27 February 2019

Please note that he wanted the English Language document to be filled up with your
personal details (Name, ARN, Educational background etc) before handing the
documents over to him.

Flight sequence and theory were similar to the ABBA dated 27th Dec 18.

Some differences in the circuits at Murrayfield.

● Inbound: After the steep turns, about 10nm from Murrayfield, CS used the
GPS to tell me the bearing and direction to Murrayfield. He had already
changed radio frequencies for Murrayfield CTAF during the steep turn. He
expected me to know and make the 10nm inbound call to Murrayfield. This is
as per the VFR Nav 2 call that we had to make. After making the call, he
prompted me to sideslip to 1600ft. During the sideslip, he asked me to monitor
the CTAF calls for Murrayfield. Once I levelled off at 1600ft, there was a radio
call for someone taking off at runway 23. I suggested skipping the windsock
check and told CS that I would be descending to the dead-side at 1100ft to
join circuits instead. He agreed and prompted me to do my FRECAAAT
checks when I was about 5nm away from the aerodrome. (He did mention
during the pre-brief that he will not be assessing us on the joining of circuits,
but he wants to ensure that we are not clueless on the procedures either)

● General CTAF calls: He expected me to make the joining circuits call and all
other CTAF calls in the circuit. He also wanted me to make the intention of
“touch and go” known in the first downwind call. Apart from this, intention was
only required to be made known on all turning final CTAF calls. All CTAF calls
were to be made during the turn to downwind/base/final.

● 1st circuit : Normal approach. I did my upwind checks at 300ft, looked out for
traffic at 500ft, turned crosswind at 600ft, level off at 1100ft on downwind and
turned finals at 700ft. This is just a guide that I used. During the pre-flight
brief, he told me that he was ok for cadets to just add 100ft to everything we
did in Jandakot. So you may want to clarify with him or just wait for his
comments during the flight.

● 2nd circuit : Glide approach. As per the previous ABBAs, he wanted us to idle
throttle at our own timing. As for the CTAF calls, he asked me to add “glide
approach for Runway 23” on each call. I wasn’t sure what the call was, so I
asked him and he talked me through on what to say while I was on crosswind.
So you can just check with him if you are not sure, he is quite willing to guide
us.

● 3rd circuit : Flapless approach. There was no special CTAF call for flapless. It
was the same as the normal approach.

● 4th circuit : Low level circuit. As per the glide approach, he asked me to add
“low level circuits at 600ft for Runway 23” on each call. For this circuit, he
commented that I should have lowered my RPM closer to idle when I was
 turning finals. This will ensure that I can quickly bleed my speed in order to
deploy flaps 20 and 30.

● Departure : Once I carried out the low level circuit touch and go, he made the
radio call that he would be carrying out an EFATO. On crosswind he
simulated engine failure. He expects us to fly to the field that we point towards
and go around on his command. Once I went around, he made the radio call
for departure and asked me to climb for stalls. He advised me to change the
radio frequencies only when I was well clear of circuit traffic and any inbound
aircraft.

23 Januay 2019 (PPL 0830H Departure)

Essentially my flight was a little bit special due to this. Highly Suggest Following the
older ones as well as mine is done quite different and everything was done play by
ear.

Did cicuits at runway 30. Proceeded to training area and started out with:

1)Slow flight at 65 and 60 knots, then IFR which consisted of turns and UPRTs.

2)Then, 2x steep turn,

3) Followed by stalls; clean , approach and incipient.

4) Lastly he will set you up somewhere near the abba field for PFLs. After going
around, he will conduct an EFATO.

Did rwy 30 arrival for straight finals.

For RWY 30 straight finals, you should start lowering the flaps to 10 &20 once you
are above a roundabout located on the ground, in line with rwy 12\30 centre line.
Short field landing was executed.

Came back and did theory

 a. Theory
i. Tell me the relevant SASP Parts.
1. Part 1 (SPL,PPL etc)
2. Part 2 (Professional Pilot Licenses)
3. Part 9 (Medical)
ii. Recency requirements
1. 5 hours of which 2 hours must be dual to renew C o E.
Otherwise, a flight test can also be done to receive a C o
T. Both C o E and C o T are valid for 12 months.

iii. Class 1 is for IFR. For PPL Class 2 is minimum

iv. He then ask what happens when I start the engine on ground
and there is a fire.
1. Engine fire on ground checklist
v. He will also ask Radio Failure Procedures
1. While in the air, theres a flashing red light what does it
mean?
a. Aerodrome unsafe, do not land

2. While taxing on the ground, and you have a radio failure

and tower shows a steady white light, what does it mean?
a. Taxi back to where u came from
vi. He asked me about the alternator as well.
1. What is the M Batt voltage?
a. 28V
2. What Voltage is the battery rated at?
a. 24V

27 December 2018 (PPL 0930H Departure)

2. Meet CS earlier around 60mins before departure time. He needs the time to
check your paperwork and brief you on the test procedure.
i. Make sure your forms are the latest versions i.e. the CAAS
Aviation English Screening (FC95)
ii. Not essential but good to memorise the order of the airwork he
will ask you to do and the stalls that will be tested.
iii. Murrayfield chart and print a GAF of the winds. GAF will be
needed if no other aircraft are doing circuits in Murrayfield as
you need to determine the runway to use.
3. Flight Sequence:
a. Short Field Take-off (Tune 119.1 on standby for COM2)
 i. 300ft, pitch down, regain some airspeed first THEN raise flaps.
b. Slow Flight (He asked me to turn towards Becher Point and back to
original heading once I have stabilised in slow flight)
i. 65kts with no flaps
ii. 60kts with flaps
c. Steep Turns (He may ask you to do 2 times or 4 times during your pre-
flight briefing. If 2 times, its as per normal one left one right. If its 4
times, it will be 2 left and 2 right. You can decide the order of the turns.
(E.g. L R , R L for 2 times. L L R R , L R L R for 4 times and etc.)
d. Track towards Murrayfield
e. Sideslip
f. Join Murrayfield circuit pattern. Conduct AFRECAAAT check after he
make the initial radio call. (Even though he will be doing the initial calls,
KEEP YOUR EARS OUT and know how many aircrafts, what are their
callsigns, their intentions and the runway in use. He will periodically ask
you about these.) For radio calls wise, he will ask you to take over
during the 2nd or 3rd pattern. Some of the special calls like glide and
departure he will comms for you.
i. Normal
ii. Flapless
iii. Glide
1. He will ask you to decide for yourself when to cut power.
He prefers you to cut power right before you turn for
base. So if you want to extend your downwind slightly
after the threshold, don’t cut power immediately after the
threshold. Cut the power only right before you turn.
iv. EFATO
v. Stop and Go
vi. Low level circuit
1. 600ft, 80kts, flaps 10, power 1800rpm or as required to
maintain height and airspeed.
2. On base, maintain 600ft and slow down to 70kts but do
not deploy flaps as it will be very difficult to maintain
speed and altitude with flaps 20.
3. On finals, deploy flaps 20 and 30.
vii. Departure from circuit
1. He asked me to do a low angle of bank when turning to
crosswind so I did a 5degrees angle of bank turn all the
way till downwind so we can be near the overfly altitude
by the time we enter downwind.
g. Stalls
i. He will ask you to track back towards Jandakot and choose a
height to climb after the departure for the stalls. Do not say that
you will do it at the stalling forest. Just make sure you climb to
3500ft and once the area is clear below you, conduct your
 HASELL checks. He also wants you to do a lookout before
EVERY stall.
1. Clean stall
2. Approach configuration stall
3. Incipient stall
h. IF
i. Turns.
1. He asked me to make a left turn to 090 when I was
tracking 020. So pay attention to the direction of the turns
he wants you to do it in.
ii. Climbing turns
iii. Descending turns
iv. UPRT
1. High nose low speed
2. Low nose high speed
i. PFL
i. After you have removed the hood, he will ask you if you have
orientated yourself. Take your time, look at your surroundings
and try to find the ABBA field. Because once you say you have
orientated yourself, he will cut the engine power. (He didn’t do it
for my flight though.)
j. Inbound to Jandakot
i. He asked me to postflight ICUS right after we stopped the
aircraft at parking bay so that’s when you will know if you pass.
k. Theory
i. What are other publications are there besides the ANO, blah
blah blah that is simpler to read (or smth like that)
1. SASP
ii. Tell me the relevant SASP Parts.
1. Part 1 (SPL,PPL etc)
2. Part 2 (Professional Pilot Licenses)
3. Part 9 (Medical)
iii. Recency requirements
1. 5 hours of which 2 hours must be dual to renew C o E.
Otherwise, a flight test can also be done to receive a C o
T. Both C o E and C o T are valid for 12 months.
iv. Aircraft systems
1. What are the causes of a rough running engine?
a. Fuel contamination
b. Spark plugs fouling
i. What can cause spark plugs to foul?
1. Mixture too rich
c. Faulty magnetos (This seems to be his favourite
answer)
i. He asked what will happen when I switched
the key to L magneto.
 1. R magneto will be grounded and only
the L magneto will be running.
ii. If you switch to the L magneto and the
engine fails or becomes very rough, what
should you do?
1. Switch to R magneto.
2. Head back to Jandakot.
3. Inform ATC or make PAN PAN call.
4. Report in the MR
iii. He then ask what happens when I start the
engine on ground and there is a fire.
1. Engine fire on ground checklist
 GOOD LUCK ! ! ! ! ! ! ! ! ! ! ! ! ! ! !

Private Pilot
Licence (PPL) flight test with Clement Seah (CS)
TAF AMD YPJT 270522Z 2705/2724 26016KT 9999 –SHRA BKN040 FM271100 26010KT
9999 –SHRA BKN030
RMK
T 17 17 15 14
Q 1016 1016 1016 1015

ATIS
I RUNWAY24, 260/18, M12, 9999, BKN038, T19, QNH1015
J RUNWAY24, 270/18, M12, 9999 –SHRA,, BKN035, QNH1016
Original flight time: 1030
Delayed to 1500 as CS was busy.
CS asked me to see him at 1330.

Structure of the test:

1. Pre-flight brief
2. Weather brief
3. Airwork sequence and expectations
4. Flight
5. Flight debrief
6. Theory
7. Paperwork
The first questions CS asked are:
“Did you eat well?”
“Did you sleep well?”
“Are you ready for the flight?”

Then he will state that he is a representative from CAAS to conduct the PPL Flight Test, he will
observe and not speak much unless necessary, and to treat it as a solo flight (i.e. make command
decisions, make ALL the radio calls, YOU decide where to fly to, where to conduct the airwork
and he will only prompt you on the manoeuvres to be done. Show confidence! ☺)

He will be taking notes during the flight and will later debrief your mistakes on ground, he told
me to not be alarmed, relax and stay calm.

After that I did the Pre-flight brief and the weather brief.

He asked if I prefer to do GH or CCTS first and then he told me the rough sequence of the
flight. You don’t have to memorize the sequence because he will prompt you in the air.

Slow flight is done visually, not under the hood. When turning, use angle of bank (Indicated
airspeed/10 +7) and power as required to maintain your reference altitude)

He will watch you pre-flight. And just before you complete it he will leave for the washroom.
Wait for him in the aircraft. You can start the Before Starting Engine checks.

My flight sequence:
Slow flight 65kts clean, turning in that configuration
60kts with 10° of flaps, turning in that configuration
Clean stall and recovery
Approach configuration stall and recovery
Incipient stall and recovery
Figure of 8 steep turns
IF: Rate 1 turn, UPRT High nose low speed, low nose high speed
PFL (Landed towards the west coast, funnel-shaped ABBA field)
EFATO (He prefers doing it in the training area)
Circuits: Normal, glide, flapless, short-field stop and go, normal take-off, he took over the last
round for a full-stop.

After I took off my hood, He asked me to orientate myself. Once I said I was ready, he
removed my power at 3,500ft. (Red circle)

Plenty of height to choose your field and do your procedures. Remember to do the full
procedures (i.e your shutdown checks especially the shutting down of electrics after 3 rd stage
of flap deployment).

PFL Tip: Always account for your prevailing winds because you would have to adjust your glide
approach according to it. E.g. If there’s a strong headwind on finals, deploy flaps only if you’re
sure of making the field.

EFATO was done after PFL. Returned to base after EFATO.

 There was no one in the
circuits by the time I
was on my 2nd round
(Glide).

There was a very strong

and consistent right
crosswind.

I chose to be higher
and faster for my glide
approach due to
significant headwind
and rounded out at my
one-third aiming point -
he was ok with it.

For my flapless landing, I landed to the left of the centreline and CS also asked about it after I
took off. I acknowledged that there was insufficient right aileron input given the crosswind
from the right. CS expects nose-straight and on-centerline landing (i.e. good crosswind
technique)
For my short-field stop-and-go approach, I wasn’t paying attention and my approach became low
and slow. I had to add in a lot of power and only regained my speed just seconds away from the
runway threshold. During the upwind leg after taking-off again, CS asked about it and I told him
that I recognized my undesired aircraft state and considered going around but chose to give my
approach a last chance for correction. He told me that I should have trusted my first instincts
and gone around early. One round is just another five minutes. When the aircraft is low and
slow, the nose attitude is higher than normal and there’s a lot of induced drag to overcome so it
is also difficult to regain speed unless a lot of power is added. So always go-around once you
find yourself low and slow. Being low and slow on short finals is a very dangerous situation.

He flew the last round and demonstrated a short-field full-stop landing.

I looked for him in his office after I dipped the tanks and packed up my stuff in the aircraft. I
told him I didn’t post flight because I don’t know if I should post it as ICUS (Pass) or Dual
(Fail). He told me to take a break, go and drink some water and come back in ten minutes. Those
who flew with CS before told me that he’s quite caring and fatherly. ☺

After I came back, he debriefed me on the things he wrote during the flight.
Before we flew, he did say that everything should only be done once, and I did everything only
once. So I don’t know if he’s open to redoing if it is unsatisfactory.

He tested me on some theory. Engine fire in flight, engine fire on ground, and alternator failure.
He didn’t ask me anything from the Singapore Air Safety Publications Part 1 Chapter 2.
Memorize your checklist emergency procedures, and read the POH.
SASP: https://www.caas.gov.sg/docs/default-source/pdf/singapore-air-safety-publication-part-
1.pdf

He did the paperwork and told me that he will submit it. He also helped me to post flight.

Lastly, he will ask if there are any more questions.

After that you’re good to go!

Paperwork required:
1. CAAS PPL Flight Test Checklist (Ask Mr Morray to sign the first 2 rows)
2. Private Pilot Licence Flight Test (CAAS FC21)
3. Some CAAS English form (make sure it’s the latest version, can check CAAS website)
4. 4.6 Check Flight Feedback Form (Same form used for SI check and RPL)
5 December 2017 (PPL 1030H Departure)

4. Meet CS earlier around 45mins before departure time. He needs the time to
check your paperwork and brief you on the test procedure.
i. Make sure your forms are the latest versions i.e. the Flight Test
Form (FC21), the CAAS Aviation English Screening (FC95)
ii. The forms required are listed above.

5. Also, bring your logbook along for the brief, as he may want to double check
that you meet the minimum hours requirements for PPL application (He will
also crosscheck with your TMS record).

6. He will go through the test process e.g. the items that need to be checked
off: slow flight, stalls, PFL, circuit approaches etc. Don’t worry as he will still
prompt you in air about what to do next in the sequence.

7. For preflight brief, he advocates checking the MR hours at least 4 lines up, to
make sure there is no error carried forward from previous closings e.g.
misreading numbers like 4 looking like 9 etc. He says that the instructors
have been told to remind cadets about this.

8. He will give you a choice of whether you want to do circuits or GH first. Good
to be aware of the sorties planned around the same time as you. There were
2 other PFL sorties planned for 30mins/1hour after my departure time, so I
decided to do GH first and finish the PFL portion before they appear.

9. My briefing ended with about 20mins to spare before departure. He will tell
you that you can go and preflight the a/c first. If you reach the point where
you are done and seated in the a/c waiting for him, is fine with him as well.
So just up to Before Starting Engine Checklist.

10. For the checklist items, he did not require a Passenger Brief or the Taxi Brief
(told me to skip when I reached these items).

11. GH portion – nothing significant to add on to the ABBA above. You can tell
him whether you want to do steep turns or Stalls first during the preflight
brief. I did steep turns first. Due to low cloud base we decided to do stalls at
3200’AMSL due lower cloud base and over the salt lakes. Had a prominent
wing drop for approach stall, but recovered appropriately so did not have to
do a Turning Stall (Incipient Spin).

12. For PFL, he will pull power at 3500’AMSL near the ABBA fields, so you do
have quite some time to do your checks and choose an appropriate field. As
above, he likes that you can go through the complete checks, even up till
doors unlatched etc once you are established on finals with flaps 30. To him,
 a good PFL is also one where you are able to use all your flaps coming in,
but he’s not going to penalise if you only need flaps 10/20 to make the field.
He will do the EFATO after the PFL, and also would prefer you to Trim,
Select Field, Turn to the Field, and Complete the Shutdown Checks.

13. Circuits – Joining circuit is not a test item so he will guide you if required,
but will leave you to make the radio calls (request, switch frequency, contact
circuit tower), watch for traffic and fly the aircraft. Good tip he gave was to
watch for traffic within the circuit once you are inbound and before cleared
visual approach.

14. In general, he is quite particular on maintaining centreline as well through

the approach and landing. So use sufficient crosswind technique as
required. Also, CS’s circuit pattern is slightly longer (longer downwind)
compared to us. So he does turn for base (24L) further after the prison, and
tracks over the highway. So be aware of his tolerance for a “longer”
downwind. For traffic separation, he is OK if you need to bow out your
downwind as a last resort to not cut traffic ahead. (There was a twin flying
wide circuits in front of us, and I kept catching up to him due to tighter
circuit). Also rmb to correct sufficiently for drift especially on crosswind and
base. He said I did not point outwards sufficiently for crosswind, hence, I was
cutting in the downwind and catching up with traffic.

15. 24L was in use, and ATC gave joining instructions for Base. CS decided to
use the opportunity to do a glide approach. So after cleared visual approach
and tracking for base, CS pulled the power and asked me to do a glide
approach. So glided down from 1500’AMSL, used flaps 30 on final but still
quite high on approach (was 1000’ when I turned final). Did not help that
there were some thermals over the sand patch also. In the end, to reach the
runway, I had to nose down much more, which caused my speed to reach
70+ KTS (maintaining below max flap extended speed) but I was able to
round out over the runway numbers, though at a steeper angle. During the
debrief, he said he was OK with what I did but reminded me that if gliding
down at a higher speed you need to aim shorter so that you can use more of
the runway to bleed off that excess speed you have.

16. Not sure if he is open to side-slipping the aircraft, I was not comfortable
executing it so did not do it for that glide approach (But according to AC
ABBA, AC would ask you to sideslip in for joining circuits).

17. After glide was 1 x normal approach, 1 x flapless (after 1 go-around due to
being high on profile – thermals from the sand patch), and finally short-field
landing (Stop and Go). The Stop and Go must remember to STOP the a/c,
so once touchdown, use aerodynamic braking and the wheel brakes to bring
it to a complete stop. He will take control and do 1 more circuit for his
practice/recency.
18. After landing, you will take control of the a/c again and taxi back to Northern
Apron. Rmb that the test doesn’t end until the a/c is shutdown and secured.

19. He won’t tell you your results until the debrief. You can wait maybe 10-15
mins after you go back to Ops to go see him. (I saw him after returning keys
and he told me to see him 10mins later).

20. During the debrief, he will go through the test portions and highlight any
points for improvement. He will complete your flight test report, scan and
make his own copies of it. Then he will do TMS records as well. As per the
ABBA above, I did not postflight before I saw him. So when he asked, I
replied that I did not know whether to put as Dual or ICUS hours. He will help
you postflight on the spot.

21. At the end, he asked some general theory questions. Similarly, he asked
about Engine Fire On Ground procedures. He then asked about PPL
Privileges and Limitations (see below for SASP Part I extracts). I replied
with the general privileges & limitations:

a. PIC/Co-Pilot of specific aircraft classes e.g. single engine, land for us

b. Valid Medical
c. Cert of Test or Cert of Experience with a 12-month validity
d. Recency of 5 hours flying including 2 hours as dual with instructor,
within the 12-month validity.

22. He will ask further questions about PPL through scenarios:

a. What medical you need for PPL?: Minimum Class 2, and Class 1 if you
have Instrument Rating also
b. Can you fly VFR?: Not unless you have IR with the PPL.
c. Can you fly a Piper next time? (it’s single engine also): No, because
not competent, need to be checked out on it
d. If a friend offers you a job to transport passengers, and gives you 15%
of the cut, can you?: No, because PPL holders is not allowed to receive
renumeration for flights carried out.

23. Lastly, when you pass, he has to countersign on your logbook (Remarks
section) after you have entered in the log (input as P.1/S for holder’s
capacity). Not urgent, you can find him the next day or later to sign it.
8 DECEMBER 2017

Due to the TAF forecasting a change in wind direction from easterly to southerly, I
suggested to CS that we could do circuits first. He was okay with the idea, and
briefed me about departing circuits for training area.

Circuits:

First one was Normal, second one was flapless and then a glide approach.
Sequence could change based on traffic separation as he wanted glide on second
round but traffic was close to us on mid base.

For glide approach, he didn’t mention that I have to close my own throttle when
ready. Almost past the threshold then I asked if he is going to close the throttle and
he said when I am ready, close the throttle myself. Glide I was quite high due to
tailwind of base. Flaps 20 quickly and flaps 30 on finals with nose down attitude.
Must watch your flap extension limits if you do this. He is okay with such a measure
to make the runway.

GH:

As per above description, sequence is about the same. He asked if I wanted to do

stalls first or steep turns first. I did steep turns first.

For stalls, Although I did approach configuration stall with a wing drop, he still got me
to do turning stall. So this depends I guess.

Slow flight was visual, so 65 knots clean, 60 knots flaps 10. He will ask you to do
turns which are about rate 1 turns to a couple of headings.

Instrument flying included climbing at Vy 80kts and glide descent at 65 knots. Rate
one turns as well.

UPRT was done in IF under the hood too. Low nose high speed & high nose low
speed. Low nose high speed is usual recovery, power idle, roll wings level, raise the
nose, between 100-110kts add full power.

However, high nose low speed, I had a different experience for this. I did what HK
mentioned, lower nose, then wings level and power as required to climb back or
descend. But CS said not like that, ask me do again. Then I said should it have been
lower the nose and add power simultaneously and he said yes that’s the way. So I
did this again and he was satisfied with it already.

After IF, he asked me to orientate myself and you will roughly know PFL is next item.
So try to take a little bit more time to “orientate” yourself, figuring out where the wind
is, where is your field and how to fly your PFL pattern, then tell him you orientated
already, good to go.
PFL

He closed the throttle at 3500ft thereabouts at the point shown in the picture. It was
easterly wind so I had to land into the escarp direction.

From my training with DP, he taught me to fly into the field to lose excess height,
because when over the field, you can enter high key, low key, or anywhere in
between etc, more convenient. So that was what I did, hence the huge circle. Made
my high key, low key and had the field in front of me. Unlike HK, he won’t tell you to
go lower, so go around early, don’t go below 600ft indicated.

EFATO

EFATO came immediately after going around, so faster trim out and choose a field,
head there and use flaps as required. My choice of field wasn’t good as it was too
near and flaps 30 couldn’t bring me down fast enough. I did a go-around before 600ft
and CS took control and showed me the possible fields I should have chosen. He is
of the opinion that we can be flexible with choice of field even when we turn towards
our original field. Don’t rush with deploying flaps, so that you got glide distance to
turn to an adjacent field if need be.

Short field landing and take off

Short field take off was done during circuits. No stop and go, just first take off was
short field.

Short field landing: he said mine seemed like a normal landing. I was getting low and
slow on short finals so I added power and reduced it quickly but that made my
airspeed high. Despite closing throttle before rounding out, it was still fast. Runway
06L was in use and I landed just before Golf.

CS is different from HK for this item too. HK don’t need you to exit the first taxiway
but CS expected more prompt braking with aerodynamic slowing down. He said he
understand we are told not to use hard braking so as not to wear the tires but he said
I should have still tried to slow down with aerodynamics and brakes as soon as I
touch down. Admittedly, I thought he was like HK, not particular on exiting asap, so I
actually let the aircraft roll to the next taxiway Foxtrot.

Theory Questions:

Back in the office for theory questions:

1. What are the privileges of PPL? (Ans above)

2. Where to find this privileges of PPL info? Which part of it?

- SASP Part 1

3. If back in Singapore, someone you know has a C172, same as the SFC one,
can you fly it?
- I said yes, can, since it’s same aircraft type we are rated for.

4. How long can you fly it for? (Asking about validity)

- 12 months validity due to certificate of test, certificate of experience

5. How many hours you need for the validity?

- 5 flying hours, of which 2 is dual with instructor

6. What battery does the C172 has?

- 28V DC electrical system

7. What voltage is the alternator?

- 28volts (I think)

8. What voltage is the battery?

- 24volts

9. What actuates the flaps on the Cessna 172?

- Electrically actuated.

10. How to prove that it’s electric?

- I said because it was circuit breakers for flaps. I think if you say switch off
masters then the flaps cannot deploy, also can!

11. Asked about engine fire on ground procedure.

- I mentioned the checklists steps.

Theory wise, I admitted to him I am not so strong with the batteries part and he was
understanding about it, just suggested to study the POH more. He said if you know
how things works, the checklists and emergency procedures will make more sense.
8 DECEMBER 2017

RWY 06 M10 10AM.

Performed CCTS first due to multiple company ac doing area work and winds
shifting to the south on TAF. Explain to him why you nominate CCTS/AREA to be
first.

Normal, Flapless, and Glide as per normal. For glide, we will pull the throttle when
we are ready (abeam the threshold). AC performance was low, and 2000RPM on
DW only got about 93kts. CS commented that if necessary to add more power to
achieve CCT speed.

Departure from 06 CCTS to area, make the left turn to training area on late
downwind. Once abeam both Lake Thompson and Forrestdale, start the climb.

Started off with slow speed. 65kts clean config and 60kts with 10 degree of flaps.
Would recommend setting the power to 1700RPM and slowly letting the speed bleed
off to stabalize the ac in slow speed setting. He is not in a rush to get to 65kts so
best to do it slowly and make small corrections if necessary. Apply full power when
completed and maintain reference height.

Next is steep turns. Pick a reference point and conduct as per RPL.

UPRT and stalls as above. Nothing unusual. He asked me to induce a turning stall
with power at 1400RPM, turn right, and then nose up quite high. Once stalled,
perform turning stall recovery as per normal.

For PFL, take your time to orientate yourself. He says that he always pulls for PFL at
3500 feet to give students enough time to complete the checks. Same as RPL, make
the field and try to complete the checks to the end. EFATO afterwards, point the
nose to the field selected and deploy flaps if necessary.

Came inbound as per normal and did a short field landing. Try to make it to an earlier
taxiway exit as that shows that the short field was done correctly. But if u cant, its not
a penalty. Best to play safe and not blow a tyre in a test!

After the test, he will talk about how the flight went and he did the post flight for me.
Did some paperwork and discussed about the drag curve and how it affects short
field performances and slow speed on the aircraft. Basically, 65kts is the AC Vmd.
Therefore, if we don’t maintain 65kts in slow speed, any other setting will require
more power to compensate for increased drag. Also discussed departure from 06
CCTS. He commented that I didn’t have to read back all his instructions to him e.g.
bearing during the IF component, as listening to traffic at 135.25 is a higher priority.

Theory qns asked all similar to above. Was not asked on the privilleges of PPL nor
any emergency checks. Only asked where to find the regulations, which is SASP
Part 1.
When flying with CS, do plan your route in your area work as it will be up to the cadet
to choose where to do the stalls and steep turns. He will only give minimal prompting
and instructions during IF. He will not take control for a large portion of the flight.
Good luck!

21 Dec 2017
ATIS for CCTS: 06R 060/10 CAVOK T30 Q1013
ATIS for inbound after GH: 06L 330/08 M8 MTW3 (changed to MTW5 inbound) T33
Q1012

CCTS:
● normal (short field take off -- lower the nose to increase airspeed and confirm
clear of obstacles before removing flaps, and complete after take off checklist)
● glide (with 2 orbits for separation -- he’ll ask you to do the orbit yourself, do a
rate 1 turn -- I did MLT and he said it’s too fast to increase separation)
cut your own throttle when you think you need to -- i cut a bit too early but was
able to make the runway with flaps 30, but he said it is more ideal to cut
throttle later..
● flapless (depart south on late downwind, remain east of freeway, maintain
1000ft)

GH:
● best rate climb
● slow flight (65kts and 60kts with small turns to visual ref point outside -- CS
advised during debrief that power should be about 1600-1700 RPM)
he mentioned that the speed was untidy during slow flight -- need to add more
power once we go below Vmd
● steep turns
● clean stall -- approach stall -- incipient stall -- turning stall (all to be done on
your own -- he said he is a passenger on board, so do your own lookout turns
and enter your own stalls)
ensure that you do the clearing lookout turns, and HALL checks before each
successive stalls
● basic IF -- rate 1 turns, UPRTs
● PFL from 4000’ (did not deploy any flaps even during finals -- he was okay
with it)
● EFATO -- he needs to see you deploying flaps and make the field (go around
before 600’)
● inbound -- short field landing [went around due to late clearance from tower,
on second attempt: exited at Echo due to tailwind -- he was okay with that. He
advised during landing roll not to exit Foxtrot when he saw me braking hard to
try exiting at Foxtrot. He mentioned better to play safe and exit later then skid
on the ground and fail the test :-)]

Theory (after flight):

● very relaxed, had a discussion on short-field takeoff and landing calculations:
he asked if the charts we used for the calculations reflect our daily operations
○ discussed how TAF/ATIS/density altitudes charts will affect our
takeoff/ground roll calculations on the weight and balance sheet
○ discussed how TOW affects the performance
 ○ discussed how our normal take off in clean configuration / landing in full
flaps configuration changes the calculation
● discussed why we do short field take off with flaps 10
mentioned that we climb best in clean configuration -- less drag -- more
excess power for climb -- then he asked why do we do short-field take off with
flaps 10 if we can climb better with clean flaps
-- was stunned for a while, then discussed how flaps will lower our stall speed
so we can rotate at 51kts instead of 60kts and that will allow us to clear the
obstacles earlier
● discussed PPL privileges -- took out the SASP document and referred him to
the relevant sections -- ok with that
30 January 2018 (Personal opinions are bracketed)
Debrief 1hr before flight time with Aircraft prepped.
He did the normal introduction.
If gusty conditions, he will ask if you want to change the sortie.
(Instructor who flew earlier said conditions were fine, so decided to go ahead)
(Better to come earlier and ask around for conditions for the day)
If you think conditions are bad, you can voice out to him. He is OK with your
decision.

ATIS: Rwy 12, 070-130/15-25, M17, CAVOK, T24, Q1017

CCTS
● Normal: (Note that speed if keep fluctuating once the attitude is set, DON’T
chase the speed by changing attitude. HW will increase Rate of Descent quite
significantly. Correct to be on glide profile so that you don’t end up low)
● Flapless: Uneventful
● Glide: (Noted the headwind was around 20kts. Hence, delay taking flaps even
if A/C is high. Depending on the X-wind and HW, better to cut throttle on base.
For Strong HW conditions, it’s always better to be way higher than on profile.)
● SF Stop & Go: First time doing Stop & Go so I thought ATC will give
clearance or something once I landed so my A/C was rolling at taxi speed
when he said complete stop.
(Take note: For this make sure A/C comes to a complete stop). So the sequence for
this is that: Land, Brake, Complete Stop, Normal T/O)

Remember to correct for wind on each leg of the CCTS.

He asked me to ask tower for departure to training area. Tower was very busy and
hence I could not get the call even on upwind, 1000ft levelled off
(Don’t panic, just continue upwind and request once no is talking to tower. They will
immediately ask you to turn right and depart. You can also ask during your
downwind call)

GH part
● Did LTOM ART and levelled off at 2500ft
● Slow Flight: Powered down to 1600rpm, speed was at 80knots, A/C climbed
100ft. Was holding it for like 1 minute
Reduced power more till almost 1200rpm and A/C was still not sinking. Then it
happened. Altitude dropped to 2380ft and also speed went to below 65kts.
Increased power drastically to make adjustment till I realised it was best to
restart. Told him I am going to restart this. Climbed to 2500ft and restarted
this manoeuvre. He is OK with this.
(Powered to 1600rpm and 1 finger attitude. Waited longer than usual but the A/C will
settle to required speed eventually. BE PATIENT!)
He will then ask to turn to track to certain reference points like tall mountain on the
left etc than go to 60kts. Uneventful after that
● Stalls: Uneventful
● Steep Turns: Figure 8 uneventful (On ground briefing, he explained that you
can take your time, clear your turn then go from left to right: Don’t have to do
the super fast transition from left to right where people clear the turn during
the steep turn itself)
 ● BIF: A few rate one turns etc. climbs
High Nose, Low Speed: Did Nose and Full power together, then roll wings
level (he didn’t say anything negative)
Low Nose, High Airspeed: Power idle, Roll wings level, Nose to Climb Att,
Speed below 110/100kts, Full Power

● PFL: Very Different experience for me. Could not use the 45 degree aim point
judgement technique effectively due to the strong HW (It was about 24kts HW
on final).
Cut power near the ABBA field. Also there was a traffic heading straight for the
ABBA field during my downwind and final phase. He will give instructions like
don’t turn right now due to traffic. Just follow and plan accordingly. You have
to look out for traffic but he will also look out for you. (At one point, he took
control during the PFL and did a 60 degree steep turn to look out and clear
the 2 traffic before giving back control. Don’t be alarmed!)
Turned to downwind at 2200ft and gained 100ft just before low key.
Pitch down a bit, Speed increased.
(he wants you to maintain 65kts as much as possible, his pet peeve)
and was turning to base at 1400ft. The wind also pushed you out on base(so don’t
wait for 45 degree then turn on final was at 1200ft, and could not make to 1/3
aimpoint and skeptical about making the threshold. Went around at 680ft. He
said that was a 50-50 chance of making the threshold.

Set me up at high key again (signs that he is not out to fail you). Decide to turn way
earlier, but wind still pushed me out. Delayed flaps 10 till late base. On final, I
knew I can make it to the 1/3 aim point and decided not to take flaps. He said
Ok.

(Take note that strong wind pushes you faster on downwind. So if you plan to turn at
45 degree, you will only turn like 55 degree after clearing turns etc. (case of 1 st
PFL). If strong HW, turn like 20 or 30 degrees from aimpoint. Better to be
higher on windy days)
 ● EFATO : Again do not chose fields far on windy days. The whole place is a
field. So just choose somewhere near, do the standard procedure and point
A/C nose onto field direction.

Joining back CCTS was very different from what I normally do. But he kind of
assisted like telling me where to track, when he saw me tracking for downwind. He
actually went for the RWY itself (I have to discuss this with instructors as I was not
taught this way. Check with instructors on joining procedures for RWY12).

Tower forgot about us. Hence, had to call tower and report postion. Given cleared
visual approached and ask to join late downwind almost immediately. Turn
immediately and descended. At 1000ft, he took control for his recency landing.

On ground discussion,
I believe his theory apart from the standard privileges and limitation questions stems
from what happens in your flight.
His questions for me were like:
What do you think happen during the slow flight. Talked about induced drag. Like
how it increases below a certain speed and why is was hard for the A/C to gain
speed etc.
Also talked about PFL, and how the Strong HW was reducing the ground speed and
making it look like the A/C was stationary.

He was extremely excited to share his knowledge and what happened during the
flight and gives you constructive criticism.

He tries his best to help and I believe is not that strict as long he sees you making
correction and being safe. Told me to be more patient with A/C performance and not
to use very abrupt control as the A/C takes slightly longer to settle down on gusty
condition. All the best !!!