Pilot Checklist

Fuel Pressure Green Oil Pressure Green Oil Temperature Green Flaps Retract Level/Cruise 11 Throttle Set Mixture Set (do not lean at or below 4000’) Carburettor Heat Check Heading Indicator Confirmed/Set Pre-descent 12 Mixture Set Full Rich Altimeter Set 2 Note: All clearance from a Control Tower authorising movement on to a runway or takeoff from a runway must be read-back to the controller. Pre-landing 13 Magnetos Both Oil Temperature Green Fuel Pressure Green Oil Pressure Green Primer In & Locked Mixture Rich Master On Fuel Pump On Carburettor Heat On Fuel Selector Fullest Tank Carburettor Heat Off Brakes Checked Seats Upright Seat Belts Secured Baggage Stowed Post-landing 14 Fuel Pump Off Landing Light Off Anti-collision Light Off Transponder Off Time Record Engine Shut-down 15 Throttle Set 1000 RPM Radio Select 121.5 & Check ELT Radios Off Navigation (VOR, ADF, GPS, Loran C) Off Navigation Lights Off Panel Lights Off Intercom Off Throttle Close Magnetos Check Dead Mags Mixture Idle cut-off Magnetos Off Key Dash Master Off Hobbs and Time Record Control Column Secure as required Aircraft Secure as required ATC Flight Plan Closed if applicable Version 14-02 Version 14--02 Engine Failure during Takeoff Aircraft Control Pitch Down to Maintain Airspeed Airspeed 80 MPH Below 800’ AGL: Control Gentle Turns Carburettor Heat On Fuel Pump On Fuel Selector Switch Tank Communication May Day Above 800’ AGL Same vital actions as above, but more aggressive in selecting field. When committed to landing: Magnetos Off Master Switch Off Fuel Selector Off Mixture Idle Cut-off Seat Belts/Harnesses Tight “The proper action to be taken if loss of power occurs during takeoff will depend on circumstances. 1. If sufficient runway remains for a normal landing, land straight ahead. 2. If insufficient runway remains, maintain a safe airspeed and make only a shallow turn if necessary to avoid obstructions. Use of flaps depends on circumstances. Normally, flaps should be fully extended for touchdown.” (POH, P. 4-1) Note: “If an engine failure was caused by fuel exhaustion, power will not be restored after tanks are switched until empty fuel lines are filled, which may require up to ten seconds. (POH, P. 4-1)” Engine Power Loss In Flight Glide Speed 80 MPH Control Gentle Turns & avoid fixed objects Carburettor Heat On Fuel Pump On Fuel Selector Switch Tanks Mixture Rich Primer In & Locked Magnetos Variable Settings (Left, Right, Both) Throttle Variable Settings Mixture Variable Settings Engine Gauges Check Fuel Pressure Check (if no pressure is indicated, check fuel selector is set on a tank containing fuel). When power is restored: Carburettor Heat Off Fuel Pump Off “Complete engine power loss is usually caused by fuel flow interruption, and power will be restored shortly after fuel flow is restored. If power loss occurs at low altitude, the first step is to prepare for an emergency landing (See POWER OFF LANDING). Maintain an airspeed of at least 80 MPH IAS, and if altitude permits, proceed . .” as above. (POH, P. 4-2) “Try other fuel tanks. (Water in the fuel could take some time to be used up, and allowing the engine to windmill may restore power. If power loss is due to water, fuel pressure indications will be normal.)” (POH, P. 4-2) “Note: “If an engine failure was caused by fuel exhaustion, power will not be restored after tanks are switched until empty fuel lines are filled, which may require up to ten seconds. (POH, P. 4-2)” If power is not restored, proceed with “POWER OFF LANDING” procedure. (POH, P. 4-2 & 4-3). Version 14-02 Version 14--02 Power Off landing Glide Speed 80 MPH Landing Area Select Radio Mayday 121.5 MHz Transponder Squawk 7700 When committed to landing: Ignition Off Master Switch Off Fuel Selector Off Mixture Idle Cut-Off Seat Belt & Harness Tight Door Open Latch Note: “If loss of power occurs at altitude, trim the aircraft for best gliding angle (80 MPH IAS) and look for a suitable field. If measures taken to restore power are not effective, and if time permits, check your charts for airports in the immediate vicinity: it may be possible to land at one if you have sufficient altitude. If possible, notify ATS by radio of your difficulty and intentions. If another pilot or passenger is aboard, let them help. When you have located a suitable field, establish a spiral pattern around this field. Try to be at 1000 feet above the field at the downwind position to make a normal approach. Excess altitude may be lost by widening your pattern, using flaps or slipping, or a combination of these. Touchdowns should normally be made at the lowest possible airspeed, with full flaps (POH, P. 4-2 & 4-3).” Spins Intentional spins are prohibited in the normal category airplane and the utility category airplane when air conditioning is installed. For approved manoeuvres as a utility category airplane, refer to the [Pilot Operating Handbook] . . If a spin is inadvertently entered, immediately use the following recovery procedures (POH, P. 4-3).” : Throttle Idle Rudder Full Opposite to direction of rotation Control Wheel Full Forward Rudder Neutral (when rotation stops) Control Wheel As required to smoothly regain level flight attitude. Engine Fire during Start Starter Continue Cranking Engine Mixture Idle Cut-off Fuel Selector Off Throttle Set Full Open Fuel Pump Off Abandon aircraft if fire continues. “Engine fires during start are usually the result of over priming. The [above] . . procedure is designed to draw the excess fuel back into the induction system. (POH, P. 4-4).” Engine Fire In Flight Aircraft Control Airspeed 80 MPH Fuel Selector Off Throttle Closed Mixture Idle Cut-off Cabin Heat Close Defrost Close Landing Area Select Communication May Day Transponder Squawk 7700 Prepare cabin and passengers for landing. Just prior to landing: Magnetos Off Master Off Seat Belts/Harnesses Tight Door Hatch Open Note: “The possibility of an engine fire in flight is extremely remote. The procedure given above is general and pilot judgement should be the deciding factor for action in such an emergency (POH, P. 4-4).” Caution: “The presence of fire is noted through smoke, smell, and heat in cabin. It is essential that the source of the fire be promptly identified through instrument readings, character of the smoke, or other indications, since the action to be taken differs somewhat in each case (POH, P. 4-4).” Version 14-02 Version 14--02 Electrical Fire during Flight Master Off Vents Open Cabin Heat Close Land as soon as possible. If use of electrical equipment is essential for safety: All electrical switches Off Master On Required equipment On If re-ignition of fire detected: Master Off Engine Roughness Caution: “Engine roughness is usually due to carburettor icing which is indicated by a drop in RPM, and may be accompanied by a slight loss of airspeed or altitude. If too much ice is allowed to accumulate, restoration of full power may not be possible; therefore, prompt action is required (POH, P. 4-6).” Carburettor Heat On Wait for decrease in engine roughness or increase in RPM. If engine roughness remains: Mixture Adjust for maximum smoothness Fuel Pump On Fuel Selector Switch Tanks Engine Gauges Check Magneto Switch Select Left and Right Primer In & Locked If roughness persists, prepare for a precautionary landing at pilot’s discretion. Note: Partial carburettor heat may be worse than no heat at all, since it may partially melt ice, which will refreeze in the intake system. When using carburettor heat, therefore, always use full heat, and when ice is removed return the control to the full cold position (POH, P. 4-6).” Loss of Oil Pressure “Loss of oil pressure may be either partial or complete. A partial loss of oil pressure usually indicates a malfunction in the oil pressure regulating system, and a landing should be made as soon as possible to investigate the cause and prevent engine damage. A complete loss of oil pressure indication may signify oil exhaustion or may be the result of a faulty gauge. In either case, proceed toward the nearest airport, and be prepared for a forced landing. If problem is not a pressure gauge malfunction, the engine may stop suddenly. Maintain altitude until such time as a dead stick landing can be accomplished. Don’t change power settings unnecessarily, as this may hasten complete power loss. Depending on the circumstances, it may be advisable to make an off airport landing while power is still available, particularly if other indications of actual oil pressure loss, such as sudden increase in temperatures, or oil smoke, are apparent, and an airport is not close (POH, P. 4-5).” If engine stoppage occurs, proceed to Engine Failure During Flight. Open Door If door opens during takeoff, fly aircraft normal and return for landing. Where closing the door is required during flight: Airspeed Reduce to 100MPH IAS Cabin Vents Close Storm Window Open If upper latch is open—latch. If lower latch is open—open top latch, push door further open, and then close rapidly. Latch top latch. (A slip in the direction of the open door will assist in latching procedure.) “The cabin door on the Cherokee is double latched, so the chances of it springing open in flight at both the top and bottom are remote. However, should you forget the upper latch, or not fully engage the lower latch, the door may spring partially open. This will usually happen at takeoff or soon afterwards. A partially open door will not affect normal flight characteristics, and a normal landing can be made with the door open. If both upper and lower latches are open, the door will trail slightly open, and airspeed will be reduced slightly. (POH, P. 4-5).” Version 14-02 Version 14--02 High Oil Temperature “An abnormally high oil temperature indication may be caused by a low oil level, an obstruction in the oil cooler, damaged or improper baffle seals, a defective gauge, or other causes. Land as soon as practical at an appropriate airport and have the cause investigated. A steady rise in oil temperature is a sign of trouble. Land at the nearest airport and let a mechanic investigate the problem. Watch the oil pressure gauge for an accompanying loss of pressure (POH, P. 4-5).” Loss of Fuel Pressure Electric Fuel Pump On Fuel Selector Check on Full Tank “If problem is not an empty fuel tank, land as soon as practical and have engine-driven fuel pump checked (POH, P. 4-5).” Alternator Failure Note: “Loss of alternator output is detected through a zero reading on the ammeter. Before executing the following procedure, insure that the reading is zero and not merely low by actuating an electrically powered device, such as the landing light. If no increase in the ammeter reading is noted, alternator failure can be assumed (POH, P. 4-6).” Electrical Load Reduce Alternator Circuit Breakers Check “ALT” Switch OFF for 1 second, then ON Note: “If the ammeter continues to indicate no output, or alternator will not stay reset, turn off “Alt” switch, maintain minimum electrical load and land as soon as practical. All electrical load is being supplied by the battery (POH, P. 4- 6).” Operational Telephone Numbers: Langley Flying School (887) 532-6461 LFS outside office hours (778) 255-2560 (604) 312-4114 Kamloops FIC (866) 992-7433 Canadian FSS Toll Free (800) 463-6377 US FSS Toll Free (800) WX-BRIEF Canadian Customs3 (888) CAN-PASS Operational Requirements Except in the case of emergencies, or prior approval from the Chief Flying Instructor, landings are permitted only at airport certified by Transport Canada. Pilot and Student Pilots seated in the front seat must wear quick donning life jackets during Georgia Strait crossings. It is prohibited to fly Langley Flying School aircraft beyond gliding distance to shore. Add oil at the 6 US quarts level. Keep cabin doors secured at all times. Langley Flying School’s Aircraft Status Board must be reviewed prior to flight Relay all emergencies through Flight Service (1- 800-INFO-FSS). Also contact Langley Flying School at or, after hours, (604) 312-4114. As per Transport Canada requirements, maintenance on this aircraft (other than the adding of fuel, oil, or air) is prohibited without the consent of the Maintenance Manager for Langley Flying School—(778) 255-2560. The pilot is responsible to ensure that the aircraft is properly equipped with survival equipment as per the Canadian Aviation Regulation 602.61. 3 Note: Canada Customs must be advised prior to departure for a return flight to Canada, including the estimated ETA, the airport of entry, the citizenship, name, and birthdate of all passengers on board the aircraft, and any declarations related to purchases made in the US. Also note the limited times at which CYXX is a valid airport of entry. Version 14-02 Version 14--02 Useful Local Radio Frequencies: Caution: Check Current Charts as data may be incomplete or outdated. Abbotsford CYXX ATIS 119.8 Gnd 121.8 Twr (inner) 119.4 Twr (outer) 121.0 MF 119.4 Boundary Bay CZBB ATIS 125.5 Gnd 124.3 Twr (inner) 118.1 Twr (outer) 127.6 MF 118.1 Chilliwack CYCW ATF 122.7 Delta Heritage Air Park CAK3 ATF 123.3 Fort Langley CBQ2 ATF 123.2 Langley CYNJ ATIS 124.5 Gnd 121.9 Twr 119.0 MF 119.0 Hope CYHE ATF 123.3 Naniamo CYCD Radio 122.1 MF/ATF 122.1 Pitt Meadows CYPK ATIS 125.0 Gnd 123.8 Twr 126.3 MF 126.3 Sechelt-Gibsons CAP3 ATF 123.5 Surrey / King George Airpark CSK8 ATF 123.5 Vancouver Harbour CBC7 ATIS 126.8 Twr 118.4 ATF 118.4 Vancouver Intl CYVR ATIS 124.6 / 124.75 Clnc Del 121.4 Gnd (South) 121.7 Gnd (North) 127.15 Twr (South) 118.7 Twr (North) 119.55 Twr (Outer) 124.0 Victoria Intl CYYJ ATIS 118.8 Clnc Del 126.4 Gnd 121.9 Twr (Inner) 119.7 Twr (Outer) 119.1