Flight Lesson 3

Lesson 1.3 – Airwork 1 Date: 22-08-2025

In this flight, I learned how to perform the preflight inspection myself by doing the walk‑around using a structured checklist.
In this first checklist item, we look for reasons not to fly.
In IT terms, this can be compared to a physical risk assessment.

I had to repeat this with more steps and will do this every lesson to fully master the procedure.

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I performed the check as follows:

1. Cabin

   • Remove the control wheel lock (steering lock)
   • Check fuel quantity from the gauges (not fully trustworthy)
   • Test flap movement from 0° to full 40°
   • Check lights and pitot heat (especially relevant at 10°C and below)

2. Tail

   • Check elevator freedom and correct response to yoke movement
   • Remove tail tie‑downs (extra weight)

3. Right wing

   • Check flap condition
   • Check aileron movement for freedom and correctness

4. Right wheel & fuel

   • Check tire, brakes, and strut
   • Measure fuel manually using a dipstick
   • Check for water contamination in the fuel

5. Nose

   • Check oil level (minimum 5 quarts, 6 for longer flights)
   • Check propeller condition and freedom
   • Check air inlets for contamination
   • Inspect static pressure port (used to measure altitude in hPa)

6. Left wheel & wing

   • Same checks as right side
   • Drain fuel sump to check for dirt or water
   • Inspect front tire and brake

7. Pitot & stall warning

   • Check pitot probe (indicated airspeed)
   • Check analog stall warning (testable using suction)

8. Left aileron & flap

   • Verify free movement
   • Confirm correlation with yoke movement

Aileron movement reminder

• Steering left → left aileron up, right down

• Steering right → right aileron up, left down

• Wing going up produces more lift

• Wing going down produces more drag

Trip fuel and fuel calculation

When fueling the aircraft, we must ensure enough fuel for every possible phase of the flight.
Fuel is not only for A → B — weather or runway issues might force a diversion.

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Fuel planning includes:

• Taxi fuel
• Trip fuel
• Contingency fuel
• Alternate fuel
• Final reserve fuel
• Possible extra fuel

The final reserve fuel (30–45 minutes) must never be used.
Using it means the flight planning was insufficient.

Always filling tanks to the maximum may feel safe, but more fuel means:

• More weight
• Higher fuel consumption
• Reduced performance
• Less room for passengers or baggage

Fuel consumption is calculated using data from the Pilot Operating Handbook (POH).

Aircraft forces

An aircraft is influenced by four main forces:

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• Lift – Force generated by the wings to keep the aircraft airborne
• Drag – Opposing force slowing the aircraft
• Weight / Gravity – Pulls the aircraft toward the ground
• Thrust – Generated by the engine and propeller

In straight and level flight, all four forces are in balance:

• Lift balances weight
• Thrust balances drag

Flying visually

In this lesson, I learned to fly more visually by focusing on nose attitude instead of instruments alone.
This greatly helps maintaining a stable speed and altitude.

Maintaining direction

When flying straight or during turns:

• Pick a reference point far away (city, lake, building)
• Fly towards that point

Maintaining altitude

Focus on how the horizon sits over the nose:

• This visual reference quickly shows climbs or descents
• Reduces reliance on instruments

Carburetor heat

The carburetor mixes air and fuel.
Because intake air cools inside the carburetor, engine RPM drops (±150 RPM).

General rule:

• Use carb heat whenever possible
• Disable only when maximum power is needed

Usage:

• Take‑off & climb: Carb heat OFF (cold)
• Cruise: Carb heat ON

Carburetor icing can occur even on warm days.
Ice formation is detected by a rise in RPM when carb heat is applied.

Remember:

“No rise, no ice.”

Slow Flight

Due to spare time, we practiced slow flight again.
By extending flaps, we increase lift and drag, allowing slower flight speeds — the reason flaps are used during landing.

Slow flight is also used in the circuit:

• Allows tighter turns
• Prevents overshooting
• Gives more time for radio calls and checks

In slow flight, control dynamics change:

• Altitude → Throttle / RPM
• Speed → Nose attitude
• Direction → Rudder

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