Haffenden Aviation – PPL Skills Test General Handling prompts

NB These prompts in red are designed as practical steps in cockpit to help a

student complete the exercises required in the skills test as memory items for
nose wheel SEP aircraft. They are to be read and interpreted in conjunction with
the Pooleys Air Pilot Manual Book 1 and the particular aircraft Manufacturer’s
Flight Manual. In no way does this document replace them.
At this point in the test the Examiner is now responsible for Airspace and RT. They will
take you to an area of high clear airspace and you will be expected but not prompted to
carry out a HASELL checks prior to stalling which can be abbreviated to HELL in between
the stalls and to maintain the appropriate look out throughout.
Height – sufficient to recover by 3000’ agl
Airframe – as required
Security – harnesses and hatches no loose objects
Engine – carb heat, fuel pump on etc
Location – clear of A – airfields, B –built up areas, C -clouds and controlled
airspace, D – Danger zones
Lookout – either 180 turn or 2 x 90 in opposite direction checking all around and
below.

10b(d) Stalling – recover from a fully developed stall in clean configuration with power
off.
Try to stall into wind if you can. In the approach to the stall, keep in balance preferably
looking at bonnet as it will yaw right when closing the throttle. Roughly pitch for 70kts
and then remove the power with carb heat on. At this point say out loud
“I am now going to mishandle”
Maintain altitude with elevator ending up with control column fully back.
When nose drops Standard Stall recovery
PITCH, (control column centrally and neutrally forward)
FULL POWER (carb heat cold)
STOP YAW
SPEED SAFE ( well into green arc 55) Climb away to normal climb speed.

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 Haffenden Aviation – PPL Skills Test General Handling prompts
NB if a wing drops but nose does not significantly drop below horizon, leave it where it
is during the recovery then when speed safe roll wings level in balance for the climb
away.

10b(f) Stalling – Incipient stall recovery in the approach configuration (full flap) Robin
20 degrees in Cessna
HELL check
Set up base leg configuration as soon as you can with minimum height loss.
i.e. Carb heat on, reduce power initially 1700, maintain altitude, white arc flaps 20, pitch
65kt and trim, then check RPM remains at least 1600 in a descent but keeping above
min 3000 altitude.
At the first sign of the stall agreed by examiner (normally the stall warner sounding)
Standard Stall recovery NB the aircraft has not stalled and does not need as much pitch
down as the fully stalled recovery
PITCH, (control column centrally and neutrally forward, relaxing the back
pressure is usually enough)
FULL POWER (carb heat cold)
STOP YAW
SPEED SAFE? ( in green arc 55) Climb away to normal climb speed and go around,
PAUSE – check and call out – “positive ROC and safe speed” retract one flap
PAUSE – check and call out – “positive ROC and safe speed” and > 300’ retract last
flap.

Note if the nose drops significantly below the horizon with or without wing drop treat
as an incipient spin (Exercise 11b):
CLOSE the throttle
CENTRALISE control column and rudder and when rotation has stopped
LEVEL the WINGS with aileron
EASE OUT of the dive, pitch up to the climb attitude, pause till climb speed
FULL POWER

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 Haffenden Aviation – PPL Skills Test General Handling prompts

10b(e) Stalling - Incipient stall recovery in turn from base to final in the intermediate
approach configuration (full flap on Robin) 20 degrees on Cessna
HELL check
Set up base leg configuration as soon as you can with minimum height loss.
i.e. Carb heat on, reduce power initially 1700, maintain altitude, white arc flaps 20, pitch
65kt and trim, then check RPM remains at least 1600 in a descent but keeping above
min 3000 altitude. Check left turn is clear and bank to approx. 10 degrees only and don’t
allow this to increase and keep in balance.
ASAP during turn say “I am now going to mishandle” and hold bank angle and
altitude with elevator.
At the first sign of the stall (stall warner) Standard Stall Recovery
PITCH, - release the back pressure but do not push forward too much
FULL POWER (carb heat cold)
STOP YAW leave wings where they are
PAUSE check Speed safe ( well into white arc 55)
Roll out to wings level with ailerons and significant right rudder to keep in
balance,
CLIMB AWAY to a go around.
PAUSE – check and call out – “positive ROC and safe speed” retract one flap
PAUSE – check and call out – “positive ROC and safe speed” and > 300’
retract last flap.

NB the aircraft has not stalled and does not need as much pitch down as the fully stalled
recovery

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 Haffenden Aviation – PPL Skills Test General Handling prompts

15a Advance turns 45 degree

The examiner will ask you to execute a level consistent banked turn exiting on either a
reference point or a heading. Either way, anticipate your exit by 1/3 of the angle of
bank. i.e. 45 degrees exit 15 degrees early and exaggerate your look out in the direction
of the turn without upsetting control inputs
ENTRY Look out, shoulder to shoulder starting opposite side, moving the wings out
of the way to spot traffic. Make sure cruise speed is set before entering
turn.
Roll in balance to 45 degree bank, check AI indication.
Passing 30 degree bank add back pressure and approx. 2-300 rpm to
maintain speed
Attitude Check 45 degree against Att indicator then eyes to bonnet and
horizon intersection, note it and hold the picture.
Look for Traffic in direction of turn keeping control pressures constant
Check an instrument
Repeat A/T/I scan cycle with a different instrument each time to monitor
progress of the turn.
EXIT anticipate the exit by 15 degrees before target heading
Roll wings level in balance reducing back pressure,
Reduce power to cruise
Small pitch forward to stop climb as excess energy dissipates

Check the down going wing for traffic

(NB if nose drops significantly below horizon and speed increases do not correct but
recover)

LEFT HAND TURN Same process different picture.

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 Haffenden Aviation – PPL Skills Test General Handling prompts

15c Spiral Dive Recovery

The examiner will execute an advance turn and ask student to follow through. He will
allow the nose to drop and speed increase at which point he will say
“you have control recover”
Close throttle - smoothly but definitely (1,2,3,)
Roll out to wings level in balance (this can be done whilst closing throttle)
Ease out of the dive to climb attitude
PAUSE – wait for speed to reduce to climb speed
Full power (stop yaw) and maintain climb speed levelling off when prompted.
16 Practice Forced Landing
Examiner will fail the engine ensuring carb heat is on and hand over control.
Exchange any excess speed above Vmd for more height and note WIND direction.
Warm engine every 1000 in descent 3 seconds on full power with carb heat still
on.
SPEED – pitch best glide speed trim once and done, leave trim alone
FIELD – check wind direction and set aiming point, plan approach pattern
RESTART – NB quickly start with mixture set fully rich, carb heat on, If fitted

change tanks, fuel pump on, primer locked etc …. aiming point!
MAYDAY – x3 A/C type, position, no of souls on board, what you are going to do

set 7700 on transponder aiming point!

SHUTDOWN – leave master on until short final and flaps and intercom finished

aiming point!
CRASH DRILL – SAY “BRACE, BRACE, BRACE” straps secure, open doors, short final

master switch off. aiming point, flap re-pitch, re-trim.

You must go around prior to min height in whatever configuration you are at the time. If
full flap remember that after full power and carb-heat cold has been selected the extra
drag flap (30) must be retracted as you pitch for initial climb.
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 Haffenden Aviation – PPL Skills Test General Handling prompts
18a(3) Nav back to the airfield for circuits 12/13
The examiner will ensure that the student is made aware of current position in order to
self-navigate back to airfield for three different circuits. They will include an EFATO and
possibly a rejected take off. Student is responsible for RT, lookout and join.
1. Standard (12/13) touch and go
2. Flapless (8c)– Get configured and trimmed with minimum power required early
on base leg and monitor runway shape and position carefully to keep normal
glide slope and runway picture but with a higher nose attitude than normal.
Don’t be tempted to push for normal flap attitude. If crosswind the ensuing slip
will lose altitude height short final so be ready on power to maintain slope
especially given poor vision forward with the higher nose attitude. However,
when glide is assured to aiming point get all power off. Short final adopt and
maintain flare attitude and hold it. Do not rush the landing or hold off.
3. Full flap (8c)– (Cessna) keep flap 20 on final until being assured of a clear runway
to land. Keep a little higher than normal in preparation of flap 30 causing extra
drag and descent. Mid final, select flap 30 and pitch nose down to maintain 60kts
with an interim trim then add power as required to maintain desired slope, re-
pitch and trim, adding right foot bias as required. When over threshold remove
the remaining power more gradually than normal (due to the extra drag) as the
ensuing round out and hold off will lose energy more quickly. Avoid ballooning
but still hold off.
4. Glide (8c) – If the PFL glide was marginal this may be done to check the student’s
ability to get all the way down to the aiming point. NB to take “bites” off the base
to final turn to assess your relative height to the AP with wings level. Glide in
balance, use flap and S turns to lose height but DO NOT SLIP WITH FLAPS DOWN.
Imagine that the runway is only half the length you see to focus your decision
making. With each flap addition say to yourself ‘ Flap, re-pitch, re-trim’
5. Rejected take off (12a) – Commanders should set a decision point on the runway
when they need to be airborne by, usually approximately halfway. It is a point to
decide whether to continue or reject the take off. STICK TO IT. It is there to give
enough room to decelerate and come to a halt.
Should the aircraft not reach rotate speed by that point, or a failure or incident
present itself during the first part of the roll which could compromise the flight,
the take-off should be rejected. (ASI, failure, bird strike, rpm loss, unexplained
noise etc) – Close throttle, keep straight, use strong cadence breaking (on/off) ,
if on soft ground or bumpy uneven surface keep stick back, dump all flaps. If safe
to do so call ‘stopping’. When stopped and able vacate the runway.

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 Haffenden Aviation – PPL Skills Test General Handling prompts
12b Engine Failure after Take Off (EFATO)
SPEED – pitch best glide speed trim once and done, NB quickly set mixture
set fully rich, carb heat on,
FIELD – pick a field within 30 degrees of the nose into wind as best you can
and an aiming point. If time call a short ‘Mayday x3 engine failure’
SHUTDOWN – leave master on until short final and flaps and intercom
finished
CRASH DRILL – SAY “BRACE, BRACE, BRACE” straps secure, open door, short
final master switch off and try to use as much flap as possible for the
landing once assured of making the aiming point. If in any doubt about
making the field leave flaps up.
During landing Roll - flaps zero, use hard cadence breaking with stick back,
if necessary, aim for softest impact point (between trees, in hedge etc) or
use full rudder and break on that side to ‘ground loop away’ from hazard.
Vacate aircraft, walk away into wind.

Partial Engine Failure after Take Off (EFATO)

Treat as full engine failure and fly your planned emergency landing.

Partial Engine Failure in the cruise

Treat as full engine failure and fly your planned emergency landing.

However, dependant on the emergency fields available you could use any
residual useful RPM to move to the next guaranteed field along route to a
safer landing area/airfield where help could be available. Juggling rpm may
find a smoother lower setting which can give some maintained energy. BUT
always assume that this can fail or suddenly surge unreliably.
Lack of any alternative fields means you must land as per your initial
emergency plan. Once guaranteed of making the aiming point make sure to
shut the engine down fully to stop unwanted power surges which could
compromise your only possible approach.

Continued..

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 Haffenden Aviation – PPL Skills Test General Handling prompts

17 Precautionary landing not tested, can be orally tested.

Should the commander of and aircraft have significant reasonable doubt as

to the continued airworthiness/endurance of their airframe or, an adverse
threat exists in any form (including weather) and a suitable landing site is
available nearby then it would be reasonable to use it. This is an Urgency
situation, and a full PAN call should be made to D&D.
Depending on the threat, it is advisable to fly an initial circuit with a low go
around to identify surface issues and to alter the planned landing roll as
required, if the opportunity permits. Once landed phone for assistance and
let a FISO know.

END… TEA AND MEDALS