PATTER NOTES

Effects of Control
Today, I shall show you the effects of primary and auxiliary controls on the flight of the aircraft.
Before I show you the effects of control, I want you to understand three terms, the Horizon, the
Nose and the Attitude.
Look all around you. The sky appears to meet the earth. The line of demarcation between the
earth and sky is called Horizon.
The portion of the cowling just behind the propeller will be referred to as the Nose of the
aircraft.
The position of the nose in relation to the horizon is called the Attitude.
I want you to understand these terms clearly and remember them as I will be referring to them
frequently.
Now, I will show you the effects of primary controls. There are three primary controls. They
are elevators, ailerons and rudder.
Now the effect of Elevators, I want you to follow me on controls gently, look outside and
notice the position of the nose in relation to the horizon. As I ease the stick back, the nose comes
up above the horizon. Look inside. The air speed reduces and the altimeter shows an increase in
height. Similarly, as I ease the stick forward, the nose goes down below the horizon, the air speed
increases and the altimeter shows a loss of height. This movement of aircraft around the lateral
axis is called pitching and is controlled by the elevator.
Now the effect of Ailerons. Notice the wing tips are equidistant above the horizon. Now
as I move the stick to the left, the left wing goes down below the horizon and the right wing goes
further up above the horizon. Now as I move the stick to the right, the rightwing comes down
below the horizon and left wing goes further up above the horizon. This movement of the aircraft
around the longitudinal axis is called rolling and is controlled by the ailerons.
Now the effect of Rudder. Notice the direction in which nose is pointing, and pick up a
point Follow me gently on the rudder. As I press the left foot forward on the left rudder bar, the
nose moves to the left from that point and as I press the right foot forward on the right rudder
bar, the nose moves to the right towards that point. This movement is known as yawing around
the vertical axis. These movements of the aircraft are always in relation to the aircraft's own
axis and not in relation to the horizon. To demonstrate this, I put on bank to the left as I ease
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the stick forward, the nose still goes down but an angle to the horizon and as I ease the stick
back, the nose still comes up but at an angle to the horizon.

Similarly, if I put on bank to the right and apply left rudder, the nose still moves towards
the left wing tip but at angle to the horizon. If I now apply right rudder, the nose still moves
towards right wing tip but at an angle to the horizon.
Have you any question so far?
Secondary effects of Control:
Now I shall show you the further effects of ailerons and rudder. First the aileron. I
want you to hold the rudder pedals in the neutral position. I will not apply any rudder. As I move
the stick to the left or right, the left or right wing goes down and the right or left wing comes up
Look at the nose. The aircraft is yawing to left or right-though we did not apply any rudder. If
this is allowed to continue, the aircraft will get into a spiral, therefore, you saw that a roll
caused yaw to the same side. This is called further effect of ailerons.
Rudders
I want you to hold the stick in the central position and I will not apply any ailerons. I now
apply right Rudder. The aircraft yaws to the right. Notice the right wing goes down and the left
wing comes up though we did not apply any ailerons. If this is allowed to continue, the aircraft
will get into spiral. Therefore, you saw that a yaw caused a roll to the same side . This is
called the further effect of rudder.
Note: The neutral trim position before commencing the demonstration and the trimmers must be
moved to full extent.
Now the Effect of Elevator Trimmer
I want you to maintain this attitude with the help of the stick irrespective of the pressure
you may feel on the stick and keep your right hand on the elevator trimmer. As I move the
elevator trimmer forward, notice you require backward pressure on stick to maintain attitude. As
I move trimmer back, you require less backward pressure and any further backward movement
of the trimmer, you require forward pressure to maintain attitude. Now I want you to move the
trimmer forward till you require no passage to maintain attitude.
Now the Effect of Rudder Trimmer
I want you 1to maintain this direction with the help of rudder and keep your left hand on
the rudder trimmer. As I move the rudder trimmer to the left, notice you require pressure on the
right rudder to maintain direction. As I move the rudder/trimmer right, notice the pressure on the
right leg decreases. As I move rudder trim further right, you need left rudder pressure to maintain
direction.

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 Remember the trimmers are meant only to relieve the pressure from the main controls
and should never be used to change the attitude or direction.
I shall now show you the effect of flaps Notice altimeter-reading............... feet. Ensure
speed below 85 Knots. Lower flaps fully down, the nose comes up slightly and the aircraft tends
to gain height and now, the nose goes down, the aircraft tends to lose-height. If I want to
maintain the constant height, I need backward pressure on the stick. As I maintain height, the air
speed washed off. To maintain speed and height, I will have to open throttle which I will not do
in this demonstration. Notice the altimeter. (For effective demonstration of raising flaps speed
should be 70 Knots and do not trim the aircraft). Raise the flaps in one stage. The nose goes
down, feel the sink, the altimeter shows a loss of height and the air speed increases. Notice we
have lost..........feet. This height loss should be dangerous close to the ground . Now I shall
show you the correct way of lowering and raising flaps without any gain or loss of height. This
is done by selecting them in stages. Ensure the speed is 85 Knots, altimeter reading......... Lower
the flaps to take off position. Maintain height by forward pressure on the stick. Now lower full
flaps, initially forward pressure to maintain height. Raise the flaps to take off position. Maintain
height. Trim back. Now raise flaps fully up and trim. Notice we have not lost or gained any
height. Therefore, while operating flaps always-operate them in stages, re-trimming in between
never operate flaps below 200 ft AGL.
I shall now show you the effect of power on the flight path of the aircraft. We have 1900
rpm, as I close throttle, the nose goes down and yaws to the right, as I open full throttle, nose
comes up and yaws to the left. Therefore, remember, whenever there is a change of power,
anticipate and take corrective-action to maintain attitude and direction.
I shall now show you effects of air stream and slip stream on the controls. First air
stream. Notice we are cruising at 80 to 90 Knots at 1900 rpm. Feel the effectiveness of all
controls. I now increase the air speed to 100 Knots by putting the aircraft into a dive, reduce
throttle to maintain 1900 rpm. Notice the controls are heavier but more effective. Maintaining the
same power-settings, I now reduce the speed to 70 Knots by gaining height. Notice at this lower
speed, the controls are lighter but sluggish. Therefore, at higher speeds the controls are heavier
and more effective and at low speeds the controls are sluggish but less effective. I now open full
throttle and maintain 70 Knots. Notice the effectiveness of the elevators and rudder increases but
that of the ailerons is un-affected. Now I close throttle and glide at 65 Knots. Notice that the
elevators and rudders are less effective but the effectiveness of the ailerons is still the same.
Therefore, to conclude, the air stream affects all three controls where-as the slip stream
effects only the rudder and elevators because the ailerons are outside the slip stream.

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 Normal Recommended Climb/Descend
(After take-off, head towards the local flying area, level out at 1,000 feet, indicated with 1900
rpm).
Today, I shall teach you normal recommended climb. This is done at 2150 rpm at a speed
of 80 Knots. Above 5,000 ft, the speed is reduced to 75 Knots and above 7,000 ft. to 70 Knots.
Before the commence the climb, we must select a direction and height to climb. For today's
demonstration, we shall climb towards..... parallel to........ on an approximate heading of .............
and to a height of 4,000 ft.
Check temperature and pressure normal and fuel sufficient & fuel selector knob on both.
Ensure climb path clear. Now to commence climb maintaining wings level and direction, open
throttle at 2150 rpm and simultaneously raise the nose to an approximate attitude, you think will
give 80 knots. Hold this attitude and trim the aircraft. Allow the speed to settle down. Notice the
speed is setting down at 85 Knots. Obviously this is not the correct attitude and is low. Therefore,
raise the nose further, hold. Notice now the speed is steady at 80 knots Retrim. Look outside and
notice the position of the nose in relation to the horizon, wings level, ball in the centre. This is
the correct attitude for a normal recommended climb and I want you to remember it.
Keep scanning the 6 instruments:-
Look inside for instruments:
a) Artificial horizon. Model aircraft above the horizon bar showing a climbing attitude.
Model aircraft wings to horizon bar and bank pointer reading zero.
b) Air speed indicator - steady at 80 Knots.
c) Vertical speed indicator - showing a rate of climb of ........ feet per min.
d) Altimeter - showing a steady increase in height.
e) Turn slip indicator - needle showing no turn, ball in the centre.
f) Compass and D.I. - reading steady ... (now weave the nose, climb path ahead clear, come
back to original direction).
Points of Engine Handling (No weave during points of handling)
a) Due to high power setting and low forward speed, the temperature and pressures may go
outside the limits. Therefore, you must check temperatures and pressures at every one
thousands feet. If you find them outside the normal limits abandon climb and return to
base at reduced power setting.

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b) Fuel consumption is also high and hence keep a regular check of fuel contents. Now we
carry out temperature, pressure and fuel checks.
Points of airmanship
You must have noticed that I have been weaving the nose of the aircraft. As the forward
visibility in a climbing attitude is restricted, you must weave the aircraft nose to ensure climb
path ahead is clear. Now I shall teach you a weave to the left. (Put on about 5 o bank to the left
and allow the nose to turn through 15 degrees to 20 degrees, wings level. Ensure climb path
ahead is clear. Now put on about 5o bank to right and roll out on original heading. Check wings
level and carry on climbing). That was a weave to the left. Now you have got the controls and
practice a weave to the right. Now I have got the controls. That was a good attempt. Other points
of airmanship are:
a) Stay in the local flying area and know your position at all times in relation to a known
prominent landmark.
b) Do not fly over built up or prohibited areas.
c) Avoid flying over large expanses of water and through clouds.
Remember no climb is complete till you level out at the chosen height and direction.
What is your altimeter reading? At about 200 ft before the required height ensure climb path
clear, stop weaving the nose and fly in the selected direction. About 50 feet before the required
height, lower the nose to the approximate straight and level flight attitude. Reduce power to 1900
rpm and trim.
That was a normal recommended climb. Do you have any questions?
DESCENDING
Can you hear me?
Today I shall teach you descending. A descend is of three types gliding, engine assisted
descent and diving.
First the gliding - Gliding in this aircraft is done at 65 Knots with throttle closed. Before
commencing a glide ensure you are in the local flying area, select a direction and height to
descend to. For today's demonstration, we shall descent to a height of 3,000' and on a heading of
360o.
Now maintaining a lateral level and direction, close throttle, maintain attitude, as the
speed comes down to 65 Knots trim. Notice the speed has settled down at 70 Knots obviously
this attitude is low. So I raise nose slightly and retrim. Notice the speed has settled down at 65

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Knots. Notice the relationship of nose to the horizon, the wings are equidistant below the
horizon. This is the correct attitude for a glide. Remember this attitude.
As we have lost 1,000', I warm up the engine maintaining the lateral level and direction,
open throttle to full raising the nose to maintain 65 Knots close throttle, resume normal glide by
lowering nose to gliding attitude.
Notice the Instrument indication. Artificial horizon model aircraft slightly below the
horizon bar indicating a descending attitude, speed steady at 65 Knots. Altimeter showing a loss
in height, VSI showing a steady rate of descent turn and slip indicators needle in the centre
showing no bank and TSI ball in the centre, compass and DI showing a steady heading of.
Points of Engine Handling:
As we have lose another 1000, I warm up the engine again. Keep warming up the engine
of height. Keep a check on engine temperature, pressure and fuel selector knob on both.
Points of Airmanship:
As we are coming to the lower heights, keep a sharp look for the birds and other aircraft.
Stay within the local area, away from the populated and prohibited areas. Do not enter into the
clouds. Do not descend below 2,000' AGL. Know your position in relation to the known pin
point. Remember descend is not complete till we level out. At 100' above the required height
open throttle and level out.
Have you any questions?
(Climb upto the original height and sum up if required).
Effects of Flaps
I will show you the effect of flaps on the glide of an aircraft. As before, I commence a
glide at ............. knots. Notice the attitude and rate of descend........... feet per minute. Now lower
10 flaps, if I maintain attitude speed drops. So lower the attitude to maintain speed. Art. horizon
showing lower attitude, rate of descent increased to .......... feet per minute. Now lower full flaps,
speed drops, as such I have to lower the nose further to maintain ........ Knots. Look at the
attitude, it is much lower, art. Horizon indicating a lower attitude, rate of descent has further
increased to ........... feet-minutes. So rate of descent in a glide can be cared and glide path
adjusted by judicial use of flaps. I will now raise the attitude slightly and trim for 65 to 70 knots.
Notice-this is the attitude on final approach with flaps down during a glide approach and landing.
Level out as before, then raise the flaps. (Climb to original height and sum up if-required).

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Engine assisted descent
I will now teach you an engine assisted descent. This can be done at any power setting
and speed, but for the demonstration sake I shall do it at 90 Knots.
Once again I close throttle and resume normal glide. Notice the attitude and rate of
descent, feet-minute. I open throttle 1600 rpm. If I maintain attitude the speed increases, so I
raise the attitude and trim. Speed is now steady at .........knots. Look at the attitude it is much
higher, art. horizon indicating a much higher attitude.
The rate of descend is now steady at ...... feet minute is much less than the glide. I now
reduce throttle to ......... knots. If I maintain attitude, speed drops. So maintain speed, I lower the
attitude and-re trim. Speed is now steady at X knots. Attitude is low and art. horizon also
indicates a lower attitude. Notice the rate of descend has increased to feet/minute but is still less
than that of a glide. So, we came to-conclusion that in an engine assisted descent, the speed is
controlled by the attitude and rate of descent by power. Hence the descent can be controlled.
Now, I shall lower the flaps. Adjust power and trim the aircraft to X knots. Look at
attitude. This is the approximate attitude you are likely to-encounter on final approach while
carrying out engine assisted approach and landing. Remembering attitude (level out and then
raise undercarriage and flaps).
Points of Engine Handling:
They are the same as for a normal glide except that warming up after every 1000 ft is not
required as we are descending with power. But if the temperature falls-below 100 o the engine is
to be warmed up as before. Keep a check of engine pressure.
Points of airmanship are the same as for a normal glide.
So, today I have taught you gliding engine assisted descent and the effect of flaps on the
descent. I shall teach you diving at a later stage.
Have you any question?

7
 Straight and Level
(Start about 500 ft before the height to level out)
Today, I shall teach you straight and level flying. First at normal cruise power setting of
1900 rpm which will give an approximate speed of 80 to 90 Knots. We must first-select the
height and direction to fly. For today's demonstration, we shall fly at - a height of X feet. and in
the direction of X parallel to X an approximate heading X
About 200 ft. before the selected height, ensure climb path clear, stop weaving the nose
and climb in the desired direction. About 50 feet before, lower the nose to an approximate
attitude which you think will give constant height. Reduce power to 1900 rpm. Hold the attitude
and trim the aircraft. Notice that the altimeter (and VSI) is showing a gain in height. Obviously,
this is not the correct attitude and is high. Therefore, lower the nose further, hold and retrim. But,
now notice the altimeter is showing a loss of height. So this is also not the correct attitude and is
low. Therefore, raise the nose slightly showing a steady height but look at the nose we are losing
direction to the left right. Look outside and see that our left/right wing is low. So to maintain
lateral level, get the wings level. (The aircraft is now heading 20-30 o to the left/right of selected
direction). Similarly, if the right left wing had been low, we would have lost direction to the
right/left. Now to regain direction, gently put on right/left bank and touch of rudder. Check wings
level but we are still losing direction. Notice the ball is not in the centre and trim the rudder.
Regain desired direction. Now notice that the wings are level, ball in the centre, height constant
and maintaining the desired direction. This is the correct attitude for straight and level flying at
the normal cruise power setting. I want you to remember this attitude.
Instrument indications:
Notice the artificial horizon, model aircraft on the horizon bar wings parallel to the
horizon bar bank pointer reading zero, speed steady at 80 to 90 Knots. Altimeter shows a
constant height ……… feet (VSI at zero) TSI needle and ball in the centre compass showing a
steady heading of …… degrees.
Points of Engine handling:
a) Must ensure that power setting is correct.
b) Check engine temperature, pressure and fuel selector knob is on both.
Point of Airmanship:
a) Ensure that you are in the local flying area and know your position at all times in relation
to a known pin-point.
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b) Keep a sharp look out for other aircraft and birds.
c) Do not fly over prohibited area
d) Do not enter clouds or fly over large expanses of water.
Have you any questions so far?
Straight and level at higher speed:
Do not be under the impression that straight and level is possible only at one speed. You
can fly at a higher or lower speed by increasing or decreasing power respectively.
Now, I shall show you how to fly straight and level at a higher speed. For this
demonstration. I shall use full power. Open full throttle. Notice speed starts increasing and if I
maintain the same attitude, aircraft tends to gain height. Therefore, to maintain height. I have to
lower the nose progressively as the speed increases. Notice the speed has settled down at 100 to
110 knots Trim the aircraft. Notice the attitude is much lower and the same is indicated by the
artificial horizon model aircraft showing lower attitude. Other instrument indications remaining
the same.
Straight and level at low speed:
Now I shall show you straight and level at low speed, for this demonstration, we reduce
power to 1500 rpm. Notice the speed starts washing off and if I maintain the same attitude,
aircraft tends to lose height. Therefore, I raise the nose progressively to maintain height as the
speed is reducing (maintain 1500 rpm). The speed is now steady at 65 knots height constant.
Trim the aircraft. Notice the attitude is very much higher. Artificial horizon showing model
aircraft above the horizon bar and air speed is 65 Knots. Other instrument indications remaining
the same.
Flying at even lower speed:
You can fly at even a lower speed. For this demonstration, I will reduce the rpm to 1200
rpm as the speed washes off maintain height by progressively raising the attitude. Notice that the
speed is lower than 60 knots and now to maintain this speed and height I have to increase power.
Notice that we are once again flying straight and level and the speed has settled down to ........
knots but notice the rpm 2150 rpm whereas to fly at 80 to 90 knots, you require only ........ rpm,
also the attitude is higher which is confirmed by the artificial horizon. To summarise, you can fly
at even a lower speed but to fly below the endurance speed, you require higher rpm.
Flying at two speeds for same power setting:
Now, I will demonstrate to you that with the same power setting you can fly at two
different speeds. To demonstrate, I lower the nose. Notice that the aircraft initially loses height,
9
but as the speed increases, we start flying straight and level maintaining the same rpm. (Allow
the speed to increase and progressively keep lowering the nose and re-trimming maintaining the
rpm). The height loss should be about 75 feet. But, notice the speed is 80 knots. Therefore, we
can fly at two different speeds maintaining the same rpm except at the endurance speed.
To summarise straight and level flying is to maintain the desired height, speed and
direction. Any change in speed would require a corresponding change in power and attitude.

10
 Medium Turns
Today, I shall teach you medium turns. A medium turn on this aircraft is carried out with
about 25o to 30o angle of bank at normal cruise power settings. First, I will show you a turn to the
left, gently follow me on the controls, look around from right to left and ensure turning path is
clear. Maintaining this attitude, put on the bank to the left with sufficient rudder to avoid slip. As
the bank comes to this hold it constant with slight backward pressure to maintain height. Notice
the attitude. The right wing cutting the horizon at midway. Inner wing below the horizon, the
nose traveling along the horizon at a uniform rate. This is a correct medium turn to the left. Look
around during the turn, specially inside the turn. To come out, select a point, anticipate by 10 o to
15o, keeping this attitude, start taking off bank with sufficient opposite rudder to avoid skid.
Check wings level, centralize controls, look around and orientate. That was a medium turn to the
left.
Now, I shall teach you a turn to the right in which I will also show you the instrument
indications. Look around from left to right, check all clear, maintaining this attitude, put on bank
to the right, applying sufficient rudder to avoid slip. As the bank comes to this, hold it constant.
Slight backward pressure to maintain height. Notice the correct attitude for a medium turn to the
right. Look inside for the instrument indications. Artificial horizon showing 25o of bank. TSI
shows medium rate turn to right, ball in the centre, compass and DI showing increase in heading.
Rest of the indications are the same as for level flight, Look around during the turn. To come out,
anticipate by 10-15o keeping this attitude, start taking off bank with sufficient opposite rudder to
avoid skid, check wings level, centralise controls, look around and orientate. Points of engine
handling are as for straight and level flying. Points of airmanship are also the same but in
addition, you must look around before and during the turn and orientate after coming out of the
turn.
Have you any question so far?
Now you have controls and show me a turn a side (hand over the controls to pupil).
Considering that it was your first attempt the turn was not bad. However, you did commit a few
faults. (Tell him the faults he had committed). Now, I will show you the common faults you are
likely to commit and teach you how to correct them. The common faults are: (1) nose high, nose
low, (2) under banking, over banking, (3) slip and skid.
Demonstration III:
First, I will show the fault of nose high and nose low and teach you how to correct for it
in a medium turn to the left. Look around and roll into a medium turn to the left. Notice the bank
is correct, ball in the centre, but the nose is high. Look inside, notice speed is reducing. Altimeter
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showing gain in height. To correct for it, maintaining the bank constant, ball in the centre, relax
backward pressure to get the nose, to the correct attitude, check not gaining or losing height.
Now we are turning correctly. Look around in the turn Notice the bank is incorrect, ball in the
centre, but the nose is low Look inside, speed is increasing and we are losing height. To correct
for it, maintaining the bank constant, ball in the centre, increase backward pressure on the stick
to get the nose to the correct attitude, check not losing or gaining height. Now once again, we are
turning correctly Look around, roll out and orientate yourself.
Demonstration IV:
Now, the fault of under banking or over banking and their correction in a medium turn to
the right. Look around and roll into a medium turn to the right. Notice the attitude correct, ball in
the centre, but the rate of turn is slow. The wings are tilted at a shallower angle, the artificial
horizon bank pointer indicating only 15o bank. To correct for it, maintaining the attitude, and ball
in the centre, increase bank to the correct angle. Now we are turning at the correct rate. Notice
the attitude correct, ball in the centre, but the nose is travelling at a faster rate and wings are
tilted at a steeper angle. Which is conformed by the artificial horizon pointer indicating 40 o bank,
to correct for it, maintaining this attitude, ball in the centre, reduce the bank to correct amount.
Now once again, we are turning at the correct rate. Look around and roll out. Orientate yourself.
Demonstration V:
Now, the fault of slip and skid and the method of correction in a medium turn to the left.
Look around and roll it to a medium turn to the left. Notice the attitude and bank are correct but
the nose is travelling at a slower rate. Feel the slipping sensation. Look inside, the ball is to the
left indicating insufficient left rudder. Now to correct for it, maintaining the attitude and bank
apply the sufficient left rudder to get the ball in the centre, Now the turn is correct. Now notice
attitude and bank are correct, but the nose is travelling at a faster rate. Feel the skidding
sensation. Look inside, the ball is to the right indicating excessive left rudder. To correct for it,
maintaining the attitude and bank, relax left rudder pressure to get the ball in the centre. Now the
turn is balanced. Look around and roll out, Re-orientate.
To summarize, these were the faults and I have taught you how to correct for them. But,
remember, while correcting for one fault, you are likely to commit the other, hence guard against
it.
Have you any questions?

12
 Climbing Turns (Pushpak)
(Introduce before 3,000 ft in a climb. Complete the 3,000 ft checks and commence the Demo).
Today, I shall teach you climbing turns. They are gentle turns done at climb power setting
and speed with (10o-15) bank.
Demo. I:
Follow me on the controls for a climbing turn to the left. Before commencing the turn,
check all clear from right to left. Maintaining attitude, gently put on bank with a touch of left
rudder to prevent slip. As the bank reaches this angle check and hold it constant. Notice the
attitude for a climbing turn to the left, nose travelling above the horizon at a slow rate. the angle
at which the wings are cutting the horizon is shallow, outer wing round on the horizon. Look
around during the turn. Remember the bank to increase, guard against this. Now to roll out,
select a point, 5 to 10o before that start taking off bank with sufficient opposite rudder to prevent
skid, check wings level, centralise controls, check attitude correct, Reorientate.
Demo. II:
Now, I shall teach you a climbing turn to the right, during which I shall also show you the
instrument indications. Follow me on the controls. Check all clear, holding attitude constant
gently put on the bank with a touch of right rudder to prevent slip. As the bank reaches this
angle, check and hold it constant. Notice the correct attitude for a climbing turn to right, look
around now look inside, notice artificial horizon model aircraft in a climbing attitude with 15 o
bank to the right, turn needles showing slow rate of the turn, ball in the centre, compass and DI
showing slow change in heading, other instrument indications are the same as for a climb. Look
around during the turns. Now to roll out, select a point, 5o and 10o before start taking off bank
with sufficient opposite rudder to prevent skid. Check wings level, centralise controls, check
attitude correct, note direction. Reorientate.
Engine Handling:
Points of engine handling remain the same as for a climb.
Airmanship:
Points of airmanship also remain the same, but in addition, you must look around before,
during and after every turn. Remember, in a climbing turn, the bank tends to increase. So, you
must hold off sufficiently and do not allow it to increase beyond 15o. Faults and their corrections
remain the same as for medium turns.
Do you have any questions?
Note: The first turn should be through at least 10 o so as to give ample time for instrument
indications in the second demo., and yet be able to roll out on original heading.

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 Descending Turns
(Introduce the straight and level flight and glide before the demonstration)
Today, I shall teach you descending turns. First gliding turns which are done at normal
glide speed with 15o-20o angle of bank.
Demo. I:
Follow me on the controls for a gliding turn to the left. Before commencing the turn, lock
around and check all clear. Maintaining attitude, put on bank with sufficient rudder to prevent
slip. As the bank reaches correct angle, check and hold it constant. Notice the attitude for a
gliding turn to the left. Nose below the horizon moving at slow rate, wings cutting the horizon at
a shallow angle. Look around during the turn. In a gliding turn, bank tends to reduce, so you
must hold on bank. To come out, select a point 5 to 10 o before that point start taking off bank
with sufficient opposite rudder to prevent slip or skid. Check wings level, centralize controls,
check attitude correct. Re-orientate.
Demo. II:
Now, I shall teach you a turn to the right, during which I shall also show you the
instrument indications. Follow me on the control. Check all clear, holding attitude constant, put
on the bank with sufficient rudder to prevent slip or skid. As the bank reaches correct angle, hold
it constant. Notice the correct attitude for a turn to the right. Artificial horizon gliding attitude
with 15o bank to the right turn needle showing slow rate of turn to the right, ball in the centre,
compass and DI showing a slight increase in heading, other instrument indications remain the
same as for a glide. Look around. To come out of the turn, select a prominent point, 5 o to 10o
before the point. Start taking off bank with sufficient opposite rudder to prevent skid. Check
wings level. Centralise controls. Check attitude correct. Re-orientate.
Engine handling:
As we have lose another 1000, I warm up the engine again. Keep warming up the engine
of height. Keep a check on engine temperature, pressure and fuel selector knob on both.
Airmanship:
you must look around before, during and after every turn, Remember in a gliding turn,
the bank tends to reduce. So, you must hold on bank. Faults and their correction remain the same
as for medium turns. In case you have to increase the bank beyond 20o increase speed by 5 mph.
As we are coming to the lower heights, keep a sharp look for the birds and other aircraft. Stay
within the local area, away from the populated and prohibited areas. Do not enter into the clouds.
Do not descend below 2,000' AGL. Know your position in relation to the known pin point.
Remember descend is not complete till we level out. At 100' above the required height open
throttle and level out.
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 Have you any questions?
Note: 1. Warming up must be done as already taught, but without much emphasis.
2. Pupil is to be briefed that in a gliding turn to left, its actually right rudder being
relaxed and there is no position left rudder application.

15
 STALLING
Introduction
Now, I shall show you a stall and teach you the standard method of recovery. Before we
carry out stalling, we must carry out the internal and external checks. Do you know the checks
before stalling .. However, today, I shall carry them out. – Height Airframe configuration Secure
items Engine parameter Location Follow me on the controls. I shall first show you the
symptoms of the approach of a stall.
Demo. I:
Having carried out the checks points, the aircraft in a clear direction and pick up a point
to maintain direction. From level flight smoothly close throttle maintaining direction wings level
and height constant, notice as the speed reduces the attitude becomes higher, at low speed
controls become sluggish. Aircraft begins to judder and even with the stick fully back the nose
drops. This is a stall, (Recover from the stall with pattering and without opening throttle
commence a climb back to original height).
So you noticed that even with the stick back, the nose dropped below the horizon and the
aircraft we must obviously ease the stick forward, we will climb to original height and
meanwhile check temperature, pressure, fuel sufficient and orientate.
Demo. II: Stall and recovery without power
Now, I shall show you hot to unstall the aircraft by easing the stick forward. In this
demonstration, I want you to notice two things. The speed at which the aircraft stalls and the
height lost during recovery. Look around and point the aircraft in a clear direction, what is your
altimeter reading? Follow me on the controls. From level flight, smoothly close throttle and
proceed as before maintaining height wings level and direction. Notice the higher attitude as the
speed reduces. Low speed controls sluggish. Aircraft judders, notice speed (callout the speed)
stalls. To recover, ease the stick forward. Speed increases-aircraft unstalls ease herout of the dive.
Notice the height loss (open throttle add climb to original height). Check temperature, pressure
normal, fuel sufficient and orientate, what was the stalling speed? And how much height did we
lose during the recovery.
Demo. III: Stall and standard recovery
This height loss can be very dangerous close to the ground. Hence, I will now teach you
the standard method of recovery by which this height loss is minimum. The standard recovery is
to open full throttle at the point of stall and simultaneously relax the backward pressure
16
sufficiently to unstall the aircraft. During the demonstration, I will call out throttle-stick by
which I mean that I open full throttle at the point of stall relax sufficient backward pressure. In
this demonstration, I want you to notice the height loss during recovery. Look around and pick
up a point to maintain direction. What is your altimeter reading? Now follow me on the controls.
From level flight smoothly close throttle and proceed as before maintaining height, wings level
and direction. Notice the progressively higher attitude as the speed reduces. Aircraft judder, stick
back stall-Throttle-stick. Aircraft unstalls, gently ease her out of the dive with wings level.
Notice the height loss and climb away ............. So, you see we lost only 100 ft, in the recovery.
Therefore, this is a better method of recovery and always adopt this method if you happen to stall
the aircraft. Did you also notice the stalling speed? Check temperature pressure normal, fuel
sufficient and orientate.
Have you any questions so far?
Demo. IV: Stall and recovery showing wing drop:
During a stall, a wing may drop at the point of stall. This wing drop can be due to some
inherent characteristic of the aircraft or faulty flying technique. Now, I will teach you how to
recover from a stall in a wing drop. Remember, you should never use ailerons at the point of stall
to pick up a dropping wing. This will only aggrevate the situation. The correct method of
recovery is to apply sufficient opposite rudder to prevent further yaw; a the same time adopting
to get wings level and ease out of the dive. During the demonstration-I will be called out
Rudder-Throttle-Stick by which I mean apply sufficient opposite rudder to prevent further
yaw, followed by the standard method of recovery. Look around and point the aircraft in a clear
direction and pick up a point a maintain direction. Now follow me on the controls, from level
flight, smoothly close throttle and proceed as before. The same sequence of events follow.
Aircraft judders - stalls-rudder-throttle-stick. Aircraft unstall. Now wings level with aileron
and ease her out of the dive. Climb away. So remember to adopt this method when a wing drops
at the point of stall, Remember, never to use ailerons during recovery.
Have you any questions?
(Check temperature, pressure and fuel sufficient, orientate)
Demo. V: Stall with power and recovery:
So far I have shown you stall without power. Now I will show you a stall with power. The
method of recovery is the same, i.e. throttle-stick-or rudder-throttle-stick. Though the aircraft
will stall at any power setting for todays' demonstration, I shall use 1400 rpm I want you to
notice the stalling speed, the height lost during recovery and the characteristics of the stall. Point
17
the aircraft in a clear direction and pick up a point to maintain direction. What is your altimeter
reading? Now follow me on controls. Keeping height constant, wings level, smoothly reduce
throttle to 1,400 rpm. Maintain direction, Notice the speed reduces at a slower rate and the
attitude becomes higher. Elevators and rudder are slightly more effective, a higher attitude and
prolonged judder-stalls. Rudder-Throttle-stick, Aircraft unstalls, wings level and ease her out of
the dive. Notice the height loss (level out, reduce power). So you see the height loss was less
because of quicker engine response and better elevator control during recovery. Did you notice
the lower stalling speed, and higher attitude?
Demo. VI: Stall with flaps and recovery:
So far I have shown you a stall on a clean configuration aircraft. Now I shall show you a
stall with flaps. The method of recovery is the same i.e. throttle or stick or rudder-throttle-stick.
In the demonstration once again, notice the stalling speed, the height lost during recovery and the
characteristics of the stall. Point the aircraft in a clear direction and pick up a point to maintain
direction. What is your altimeter reading? Now follow me on the controls. (Reduce rpm to
1,600). Ensure speed below 85 Knots, lower full flaps in stages. From level flight, smoothly
close throttle and proceed as before. Notice the speed reduces at a much faster rate. For the same
speed the attitude is lower. Elevator and rudder less effective (A lower attitude and pronounced
judder speed (callout). Stalls rudder-throttle-stick. Aircraft unstalls, wings level and ease her out
of the dive. Notice the height loss. Climb away flaps up and level out at oriental height. Did you
notice the stalling speed? To summarise, the attitude and speed flaps is lower than clean stall.
The height loss is more, because of excessive drag.
Have you any questions so far?
Demo VI (B):
Remember you are likely to encounter this type of stall on the finals of a glide approach,
if finding yourself undershooting you wrongly try to stretch the glide by pointing the nose on the
Dumbell. Now I will show you how this can happen and touch you, how to recover from
situation. Can you see the road on your .......... We shall presume that to be the runway at an
elevation of ............ ft. (Nominate 1,000 ft lower than present height). I shall now position the
aircraft on the base leg for a left or right hand circuit. Flaps to take-off 1,900 rpm power. At this
angle to the road, I close throttle and trim 65 to 70 knots. Now commence the turn, Here, I roll
out (500 ft AGL). I feel I can make the runway so I lower full flaps, lower the nose and retrim for
65 to 70 knots. But now (300 ft AGL) finding my self under-shooting I wrongly try to stretch the
glide by easing back on the stick and pointing the nose at the dumbell. The speed washes off and
18
we continue to undershoot (200 ft AGL). I ease back more the speed drops further. No sooner I
commence the round of (100 ft AGL) the aircraft judders, Go round when you encounter this.
Trim the aircraft for 80 Knots and the complete the overshoot. So remember never to stretch the
glide by easing back on the stick. If on finals, you find yourself under-shooting or speed too low,
immediately go round and made another circuit. This time correct for the approach by delaying
the closing of the throttle and lowering of full flaps.
Have you any questions?
(Check temperature, pressure normal, fuel sufficient).
Demo. VII: High speed stall
Can you hear me?
So far I have shown you a stall-from straight and level flights with the nose above the horizon
and speed close to the basic stalling speed. But remember the aircraft will stall at any attitude and
speed if the stalling angle of attack is reached. To demonstrate, I shall carry out a loop and I want
you to notice that even with the nose below the horizon and much higher speed, the aircraft will
judder and stall. The recovery action in this case is different, in that we relax the backward
pressure and reduce throttle. The aircraft will immediately-un stall and then we continue easing
out of the dive. During recovery, I shall callout stick throttle (look around). Now follow me on
the controls. Gently put the aircraft into a dive and proceed for a loop. Look back for the horizon.
Here, I should be relaxing the back-ward pressure, but I do not, Notice the attitude and speed any
more back-ward pressure the aircraft flicks. Stick throttle continue easing out of the dive with
wings level to the horizon. Orientate. Did you notice the attitude was much below the horizon
and the aircraft stalled at a speed much higher than the basic stalling speed.
Have you any questions?

19
 Circuit & Landing For Cessna-172
Take-off
Today, I shall teach you a normal take-off standard circuit followed by a glide approach
and a three-point landing.
First the take-off. A normal take-off in this aircraft is carried out with the throttle fully
open, at about 55 knots and climbing away at 80 knots. Before we enter the runway for a take-
off, we must stop at one important point on the taxy-track, the vital actions point.
First, the tyre check point: If you look ahead and slightly to the right of the taxy track.
You will notice a black and white checkerdvan. That is the ACPvan. The man standing next to it
is the tyre checker, now marshaling us. About this distance from him, ensure no other aircraft
between you and the tyre checker. As you come, start slowing down and to Ms instructions close
throttle and gently stop the aircraft in the centre of the taxy track by off-setting the nose away
from the ACP. Parking brakes on, check throttle back and aircraft not moving forward. Give him
thumbs-up in indicate you are ready for the tyre check.
Keep your feet close to the brakepedals to take-over immediately should the parking
brakes fail. Remember the safety of the tyre checker is your responsibility, so know his position
at all times. (At this stage, when the tyre check goes under the wing or near the tail, ask the pupil
to tell you his position). Notice he is now giving thumbs of indicating the aircraft is serviceable.
The vital action point. Look ahead and notice that taxy-track turns right and before it
joins the runway is the vital actions points.
Ensure no aircraft a head of you. As you come close start slowing down and gently bring
the aircraft to a stop on the yellow lines in the centre of the taxy track. With the nose off-set
towards the approach, parking brakes on, rpm to generator charging the ensure aircraft not
moving forward. Notice this point is so situated that you can see the base leg, the approach, the
runway, the flying control and the ATC van for any signal. Here, we carry out the vital actions
before take off. As the name suggests, they are vital for your safety and that of the aircraft,
therefore, they must be carried out thoroughly using the NEUMONICS.
Having carried out the vital actions, we are now ready to line up. Look to the left ensure
no aircraft on base leg, final approach, no aircraft on the runway and obtain permission to line
up. Close throttle, release brakes and moves forward in the centre of the taxy track 90 o to the
runway. Before entering the runway, once again ensure no aircraft on finals. Now look at the
right wing. As the leading edge comes inline with the edge of the runway, commence a turn
20
towards the centre of the runway marked by a broken white line. Control the turn so as to come
out straight. Check equal convergence of runway on either side of the nose, roll forward to
straighten the tail wheel and stop the aircraft. Notice the runway converging equally on either
side of the nose-wing tips equidistant from the runway edge (Ensure a straight line up). This is a
straight line up.
Check compass and DI reading approximately runway direction. Obtain RT clearance,
now to clear the engine, hold the aircraft firmly, on brakes stick fully back, open throttle
smoothly to 1800 rpm. Check engine running smoothly, temperature pressure normal. Throttle
back to 1000. Follow me lightly on the controls. Holding rudders central, stick slightly neutral
position, as now, release brakes and open full throttle smoothly. Maintain direction with rudders.
The rudder becomes more effective as speed increases. At this speed, gentle backward pressure
on the stick to get airborne. Check wings level, speed increasing in a shallow climbing attitude,
offset the nose if required. Safely climbing away now carry out check after take off. Reduce
throttle to climbing rpm 2150. Keep a sharp look out for birds and other aircraft. *Approaching
400 ft AGL, look around and carry out a climbing turn left on to the cross-wind leg, check bank
correct, ball in the centre, speed 80 knots. Look back at the runway and check for drift. Allow for
it in 90 to it allowing for cross wing, check with compass and DI. Continue climbing and level
out at 700 ft AGL with 1900 rpm. Trim the aircraft. That was a normal take-off.
Have you any questions?
Now remember, spacing on the circuit is carried out on this leg alone.
Circuit
Look at the runway, at this lateral displacement, look around and carry out a medium turn
on to down-wind, check bank correct, ball in the centre, height constant. Looking at the runway
roll out to fly parallel to it allowing for the wind, cross-check with compass and DI wings level,
aircraft not converging or diverging. Look at the left wing tip-trailing along the runway. This is
the correct position on down wind. Check height, speed power settings correct.
Now I shall show you a glide approach and landing. This is carried out with the throttle
closed, at a speed of 65 to 70 knots rpm on base leg and finals, controlling the approach by
intelligent use of flaps. Now, we carry out the down wind vital actions. As we come in line with
Dumbell reduce rpm to 1800 and lower flap 10o at speed of 85 to 90.
Look at the beginning of runway, as it appears at 8 O'clock position, look around and
carry out a medium turn on to the base leg, check bank correct, ball in the centre, height contant,
looking at the runway, allowing for the wind roll out to fly 90 to it. Look at the wind sock. Now
21
for today's wind condition, notice where I adjust throttle so as to get a minimum straight
approach of 500' AGL. Look at the runway, at this position, adjust throttle and the flap to 20 o and
lower the nose, trim for 65 to70 knots. As the runway appears at 10 O'clock position, look
around and carry out a gliding turn on to finals. Adjust the bank so as to come out along the
centre of the runway. Roll-out allowing for the wind. Check bodily travelling along the
centreline. Give RT call shore off making the runway, full flaps down, lower the nose and retrim
to fly at 65 to 70 knots. Look out side, notice the correct attitude and the perspective for a glide
approach. Check direction correct, sufficient right rudder. Maintain speed 65 to 70 knots. Now I
want you to notice-the height I commence rounding off. Look ahead and to one side. At this
height, start rounding off to fly parallel to the ground, check no drift control the sink by changing
the attitude aiming to get the aircraft land on main wheel first and then release nose smoothly.
Keep straight with rudder. As speed reduces, use gentle brakes to maintain direction. Check
taxying speed. Clear the runway and stop on the taxi track. Carry out the after landing checks.
Have you any questions?

22
 Engine Assisted Approach & Landing
Now, I shall teach you an engine assisted approach & landing.
This is carried out with full flaps down at a speed of 70 knots on base leg and finals,
controlling the rate of discent with throttle. Look at the beginning of runway at it appears at 8
O'clock position, look around and carry out a medium turn on the runway, roll out to fly 90 o to it
allowing for the wind for todays wind of ............ Reduce throttle to about ......... rpm, full flaps
down, speed coming to 70 knots. Lower the nose and trim to fly at 70 knots. Now on wards,
control rate of descent with power and speed by attitude. Adjust throttle if necessary, to ensure a
400 to 500 ft straight approach. As the beginning of the runway appears at 10 O'clock, position,
look around and carry out a descending turn on a finals. Check turning correct speed 70 knots.
Adjust the bank so as to roll out along the centre of the runway. Off-set nose into wind and check
bodily traveling along the centre-line. RT call. Now adjust throttle and speed 65 knot, so as to
round off just short of the runway. Look out-side, notice the attitude is shallower than that for a
glide approach, notice the correct runway perspective. Rate of descent is lower. I want you to
notice the height at which I round off, at this height, gently round off to fly parallel to the
ground. Start reducing throttle, controlling the sink by changing the attitude. Aircraft in three
point attitude, close to the ground, touches down. Throttle, back stick back and keep the aircraft
straight with rudder. Aircraft approaching taxying speed clear the runway and stop. Carry out the
after-landing checks. That was an engine assisted approach and landing.
Have you any questions?

23
 Short Take-off
Today I shall teach you a short take-off. Short take-off is carried out when the available
runway length is restricted or there is high obstruction on the take-off path or both. For today's
demonstration, we shall assume that only the first 400 yards of runway is available for take-off
and there is an obstruction ........ft. high, at the end of the runway. This is carried out with the
throttle fully open and the flaps to take-off position. We unstick at 50 knots and climb away at 60
knots. There are a few points of differences from a normal take-off which I shall point out as and
when we come across them. Now we proceed to vital action point carryout the vital actions. Note
the first difference for a short-take off, we selects flaps to take-off position and check visually.
Having obtained permission to line up, close throttle, release parking brakes and move forward.
Now, instead of going straight, we, slowly step edging towards the beginning of the runway to
avail maximum take off length. Check no aircraft on final approach. Entering runway, we do not
start turning yet, but continue straight. Notice when and how I turn to line-up. At this position,
commence a turn with extra braking and sufficient throttle to line up in the centre of the runway.
Move slightly forward to ensure more wheel straight and stop. Obtain RT clearance. Look back
and notice distances we have used for the line-up. Holding the aircraft firmly on brakes, stick
fully back, clear the engine. Engine running smoothly temperature and pressures normal, check
flap to take-off, smoothly open full throttle. Release brakes and keep the aircraft. At 50 knots,
gently backward pressure and we get airborne before 400 yards. Safely climbing away and apply
brakes. Trim for 65 mph. Notice the higher attitude, look down and notice the steep angle of
climb. Approaching the end of runway, notice we are ........ AGL. Having cleared the obstruction
by a safe margin of .........ft, we now resume normal climb. To do so, lower the nose, flaps up,
speed 80 knots and retrim. That was a short take-off.
Have you any questions?

24
 Flapless Approach & Landing
Today, I shall teach you a flapless approach and landing. This may have to be carried out
in strong gusty winds or if the flaps fail to come down. A flapless approach is carried out at 75
knots on base leg and finals and is engine assisted. The circuit pattern remains the ...........same,
except the down leg is extended to cater for low drage on finals. Other points of differences, I
will bring out as and when we come across them. On down wind, we carry out the vital actions
but do not select flaps. Give RT call.
Now look at the runway. Normally, as the dumbell appears at 8 O'clock position, we turn
to base leg. But for a flapless approach we go further on down wind leg. Now look at the
beginning of runway. As it appears 7'O clock, look around and carry out a medium turn on to
base leg Check turning correctly. Looking at the ........., roll out to fly 90 o allowing for the wind
and proceed as for and engine assisted approach and landing. Reduce throttle .......... and trim for
70 knots. Here after, control the descent with throttle and speed by attitude. Adjust approach.
Roll out on the centre of the runway, allow for drift, check bodily travelling along the centre line.
Give RT call. Now adjust throttle so as to round off just before the dumbell. Notice the changed
perspective also. Notice the shallow, attitude and low rate of descent. Therefore, the round-off
height will be low. Notice the height. At this height gently round off to fly parallel to the ground.
Smoothly close throttle and control the sink by changing the attitude. Notice the prolonged float
period and the higher touch down speed, therefore, the landing run will be longer. That was a
flapless approach and landing.
Have you any questions?

25
 Introduction - Steep Turns
Today, I shall teach you steep turns. In this aircraft, steep turns are carried out with 55 o-
60o of bank commencing with a power setting of 2000 to 2100 rpm, which gives a speed of 80 to
90 knots. We open full throttle during the turn and reduce speed to ...... knots in a turn to the left
and ....... knots in a turn to the right. Power is once again reduced to 1900 rpm on rolling out.
Before carrying out steep turns check power setting and entry speed correct. Aircraft
trimmed for straight and level flight DI eased, temperature and pressure with in limits, fuel
sufficient in both the tanks and fuel selector knob on both. Pick up a prominent feature in the
local flying area for orientation (point out).
Demo. I:
I shall now teach you a steep turn to the left. Look around from right to left, check all
clear. Maintaining the same attitude roll into a turn to the left faster than a medium turn. At this
angle, open throttle to full increasing backward pressure to maintain attitude. At this angle, hold
the bank constant, increase backward pressure to tighten the turn. Notice the attitude and steep
angle of bank, fast rate of turn, feel the increased G, loading on the body. Keep a sharp look out
in side the turn. To roll out in the direction of .............30 o before, start take off, bank with
sufficient opposite rudder, relaxing the back ward pressure and reducing throttle at the same
time. Wings level, gently centralise controls, re-orientate.
Demo. II:p
Now I shall show you a steep turn to the right in which i shall also point out the
instrument indications. Once again, check power setting and speed correct. Look around from
left to right. Maintaining the attitude, roll into a turn to the right slightly faster than a medium
turn. At this angle, open full throttle increasing back ward pressure to maintain attitude. At this
angle, hold the bank constant increasing back ward pressure to tighten the turn. This is a correct
steep turn to the right. Notice the slightly higher attitude, glance in side and notice-artificial
horizon showing a bank of .........degrees, TSI showing a higher rate of turns. Compass showing a
rapid change of heading. Air speed reducing. Look around. To roll out in the direction ........ 20 o
before take-off bank with sufficient opposite rudder, relaxing the backward pressure and
reducing throttle, wings level gently centralise controls and re-orientate.
Engine handling points: As you are frequently changing power, check temperatures and
pressures and fuel contents between turns.

26
Airmanship points: They are the same as for medium turns but the look around needs to be
sharper. Know your position at all times in the local-flying area.
Faults in a steep turn: They are also the same as in medium turn, but the method of correction
for two of them is different. Namely, the faults due to low attitude and insufficient rate of turn
which are corrected in the manner that I shall teach you now.
Demo. III:
Now I shall show you the fault due to low attitude, in a steep turn to the left and teach
you how to correct for it. Check all clear and roll into a steep turn to the left as before. This is a
correct steep turn to the left while looking around the nose drops. To correct for it, if I just pull
back on the stick the nose-drops not come up and we get into a spiral. To correct for it, reduce
bank maintaining backward pressure, nose comes up, read just back and backward pressure and
continue turning. We are now turning correctly. Look around and roll out in the desired direction.
Demo. IV:
Now, I shall show you the fault of insufficient rate of turn and teach you how to correct
for it in a steep turn to the right. Look around and roll into a steep turn to the right. Notice that
we have a steep angle of bank, correct attitude, ball in the centre but the rate of turn is low.
Notice the artificial horizon indicating only low degrees of bank. To correct for it, increase the
bank and backward pressure to tighten the turn. Speed starts reducing, now reduce bank to
correct amount and continue the turn. Now, we are turning correctly. Look around and roll out in
the desired direction.
Demo. V: Stall in a steep turn:
In the previous demonstration, you noticed to tighten the turn, I increase bank and
backward pressure and as the speed started reducing, I reduce the bank to the correct amount. If I
do not do this, the speed would reduce further and the aircraft would judder and flick. In a steep
turn to the left in the Pushpak aircraft, generally flicks out of the turn but tends to flick on to its
back in a right hand turn. The recovery is affected by relaxing backward pressure and reducing
throttle. In this demonstration, I also want you to notice the speed at which the aircraft stalls. To
prevent damage to the artificial horizon we cage it. Confirm artificial horizon caged. Follow me
on the controls. We go into a steep turn to the left. Notice I have more bank and a higher rate to
turn. Notice that the speed washes off faster, aircraft judders and any more increase of backward
pressure, the aircraft flicks. Recover, roll out to the nearest horizon and reorientate (Show stall in
a steep turn to the right).
Have you any questions?

27
 Practice Forced Landing
Today, I shall teach you how to carryout a practise forced landing without power. A
forced landing is carried out if the engine fails due to some reason. If this happens, you should be
able to put the aircraft down safely on the best available field.
For today's demonstration, we shall carry out the practice forced landing over Bhopal
Airfield. Therefore, check RT mute in, and take permission from ATC. Runway in use
is .............. Notice that this field has all the pre-requisites of a good forced landing field as
explained to you on the ground. We shall carry out a ............. hand circuit, conforming to normal
circuit pattern, however, in case of an actual forced landing, a right or left hand circuit may be
carried out to ensure a safe landing.
Now look at runway .......... On the side of dumbell ............., can you see ......... That is the
high key point where I should be at 3,500' AGL. Mid key-point is 90 o to runway...... over the
dead dumbell, at a height of 2,500' AGL. Low key point is at down wind and the touch down
point at a height of 1,800' AGL. Remember, the touch down point is 300 yards up at the runway
in line with the first marker. I now simulate an engine failure by closing throttle (beginning of
base leg at 5,000').
Immediate actions: Gain height with extra speed in a normal climb attitude with wings level,
speed reducing to 65 knots, but the air craft in a glide and trim. Turn towards AF, harness tight,
visor down and hood open (To Simulate actual rate of descent, select flaps to take-off and rpm at
1000, retrim the aircraft for 75 knots).
Planning: Our height now is ............. We shall turn (explain plan), so as to reach high key at
3500' AGL, key at 2500' AGL and low key at 1800' AGL. Remember that this aircraft glides 2
n.m. for every 1,000' in nil wind conditions and loose 2,00' in a 90 gliding turn.
Execution: (Patter all turns explaining the position, the relation to the runway and height).
Mayday call Having planned the descend to high key, give a Mayday call............
Causes of engine failure: (while making for high key):
Check causes of engine failure. In case of an actual engine failure, check throttle open to
know in case engine picks up. Ignition to both, temperature within limits change tank.
Re-start attempt: Flick ignition off/on Both. Fails to start, increase speed to 90 knots and yaw
the aircraft from side to side.

28
 Remember, if the propeller has stopped press starter button. Aircraft still fails to start,
carry on with the forced landing. We now turn towards the high key point. Can you see..........
That is the high key point. Roll out parallel to the runway, notice height is 3600' indicated. Give
RT call (confirm surface wind).
Points of Engine handling: Keep a check on engine temperature and pressures. If they drop
below limits, abandon the exercise. Also ensure that you have sufficient fuel for an overshoot
circuit and landing.
Points of airmanship:
a) Always keep the field in sight and do not turn your back to the field. Keep within gliding
distance of the field.
b) Avoid carrying out turns with more than 20 o angle of bank. In case bank has to be
increased to more than 20o, increase glide speed by 5 mph.
c) Keep a sharp look out for birds and aircraft.
d) Do not change the field once you have selected one.
e) Cut corners or carry out 'S' turns to make required points.
Check height, and here commence a turn towards mid key. Notice height lost in a 90 o
turn. Give RT call. Notice the perspective of the runway from mid key point. I now commence a
turn towards downwind. Notice the distance out on down wind is the same as for normal circuit
though the wing overlaps the runway due to the difference in height. As we descend, the runway
appears to shift towards the wing tip. We now carry out the vital actions on down wind. (Check
flaps effectively up). Remember, touch down point is 300 yards up the runway. Now look at the
runway. In line with the touch down point at 1800', give RT call.
I now turn towards the 1000' point. In case of actual engine failure switch off ignition,
fuel and battery. Notice, we are at the correct height, at this point. Close throttle to simulate take
off flaps and proceed as for a normal glide approach.
Turn out to finals. Sure of making the runway (lower full flaps and retrim for 65 mph). In
case you are overshooting on finals, increase speed by 5 mph. Remember, in a P.F.L., you must
go round by 300' AGL. Hence, we shall go round and complete the over shoot action.
Briefing point:
Mid key point, fluid depending on winds, effect of strong winds to be explained.

29
 Night Flying
Tonight, I shall teach you night flying. Look around and notice that all the high
obstruction on and around the airfield are marked with red lights, for example ............... the
runway is lit with gooseneck-flares and is termed as the flare path. The taxy track is lit with glim
lamps. All the turning points on the flare path and taxy track are marked with double flares or
glim lamps placed inside of the turn which I shall show you later. The landing 'T' is illuminated
at night when I shall also point out later. We now carry out checks before taxying. Waive-off
checks by flicking navigation lights and taxy out. Flick navigation lights to waive-off men and
carry out checks while taxying as for day. Confirm instruments serviceable.
Taxying:
Taxying by night is similar to taxying by day, but for a few differences. At night, there is
a tendency to taxy fast and the distances are deceptive-object is which are quite close to you
appear to be far away. Therefore, you should taxy at a speed slower than ground in the glow of
navigation light or by looking at the speed when a wing tip passes over a glim lamp.
It is all the more important to keep a sharp look out at night, as such weave the nose
carefully, ensuring that you do not go too close to the edge of the taxy track. You should be in the
centre of taxy track when you pass a set of glim lamps and weave the nose in between.
Whenever, you see a light at any object close to you on the taxy track, stop the aircraft, switch on
the landing lights, ensure all clear in front and then proceed. If you have to stop the aircraft and
wait, then you must have generator charging RPM which is higher than during day due to extra
electric load.
Have you any questions so far?
Take off and circuit
Now I shall teach you a take-off and circuit by night. The tyre check point at night is
marked by three flares by the side of the taxy track, also you can see the tyre checker with two
torchers standing next to the flares. Notice now he is marshalling us with the help of torches.
Ensure no aircraft the tyre check point. On the tyre checker's instructions, stop the aircraft in
such a manner that the wing tip covers the three flares to avoid any glare. Parking brakes on flick
navigation light and put identification light on and get the tyres checks, as for day.
As the tyre checker gives the thumbs up in the glow of the navigation light switch off
identification light, release parking breaks and move forward to the vital actions point. At night,

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vital actions point is marked with 1 red and 1 white glim lamp place on eitherside of the taxy
track. Ensuring no aircraft and at the vital actions point, slow down the aircraft and stop in line
with the red and white glim lamps. Ensure generator charging rpm, adjust ultra violet lights and
carry out vital actions before take-off with the help of your torch.
Now check no aircraft on the base leg final approach and runway. Then ask for line up
permission from ATC. Notice ACP gives intermittent green. Notice the beginning of flare path is
marked with three flares on either side. The touch down zone is marked by double flares. Now
close throttle, release parking brakes and move forward in the centre of the taxy track. Once
again check base up approximately clear. As the .......... wing tip comes in line with the first row
of flares, commence a gradual turn towards the centre of the flare path using the numerals, to line
up check equal number of flares visible on either side of the nose, roll forward to straighten tail
wheel and gently stop the aircraft. This is the correct line up by night. Check DI and compass
showing approximate runway heading. Ask for take off clearance and notice ACP giving steady
green indicating clear to take-off. Holding aircraft firmly on brakes and stick fully back, clear the
engine by opening throttle to 1,800 rpm, check engine running smoothly, temperature, pressure
normal, reduce throttle of 1,100 rpm.

Gently follow me on the controls holding the rudder control and stick slightly oft of
neutral as now, release both the brakes simultaneously and open full throttle gradually and
smoothly. Keep the aircraft straight by ensuring set of flares passing simultaneously on either
side of the nose. Let the tail come up on its own. Now backward pressure on the stick, aircraft
gets airborne. Check going up and away from the flares. Before the end of the flarepath, slowly
transfer attention on the instruments. Check wings level, gentle climbing attitude, speed
increasing to 75 mph, check direction, altimeter showing positive gain in height, carry out the
checks after take-off.
Now look outside - notice the horizon. Night flying is than intelligent combination of
instrument and visual flying. Fly by instruments and cross refer visually. Look around for other
aircraft.
Approaching 500 AGL, look around and commence a climbing turn on to the cross wind.
Check turning correctly on the instruments - bank correct, ball in the centre, speed 80 mph. Look
back at flare path, check for drift and allow for it next circuit. Look at the flare path and with the
help of the DI, roll out of 90o and trim the aircraft. Look at the flare path and at this lateral
displacement to it carry out a medium turn on a down wind. Check turning correctly. Looking at
the flare path and with the help of heading indicator, roll out to fly parallel to it. Check not
converging of diverging. Remember, there is a tendency to converge on to the flare path on down

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wind as such you must guard against it. Check with the flare path and cross check with DI and
compass.
Ideal approach and landing
Now I shall teach you an approach and landing by night. All approaches at night are
engine assisted, circuit pattern is the same as per day. Notice the wing tip trailing along the flare
path, this is the correct position on down wind. Now carry out the vital actions down wind. In
line with the beginning of the flare path give the down wind call.
Look at the flare path, when it appears at ............ O'clock, commence medium turn on to
base leg. Check turning correctly on instruments. Looking at the flare path and with the help of
DI, roll out to fly 90o to it and proceed as for an engine assisted approach. Reduce throttle Flaps
fully down and trim for 75 knots. At night, there is a tendency to turn late on finals as such
commence turn here to avoid overturning. Adjust turn and roll out in the centre. Give RT call and
look for steady green from ACP. Now look at the perspective of the flare path, this is the correct
perspective for an ideal approach. Maintain it. Adjust throttle to round off between the first and
second flare. Now look ahead and I want you to notice the change in perspective for an ideal
approach. Maintain it. Adjust throttle to round off between the first and second flare. Now look
ahead and I want you to notice the change in perspective at which I commence the round off. As
the perspective changes to this gradually round off to fly level, gently close throttle, control the
sink by changing the attitude close to the flare path, 3 point attitude aircraft touches down.
Throttle back, stick back, keep the aircraft straight by ensuring a set of flares passing
simultaneously on either side of the nose. As the aircraft slows down to taxying speed, look for
double flares and clear off on the taxy track. Well clear of the flare path give RT call, stop the
aircraft and carry out checks after landing, as normal.
Have you any questions?
Landing with landing lights:
Now I shall teach you a landing with landing lights. Remember, landing with the landing
lights is not to be carried out in rain or conditions of bad visibility. I also want you to remember a
few other points:
1. We shall switch on the landing light at 300' AGL, on the approach to conserve the battery.
2. There is a tendency to round off high with the landing lights. So you must guard against
it.
3. Do not look into the beam of light, look to one side.
Now, carry out the vital actions downwind. Give the RT call. Turn on to base leg and
proceed as for a normal engine assisted approach. As the beginning of the flare path comes to
2/100' clock, commence a turn on to finals. Give RT call. At 300' AGL, switch off landing lights.
Look ahead and not directly into the beam. I want you to notice the height at which I round off,
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at this height round off, smoothly close throttle. Control the sink by changing the attitude close to
the ground 3 point attitude, touches down. Throttle back, stick back and keep the aircraft
straight. Aircraft down to taxying speed. Now switch off the landing light and watch the direction
during the sudden darkness. Look for the turning point and turn off-carry out checks after
landing.
Have you any questions?
Flare path demonstration:
Now I shall teach you how to judge the approach from the perspective of the flare path. I
shall show the perspective for a dangerously under shooting approach, and ideal and a badly over
shooting approach. Carry out the vital actions down wind , switch on down wind identification
light. In the RT call include the world 'Demo'. Now look at the flare path, normally as the
beginning of the flare path appears RL O'clock, we should turn on to base leg. But, for this
demonstration, I shall delay the turn on to base leg and subsequently the turn on to finals, so as to
fly parallel on the dead wind side of the flare path.
Here, I commence the turn on to the base leg, check turning correctly, roll out and
proceed as for an engine assisted approach. Now look to your......, can see the two rows of flares,
that is the flare path and I want you to concentrate on its perspective.
Notice as we are descending, the distances between the flares is reducing. Here, I
commence the turn on to finals. Now notice the flares appear to be merging with each other
forming 2 continuous raws of light. This is the perspective for a dangerously under shooting
approach. Go round, whenever you get into this perspective. However, for this demonstration, I
shall open throttle to 1900/2000 (speed 65 mph) and fly level at this height (400' AGL). Trim the
aircraft. Now look at the flare path, notice the flares have started separation from each other and
the distances between the subsequent flares has started increasing. And now the flares appear to
be evenly spaced, this is the correct perspective for an ideal approach. You must always aim for
this. Notice the distance between the flares is increasing further and now they are wide apart,
once again this is the perspective for a badly over shooting approach. Once again, you must go
round whenever you see this perspective. Since, we have no intensions of landing, we complete
the over shoot action, down ward identification, light off. To summarize, in this demonstration,
showed you how to judge the approach by the perspective of the flare-path in the I showed you
the perspective of a dangerously, under shooting badly over shooting and an ideal approach,
when the flares were evenly spaced. Always aim for it.
Have you any questions?

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 Taxi
Taxi is the slow speed of aircraft equal to fast walking pace of the man. Before
carrying out taxi we ensure, that taxi path is clear and no loose articles or aircraft behind our
aircraft. Now take a clearance i.e. taxi clearance from ATC, as per the clearance of ATC today we
will carry out taxi on taxi track via and R the . Now we will give the signal to the ground staff
for chocks removal. Now open throttle slowly and gradually as the aircraft moves, then slightly
reduce the throttle and then apply brakes to check the serviceability of brakes, you will notice
that the aircraft stops and the brakes are serviceable. Again open throttle to 1000 rpm or may be
little more and as the aircraft starts moving, you can retard the throttle back to 900 rpm and
continue taxi on taxi speed i.e. equal to fast walking pace of the man.
During taxi we have to carry out certain checks for this I will demonstrate you. Now
follow me on rudder pedal, move the left rudder pedal forward on left rudder bar and look front
and you will notice that the nose of the aircraft will start moving towards left. Now notice inside
the aircraft, magnetic compass as you see that heading is decreasing and as well as heading
indicator is also decreasing, and also check the serviceability of slip and skid indicator by
noticing that it should go on the opposite side of the turn. Now as I move the right rudder pedal
forward on the right rudder bar you will notice that. Magnetic heading is now increasing and DG.
I heading is also increasing and also notice the slip and skid indicator ball serviceability.
The position of the control column backward when open in throttle for taxi. Once the
aircraft is moving along freely, a comfortable neutral position will suffice. When taxing head
wind the control column hold backward, when taxing with strong tail wind, then control column
position forward to void left the tail flame. If the cross wind component then in to wind control
column should be move to void left of wind.1

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