
FOR MISSED
APPROACH
90 to 150 (110*)
100
70 to 100
110
120 to 180
(140*)
135
85 to 130
150
160 to 240
180
115 to 160
240
185 to 250
205
130 to 185
265
185 to 250
240
155 to 230
275
* Maximum speed for the reversal turn & race track procedures.
If the pilot chooses to fly at a higher speed than for the Category of aircraft, then obstacle clearance
cannot be granteeted at that aerodrome. This is especially so during a circling approach. However, it
will be noted that often the MDA / DA for a Category A aircraft is the same as for a Category B
aircraft. In this case it is acceptable to fly individual segments at a higher speed than for the aircraft
category. Pilots are to study their individual approach charts as not all aerodromes are the same.
CIRCLING APPROACH:
There are two types of approach whan aircraft are on the Final Approach. The Straight-In and the
Circling. The anglular difference off the runway centreline that determines either a straight-in
approach or circling approach is 30.
Alternatively, a circling approach may also be necessary when an aircraft at or before the missed
approach point (MaPt) goes visual and is not in a position to land using normal power and approach
configurations.
Examples of this is: Aircraft making an approach with a tailwind. Aircraft using an approach speed
higher than for their category and not slowing down appropiately before the MaPt.
In these examples, the aircraft may need to join the circuit and circle at the cirling minima for the
appropiate runway. Pilots are to be aware that when circling obstacle clearance is based on their
aircraft category.
Minimum Obstacle Clearance:
When circling the minimum obstacle clearance is as per the following table.
Aircraft Category
Obstacle Clearance ft
295
295
394
394
492
Section:
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PA28 & PA44
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Jan 14
Circling Area:
The circling area within which an aircraft is protected from terrain / obstacles is measured in miles
drawn on a circle from the runway threshold. The distances in the following chart are dependent on
aircraft category and are also based on the circling altitude which accounts for the true
airspeed increase with altitude.
Circling MDA in ft MSL
Approach Category & Circling Radius (NM)

Cat B
Cat C
Cat D
1.7
2.7
3.6
1000 or less
Cat A
1.3
Cat E
4.5
1001-3000
1.3
1.8
2.8
3.7
4.6
3001-5000
1.3
1.8
2.9
3.8
4.8
5001-7000
1.3
1.9
3.0
4.0
5.0
7001-9000
1.4
2.0
3.2
4.2
5.3
9001 & Above
1.4
2.1
3.3
4.4
5.5
The circling area in the above table is also dependant on the angle of bank of the aircraft. Under
PANS-OPS, this is 20.
Minimum Visibility:
Each approach chart in addition to the MDA / DA also has a minimum visibility for both the straightin approach and circling approachs. The standard visibility for each category is as follows, however
depending on local conditions the minimum visibility may be more than standard. This is decided by
the signatory state.
Aircraft Category
Minimum Visibility Km
1.9
2.8
3.7
4.6
6.5
MAXIMUM SPEED ON AN INSTRUMENT DEPARTURE:

AEROPLANE CATEGORY
MAXIMUM IAS IN KNOTS
120
165
265
290
300
During an instrument departure especially in IMC, it is critical that the aircraft is flown within its
speed range. It should be noted that a higher speed may entail a higher rate of climb to ensure the
necessary obstable clearance for the specified Departure.
Note:
An aircraft with a higher category usually also means a higher powered aircraft with
greater performance.
For more information on Pans Ops, refer ICAO Doc 8168.

PA28 & PA44
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FLIGHT

FLIGHT STANDARDS MANUAL

Malaysian Flying Academy

FOR TRAINING PURPOSES ONLY (MFA)

FLIGHT STANDARDS MANUAL

Calls attention to additional procedures, or information pertaining to the text.

Calls attention to methods, procedures, or limits which must be followed to avoid

Calls attention to methods, procedures, or limits which must be followed precisely to

Note: All diagrams in this manual are not to scale.

Capt. Steve Michael Terry

FLIGHT STANDARDS MANUAL

PROCEDURE FOR AMENDMENT

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MFA Management, Library

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Pilot Non Flying

Radial / Course to a Nav Aid

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