Singapore Flying College Pte Ltd

Phase 1 Theory Check

Student: Cadet Staff

No:
Instruct Course Dat
or: No: e:

1.1 Flight Rules and Air Law

 Decode a TAF and METAR for an aerodrome (A114)

 Knows the VMC requirements below 10’000ft (A118)

Class D

5km Visibility, 600m horizontally, 1000ft above, 500ft below from clouds
Special VFR: 1600m visibility, clear of clouds. Will not unduly delay IFR flight. Flight can be
conducted in accordance to CAR 157 with regards to low level flying

CAR 157 

(1)  The pilot in command of an aircraft must not fly the aircraft over:
                     (a)  any city, town or populous area at a height lower than 1,000 feet (AGL); or
                     (b)  any other area at a height lower than 500 feet.(AGL)

(3)  A height specified in subregulation (1) is the height above the highest point of the terrain, and any
object on it, within a radius of:
                     (a)  in the case of an aircraft other than a helicopter—600 metres (AGL)
from a point on the terrain vertically below the aircraft.

(4)  Subregulation (1) does not apply if:

                     (a)  through stress of weather or any other unavoidable cause it is essential that a lower
height be maintained; or
                     (b)  the aircraft is engaged in private operations or aerial work operations, being operations
that require low flying, and the owner or operator of the aircraft has received from CASA either a general
permit for all flights or a specific permit for the particular flight to be made at a lower height while engaged
in such operations; or
                     (c)  the pilot of the aircraft is receiving flight training in lowlevel operations or aerial
application operations, within the meaning of Part 61 of CASR; or
                     (d)  the pilot of the aircraft is engaged in a baulked approach procedure, or the practice of
such procedure under the supervision of a flight instructor or a check pilot; or
                     (e)  the aircraft is flying in the course of actually takingoff or landing at an aerodrome; or
                      (f)  the pilot of the aircraft is engaged in:
                              (i)  a search; or
                             (ii)  a rescue; or
                            (iii)  dropping supplies;
                            in a search and rescue operation; or
                     (h)  the pilot of the aircraft is engaged in an operation which requires the dropping of
packages or other articles or substances in accordance with directions issued by CASA.

Class G

8km visibility (above 10,000ft AMSL), 5km visibility (below 10,000ft AMSL)
1500m horizontally, 1000ft above and below clouds.
Aircraft below 3000ft AMSL or 1000 AGL (whichever is higher), clear of clouds, in sight of
ground/water

 Knows the minimum instruments required for VFR flight (PVT & AWK) (A126)

Airspeed Indicator, Altimeter, Direct Reading Compass, Accurate Timepiece, Turn and Slip Indicator,
OAT

Turn & Slip and OAT not required for private operations

Equipment Required, POH Section 8 equipment list

 States who can conduct a Daily Inspection and what items must be carried out (A126)

The person performing the daily inspection must be an appropriate person authorised to do so and must
certify, in accordance with the approved system of certification, on the aeroplane’s maintenance release
for the completion of this inspection. Appropriate persons for daily inspections are: • the pilot-in-
command; • a person holding a valid pilot licence endorsed for the aeroplane type; • the holder of a valid
appropriate aircraft maintenance engineer licence; or • the holder of a valid appropriate maintenance
authority covering the aeroplane being inspected.

Refer to CAAP 42B-1(1.1): CASA Maintenance Schedule Appendix A

 State the conditions of special VFR and when would it be required (A131)

If you’re can’t fulfil VMC conditions, only then you can request special VFR due to either clouds or
visibility. If approved, stay clear of clouds or visibility is allowed to be reduced to 1600m.

 States the requirements for carrying a passenger on a control seat (A134)

CAR 226

During flight, a person may occupy a control seat of an aircraft equipped with fully or partially functioning
dual controls only if

(a)  the person holds an appropriate pilot licence for the type of aircraft and the class of operations in
which the aircraft is flown; or
(b)  the person is a student pilot assigned for instruction in the aircraft; or
(c)  the person is authorised by CASA.

CAO 20.16.3

1        Carriage of passengers in seats at which dual controls are fitted

11.1     Except as provided in paragraph 11.2, in all aircraft for which the Certificate of Airworthiness
specifies a minimum crew of 1 pilot, a person may occupy a seat at which fully or partially functioning dual
controls are fitted if the pilot gives adequate instruction to that person to ensure that the controls are not
interfered with in flight and there is satisfactory communication available at all times between the pilot and
that person.

11.2     In respect of aircraft engaged in regular public transport operations, the seat referred to in
paragraph 11.1 shall not be occupied by a person other than a licensed pilot or an employee of the
operator of the aircraft unless approved by CASA. Details of such an approval shall be included in the
Operations Manual.
 States Pilot recency requirements of an RPL holder (A134)

(1)  The holder of a pilot licence is authorised to pilot, during takeoff or landing, an aircraft of a particular
category carrying a passenger by day only if the holder has, within the previous 90 days, in an aircraft of
that category or an approved flight simulator for the purpose, conducted, by day or night:
(a)  at least 3 takeoffs; and
(b)  at least 3 landings;
while controlling the aircraft or flight simulator.

(3)  For paragraphs (1)(a) and (2)(a), each takeoff must be followed by a climb to at least 500 ft AGL.

(4)  The holder is taken to meet the requirements of subregulation (1) if:

(a)  within the previous 90 days, in an aircraft of that category or an approved flight simulator for the
purpose, the holder has:
(i)  successfully completed a relevant check or review; or
(ii)  passed a flight test for a pilot licence or a rating on a pilot licence;
that includes at least one takeoff and at least one landing;

Recency requirements of a CAAS PPL holder

1) 5 hours of flight time within 12 months. Out of which, 2 hours must be a dual flight with an
instructor which would certify him to be PIC.

 Calculates minimum fuel required for a flight (A137)

1) Trip Fuel
2) Variable reserve of 15 % for SFC and 0% for CASA (aerial work)
3) Fixed Reserve of 45 mins for SFC, 30 mins for CASA and CAAS VFR (aerial work), 45 mins
for CAAS IFR
4) Taxi fuel
5) Holding fuel for INTER(30mins)/TEMPO(60mins)
6) Alternate fuel

 Recall the documents required to be carried during flight (A137)

1) Pilot’s licence
2) Medical Certificate
3) Approved Checklist
4) Maintenance Release
5) Certificate of Airworthiness
6) Certificate of Registration
7) Pilot operating Handbook
8) Maps and charts
9) Radio license

CAR 139 Documents to be carried in Australian aircraft

(1)  Subject to subregulation (2), the pilot in command of an aircraft, when flying, must carry on the
aircraft:
(a)  its certificate of registration;
(b)  its certificate of airworthiness;
(c)  if Part 42 of CASR does not apply to the aircraft—unless CASA otherwise approves, its maintenance
release and any other document approved for use as an alternative to the maintenance release for the
purposes of a provision of these Regulations;
(d)  unless CASA otherwise approves, the licences and medical certificates of the operating crew;
(e)  the flight manual (if any) for the aircraft;
(f)  any licence in force with respect to the radio equipment in the aircraft (radio licence);
(g)  if the aircraft is carrying passengers—a list of the names, places of embarkation and places of
destination of the passengers;
(h)  if the aircraft is carrying cargo—the bills of lading and manifests with respect to the cargo.

(2)  An aircraft operating wholly within Australian territory is not required, when flying, to carry a document
specified in paragraph (1)(a), (b), (f) or (g).

(3)  An aircraft that is operated under an AOC need not carry its flight manual when flying if it carries on
board an operations manual that:
(a)  contains the information and instructions that are required, under the relevant airworthiness standards
for the aircraft, to be included in the flight manual; and
(b)  does not contain anything that conflicts with the information or instructions.
 States the privileges and limitations of the RPL (A140/A141)

CAAS PPL privileges are:

1) The licence holder is entitled to fly as PIC or co-pilot in an aircraft except for public transport,
aerial work and remuneration.

CAAS PPL limitations are:

1) The licence holder is not allowed to fly if:
a. Flying outside controlled airspace with visibility less than 1NM,
b. Carrying passenger above 3000ft in IMC conditions,
c. Carrying passenger below 3000ft with visibility less than 1NM

2) Cannot carry passenger at night if:

a. Not instruments rated (IR) or,
b. Have not done 5 take offs and landings within a period of 12 months when the sun is at least 12
degrees below the horizon

CAAS Initial Grant

1) Minimum 40 hours flight time in Group A A/C with at least:
a) 10 hours of solo including 5 hours of solo cross-country flight time
Cross country = at least 150 nm and 2 intermediate stops where 1 of the stop have to be 50
nm from departure aerodrome

b) 20 hours of dual with at least:

(i) 4 hours of IF
(ii) 4 hours of Nav
(iii) 2 hours of Stall awareness and avoidance training which 1 hour must be within 6
month of license application

PPL(A) FLIGHT TEST TOLERANCE

Height:
normal flight +/- 100 ft
with simulated engine failure +/- 150 ft
Heading / Tracking of radio aids:
normal flight +/- 10 degree
with simulated engine failure +/- 15 degree
Speed:
take-off and approach +5 / -0 kts
all other flight regimes +/- 10 kts

 States what maintenance can be carried out by an RPL holder (A140/A141)

CAR Schedule 8 – Maintenance that can be carried out on Class B Aircraft by pilot entitled to do
so under sub regulation 42ZC (4)
1.2 Aircraft General Knowledge

 Knows the minimum and maximum oil quantity for the C172 (A101)

Minimum oil quantity – 5 quarts (POH), 6 quartz (SFC)

Maximum oil quantity – 8 quartz

 Knows the maximum continuous RPM for the C172 (A101)

2400 rpm

 States the minimum static RPM for take-off (A101)

2065 rpm

 What is the difference between straight mineral oil and ash-less dispersant (A101)

AD oils contains additives which carries debris from the engine to the filter. Straight oil is less viscous
(less slippery) usually used in the first 50 hours or oil consumption has stabilized for breaking in the
pistons. Straight oil will allow the piston rings to wear in the cylinder walls more quickly.

 State the function of the mass balances for the primary flight controls (A102)

To prevent/reduce control flutter, the mass is placed forward of the hinge so that it moves the CG of the
control surface forward which counters any fluttering

 State the type of flap and aileron design on the C172 (A107)

Single slotted fowler flaps:

1) Single slotted flaps
By opening a slot between the wing and the flap, high pressure air from the bottom of the wing
flows through the slot into the upper surface. This adds energy to the wing's boundary layer, delays
airflow separation, and produces less drag. The result? Lots of additional lift, without the excessive drag.

Renergize the boundary layer of the upper surface of the wing which delays the flow separation. This in
turns creates less turbulent flow, lesser drag and more lift.

2) Fowler flaps extends the flaps outwards which increases the camber of the wing and in turn,
increases lift (as per the lift formula)

Differential frise aileron:

1) Differential aileron allows drag to increase in the down going wing. This is because, the
upgoing wing has more induced drag from the lift of the down going elevator, which leads to adverse yaw.
2) Frise aileron is when the leading edge of the control surface extends out of the hinge point.
This small protrusion creates more drag on the down going wing which reduces adverse yaw.

 Recall the main airspeed limitations of the C172 (A109)

 SFC Specific
Cessna 172R Cessna 172R Operating
NAV III Procedures

Never Exceed Speed (Vne) 163 kts

Maximum Structural Cruising (Vno) 129 kts
Maximum flap extension speed (Vfe)
10° 110 kts
20° & 30° 85 kts
Manoeuvring Speed (Va)
2450lbs/1111.3Kg 99 kts
2200lbs/997.9Kg 94 kts
1600lbs/725.7Kg 82 kts
Best Angle of Climb (Vx) 57 Kts 60 kts
Best Angle of Climb (Vx)(10,000ft)(Full Power) 57 Kts
Best Rate of Climb (Vy) 79 Kts 80 kts
Best Rate of Climb (Vy) (10,000ft) (Full Power) 71 Kts
Stall Speed (Vs) (0° Angle of Bank)
Clean 44 kts
Full Flap 33 kts
Normal Operating Speed 33 kts-129 kts
Max Crosswind (Demonstrated) 15 Kts
Best Glide Speed (0°-20° Flap) 65 Kts
Best Glide Speed (30° Flap) 60 Kts

 State the start sequence of a piston engine (A110)

1) Mixture Idle Cutoff

2) Throttle Open ¼ Inch
3) Fuel Pump on
4) Mixture Rich (3 seconds or when fuel flow
stabalises, whichever comes first), Mixture Idle Cut off
5) Fuel Pump off
6) *Clear Prop, Contact*
7) Magnetos Start (10s crank with 20s rest,
three times, if not wait 10mins before trying again)
8) Mixture Rich when prop start
9) Throttle 1000rpm

State how the aircraft generates electrical power

(A113)

1) Plane equipped with 28-volt DC system.

2) The 60 amp alternator provides 28V power
to the system. It also charges the 24V main battery
and 24V standby battery.
3) Without the alternator, the main battery
powers the main bus. When main battery is lower than
24V, the standby battery will power essential bus
lasting for 30 minutes.
 a. Bus 1 powers:
i.Auxiliary fuel pump,
ii.Landing lights,
iii.Beacon lights,
iv.Overhead cabin lights
v.Flaps,
vi.Avionics Bus 1:
1. PFD
2. AHRS and Airframe & Engine Unit
3. Nav 1 and cooling fan
4. ADF/DME
b. Bus 2 powers:
i.Taxi lights,
ii.Strobe lights,
iii.Cabin interior lights,
iv.Nav lights
v.Pitot heat
vi.Avionics Bus 2:
1. MFD
2. VHF 2
3. Transponder
4. Nav 2 and cooling fan
5. Audio panel
c. Essential bus powers:
i.VHF 1
ii.PFD
iii.AHRS and Airframe & Engine unit & Air
data computer
iv.Nav 1
v.Standby lights

 State the components of the fuel

system in the C172 (A116)

1) 2 vented integral fuel tanks

2) Three position selector valve
3) Fuel reservoir tank
4) Auxiliary fuel pump
5) Fuel shutoff valve
6) Fuel strainer
7) Engine driven fuel pump
8) Fuel/air control unit
9) Fuel distribution valve
10) Fuel injection nozzles
 Has a basic knowledge of the principles and construction of the primary flight
instruments (A126)

Airspeed Indicator

Pitot tube measures the total pressure (Static and Dynamic pressure) and it enters the diaphragm.
Static air pressure fills up outside of the diaphragm.
The difference in pressure indicated the dynamic component and the diaphragm expands and contracts
accordingly which is being reflected on the ASI needle.

Pitot tube measures the total pressure, static port measures the static pressure.
Sealed diaphragm receives both dynamic and static pressure, while the outside of the diaphragm is only
receiving static pressure, leaving the measurement of only dynamic pressure. Through mechanical
leakages, the expansion/contraction of the diaphragm is reflected on the ASI.

Altimeter

Senses the static pressure at its location and compares it to a reference pressure

Static pressure is fed into the case of the instruments whereas the diaphragm has a pre-set pressure. The
difference in pressure inside and outside of the diaphragm causes the diaphragm to expand or contract.
This movement is reflected on the needle of the instruments.
Static pressure is fed into the case of the instrument from the static source. As height increases, static
pressure decreases and the capsule expands under the control of a leaf spring. A mechanical linkage
magnifies the capsule expansion and converts it to a rotational movement of a single pointer over the
height scale.

Vertical Speed Indicator

Sensing the rate of change of static pressure

Static pressure is fed into a diaphragm and a metering valve unit/calibrated leak. The metering valve
feeds lags static air into the chamber of the instrument. The diaphragm will initially expand/contracts
based on the static pressure. The diaphragm will then take some time to equalize with the pressure
outside. This slow movement indicates the rate of climb or descent on the needle.
A capsule within an airtight case is fed with static pressure. The case is also fed with static pressure but
through a restricted choke, thus if the static pressure is changed the pressure surrounding the capsule
changes at a slower rate than that within the capsule
When an aircraft departs from level flight, the static pressure will change. The VSI measures the pressure
difference between each side of a restricted choke/metering unit.
In level flight the pressures on each side of the choke are the same, during a climb or descent, air fed to
the choke immediately responds to the change of atmospheric pressure but the choke transmits this
change at a lower rate.
Artificial Horizon

Artificial horizon has a vertical gyro which is air-driven by the

vacuum. The spinning of the gyro stabilizes the gyro while the
aircraft moves about. It stays level with respect to the Earth. An
IVSI (Instantaneous VSI),

Turn and Slip Indicator

Turn and Slip indicator usually works on electrical horizontal

gyro. Principle of operation is similar to AH except that it uses
electrics instead of air vacuum.

Heading Indicator

Heading indicator works similar to Turn and slip indicator with a horizontal gyro. It is commonly air driven
but there do exist electrical gyro.

1.3 YPJT and Training Area Airspace knowledge

 Know the lateral and vertical limits of the Jandakot Class DZone (A108)
1) Vertical limit is SFC to 1500ft
2) Lateral limit is 3NM radius

 Highlight on VTC the lateral limits of the training area and state the verticallimits(A121)
1) Training are limits are the Danger area from SFC to 6000ft
2) However North of the training area, the vertical limits are 2500ft and 3500ft for Class C
airspace.

 Recall the SOP Altitude cap requirements for the trainingarea (A121)
1) SFC operations dictate that we are allowed to climb to no higher than 2500ft North of water ski
park.

 Recall with the aid of the VTC the OAKF and BOAT arrival procedures for YPJT (A121)

 Knows the following radiofrequencies (A131)

i. YPJT Tower = 118.1 Mhz

ii. YPJT Ground =124.3 Mhz

iii. YPJT NDB = 281 Khz

iv. YPJT Circuit Tower = 119.4 Mhz for RWY 06R/24L, 118.1 Mhz for RWY 12/30

v. SingOps = 129.35 Mhz

vi. PerthCentre = 135.25 Mhz

vii. ATIS = 128.65 Mhz
1.4 Human Performance and Limitations

 State both the legal and SOP requirements relating to the consumption of
alcohol before commencingduty (A140/A141)
1) Alcohol consumption must be 8 hours as per legal
2) Alcohol consumption must be 10 hours as per SOP
3) For CAAS and CASA, its 20mg of 210litres of breath

 Discuss the use of common drugs that can be used without DAME approval (A140/A141)
1) From CASA websites, approve drugs are Paracetamol, Aspirin etc.
2) If there’s a change in medication or dosage lasting more than 5 and 20 days for Class 1 and 2
respectively, need to report to DAME

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Singapore Flying College Pte Ltd

1.5 Aerodynamics
 Demonstrates a basic understanding of how lift is produced (A101)
1) As air move over the upper surface of the wing, it deflects downwards at the most cambered
part. This reduces the pressure at the upper surface of the wing
2) The air moving at the lower surface of the wing is slower and the pressure is higher
3) The difference in pressure created an up-force on the wing

 Discuss the effect of lowering and raising flap on lift, drag and attitude (A102)
1) Lowering the flap creates more lift which permits lower airspeed,
2) It increases drag and allows steeper attitude without increasing speed
3) This will reduce landing ground roll as there’s a lot of drag with low airspeed

 List the types of drag (A104)

1) Induced drag: due to lift
2) Parasite drag:
a. Form Drag: Aerodynamically shaped drag
b. Interference Drag: Smoothness when two different surfaces meet. Eg. Wing strut to wing
c. Skin Friction: Smoothness of the surface
3) Wave drag: Due to shockwaves formation when in transonic and supersonic

 Define stalling angle (A106)

1) Stalling angle of 16 degrees in Cessna 172R, is when due to the CP movement towards the
leading edge, there are more turbulent airflow.
2) With turbulent airflow, pressure increases on the upper surface of the wing
3) Thus, reducing lift and creating more drag.

 Describe the symptoms approaching a stall and the stall itself (A106)
1) Approaching a stall: High nose, low airspeed, stall horn, sluggish control and control buffeting
2) Stall: Nose drop, high rate of descent

 Recall the standard stall recovery technique (SSR) (A106)

1) Clean Stall:
a. Ease forward Pressure
b. Full power
c. Opposite rudder as required
d. Check speed is above 60 and bring nose to horizon
e. Full power

 Discuss the dangers associated with the presence of a ‘Tailwind' as recorded on an ATIS
(A108)
1) Tailwind increases ground roll on take-off and landing
2) Tailwind cause aircraft to be low on final
3) High groundspeed
4) Lower angle of climb and harder to clear obstacle
1.6 Aircraft Operation, Performance and Loading

 Given a typical flight scenario, use performance charts to extract all relevant take-off
and landing performance data (A101)
 With reference to a MR decide whether an aircraft is serviceable for flight (A103)

 Describe the correct crosswind technique (A116)

1) Crabbing on finals
2) After rounding out, straighten nose and apply opposite aileron to maintain centreline

 State the radio failure procedure for YPJT and the meaning of light signals from the tower
(A129)
1) If in training area, turn left and track towards chimney
2) Once abeam Casuarina prison, turn left and track to training area
3) Troubleshoot:
a. Headset volume and plug
b. Check frequency and volume
c. Check correct comms 1 selected
d. Try instructor’s side
e. Check ammeter and circuit breakers
f. Listen out to NDB for messages
g. Prefix all calls with “transmitting blind” and squak 7600
h. Carry out normal inbound

 Recall the various emergency procedures pertaining to the C172 (A140/A141)

1) Open door in-flight:

a. Slow aircraft down and trim to 75 knots
b. Open the door abit and close

2) Brake failure:
a. Keep pumping the brakes
b. If one fails, use the other sparingly and opposite rudder

3) Engine fire on ground:

4) Electrical failure

5) Engine fire inflight

6) Engine failure after take-off

7) Stuck throttle:
a. Cycle throttle?
8) Partial engine failure
a. Immediate action
b. Select landing field
c. Troubleshoot
d. Conduct PFL

This document is to be completed before the student is recommended for the P1 Check.
Please ensure that you tick one of the following boxes to indicate the performance of the cadet
in all the items listed above.

Overall satisfactory

Overall unsatisfactory

Comments:

Instructor Signature Cadet

Signature

By signing this form, you agree with above result and comments by the testing instructor.

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