CPL Ground Theory Preparation

Privileges and limitations of the licence with category rating

61.I.1 - General

61.570 - Privileges of commercial pilot licences

Subject to Subpart 61.E and regulation 61.575, the holder of a CPL is authorised:

a) To pilot, as pilot in command, any aircraft in any operation other than:

i. A multi-crew aircraft in a charter or regular public transport operation
ii. An aeroplane certificated for single-pilot operation, that has a maximum certificated
take-off weight of more than 5,700kg in a regular public transport operation;
iii. A turbojet aeroplane with a maximum certificated takeoff weight of more than
3,500kg in a regular public transport operation;
b) To pilot, as co-pilot, any aircraft in any operation.

61.575 - Limitations on exercise of privileges of commercial pilot licences - multi-crew operations

1) On and after 1 September 2015, the holder of a commercial pilot licence is authorised to
exercise the privileges of the license in a multi-crew operation only if the holder has
completed an approved course of training in a multi-crew operation.
2) The holder of a commercial pilot licence that was granted on the basis of regulation (1) if,
before 1 September 2015, the holder conducted a multi-crew operation.

61.580 - Requirements for grant of commercial pilot licences - General

1) An applicant for a commercial pilot licence must be at least 18.

2) The applicant must also have:
a) Passed the aeronautical knowledge examination for the commercial pilot licence
and the associated aircraft category rating
b) Completed flight training for the commercial pilot licence and associated aircraft
category rating.
c) Passed the flight test mentioned in the Part 61 Manual of Standards for the
commercial pilot license and the associated aircraft category rating.
d) met the Aeronautical experience requirements mentioned in Division 61.I.2 or 61.I.3

61.I.2 - Aeronautical experience requirements for commercial pilot licences - Applications who
have completed integrated training courses

61.590 - Aeronautical experience requirements for grant of commercial pilot licences - Aeroplane
Category

1) An applicant for a commercial pilot license with the aeroplane category rating must have at
least 150 hours of aeronautical experience that includes:
a) At least 140 hours of flight time as pilot of an aeroplane
 b) At least 70 hours of flight time as pilot in command of an aeroplane
c) At least 20 hours of cross country flight time as pilot in command of an aeroplane
d) At least 10 hours of instrument time
e) At least 5 hours of instrument flight time in an aeroplane
2) Any of the required aeronautical experience that is not completed as flight time as a pilot
must be completed as simulated flight time in an approved flight simulation training device
for the purpose.
3) The cross-country flight time required by paragraph (1)(c) must include a flight of at least
300 nautical miles during which a full stop landing iss made at each of 2 aerodromes not
within the flight training area for the aerodrome from which the flight began.
4) The flight time in aeroplane required by subregulation (1) must be completed in a registered
or recognised aeroplane.

61.E.1 - General limitations on exercise of pilot licence privileges

61.375 - Limitations on exercise of privileges of pilot licences - ratings

You cannot exercise the privileges of a Commercial pilot licence unless you also:

i. Hold a category rating for the category of aircraft concerned. [Category means fixed wing,
helicopter, balloon, gyroplane etc CASR 61.015].
ii. Hold a class rating for the class of aircraft concerned. [Class means single or multi engine
CASR 61.020].
iii. Hold any design feature endorsements required for the aircraft concerned. [Design feature
endorsements include retractable undercarriage, constant speed propeller, pressurisation
etc CASR 61.760].
iv. Hold a type rating, if required, for the aircraft concerned. [Your class rating allows you to fly
any single or multi engine aircraft except for some specific types of single or multi engine
aircraft which require a specific type rating CASR 61 definitions and CASR 61.755.]
v. Have completed a flight review on the category and class of the aircraft concerned. [In the
previous 24 months you must have successfully completed a flight review or flight
proficiency check CASR 61.400].

61.395 - Limitations on exercise of privileges of pilot licences - recent experience for certain
passenger flight activities

1) The holder of a pilot license is authorised to pilot, during take-off or landing, an aircraft of a
particular category carrying a passenger by day/night 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 take-offs; and
b) At least 3 landings;
2) Each take off must be followed by a climb to at least 500ft AGL.
3) Holder is taken to meet the requirements of subregulations above 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
 ii. Passed a flight test for a pilot licence or a rating on a pilot licence that
includes at least one take off and at least one landing
4) Relevant check or review means:
a) An instrument proficiency check
b) A night vision imaging system proficiency check
c) An instructor proficiency check
d) An operator proficiency check
e) A flight review

61.400 - Limitations on exercise of privileges of pilot licences - flight review

1) Flight Review must be conducted by

a) CASA
b) The holder of an approval under regulation 61.040 for this regulation
c) A pilot instructor who is authorised to conduct a flight review for the rating

Requirements for an AOC

An Aircraft Operator’s Certificate (AOC) is an authorisation granted by CASA under the section 27 of
the Civil Aviation Act to conduct commercial activities prescribed regulation 206 of the CAR1988.

An Air Operators Certificate is required to perform any commercial operations. A company with an
AOC may only perform the operations listed under the AOC. It is the pilot’s responsibility to ensure
that the company they work for has an AOC which covers the intended operations.

https://www.casa.gov.au/standard-page/requirements-support-aoc-application

 Aircraft Flight Manual (AFM): document containing the information and instructions
required to operate the aircraft safely. The operator and flight crew must comply with AFM
information and instructions
 Approved Single Engine Turbine Powered Aeroplanes
 Autoland Process and Procedures Manual: a fully automated system for the landing phase
of an aircraft’s flight
 Compliance Statement: a tool for the applicant to construct a document that provides
sufficient details to demonstrate to CASA that they both understand the requirements and
have put in place the appropriate instructions, procedures and practices to ensure
compliance with those requirements
 Dangerous Goods Manual: details the policies and procedures for the handling, acceptance
and carriage of dangerous goods on board an operator’s aircraft. The type of detail and
extent of information include in a Dangerous goods manual will be dictated by the nature of
the operation and the operator’s policy on which classes or quantities of dangerous goods
will be accepted for carriage
 Drug and Alcohol Management Plan (DAMP): Part 99 of the CASR states that holders of an
AOC who have employees, contractors or subcontractors engaged in Safety Sensitive
Aviation Activities must develop and implement a Drug and Alcohol management Plan
o Micro DAMP exception: small organisations who employ 10 or less employees
access to an alternative means of compliance within the regulatory requirements
  Electronic Flight Bags (EFB): AOC holders, including foreign operations, incorporating EFBs in
their operations are specifically bound by the AOC condition…
 Financial Viability Assessment: Allows CASA to consider the financial position of an
applicant in assessing the AOC application. Financial assessment is triggered by any
application for an AOC involving passenger carrying RPT or passenger carrying charter. The
type of assessment depends on the type of operation and aircraft in the application
 Flight Check System FCS: is the combination of activities, processes and documentation that
together provide a system for the safe conduct of flight operations in that aircraft
 Flying Training Authorisation
 Fuel Policy: CAR 220 requires operators to include in the company Operations Manual
specific instructions for the computation of the quantities of fuel to be carried on each route.
Such instructions are referred to as the "company fuel policy". CAR 234(3)(d) requires the
operator to take into account the guidance material contained in CAAP 234(1)-1 when
formulating their fuel policy
 Ground Handling Manual: It must describe the operator's processes and procedures for
undertaking ground handling procedures.
 Load Control System: An operator will need to detail procedures in their Operations Manual
to ensure that the load in the aircraft will result in compliance with its approved loading
system.
 Maintenance Control Manual
 Maintenance Schedule Management: Documentation outlining the process for ensuring the
operators maintenance systems, schedules, programs remain appropriate
 Minimum Equipment List: Civil Aviation Order 20.18 requires that in the case of charter or
regular public transport aircraft, all instruments and equipment fitted to the aircraft must be
serviceable before take-off unless serviceability is a permissible unserviceability set out in an
MEL or CASA has approved the flight with the unserviceability.
 Nomination of Operational Personnel: proposed management structure o Operations
Manual: provided to support an application for an AOC must be the final version that the
operator proposes to use
 Safety Management System: operation authorised to conduct high capacity RPT operations
a safety management system is required.
 Technical Data: an operator must have a system to control approved maintenance data used
during the maintenance of their aircraft.
 Training and Checking Manual: outlines the operators procedures and gives guidance to all
personnel involved in the training and checking organisation. Must contain information
procedures and instructions with respect to the safe operation of all aircraft types under the
training and checking organisation
 Training Program Management: A training program can be contained in the operations
manual or in a separate document.

Classification of Operations

CAR 2 (7) - Interpretation

Private Operations
  Personal transportation of the owner of the aircraft
 Aerial spotting where no money is made or received from or by conducting the flight.
 Agricultural operations on land owned and occupied by the owner of the aircraft.
 Aerial photography where no money is made or received from or by conducting the flight.
 Carriage of persons or goods without any charge or money being made
 Passengers can be taken if there was no public announcement, no more than 6 people and
everyone shares equally in cost.

CAR 206 - Commercial Purposes

Aerial Work Operations

 Surveying
 Spotting
 Agricultural Operations
 Photography
 Advertising
 Ambulance
 Balloon flying training for the grant or license or rating
 Carriage of goods for the purpose of trade which are owned by the pilot, hirer or owner of
the aircraft.

Charter Operations

 The carriage of passengers or cargo for hire or reward to or from any place, other than
carriage in accordance with fixed schedules to and from fixed terminals
 The carriage, in accordance with fixed schedules to and from fixed terminals, of passengers
and cargo in circumstances in which the accommodation in the aircraft is not available for
use by persons generally

Regular Public Transport Operations

 The purpose of transporting persons generally, for hire or reward in accordance with fixed
schedules to and from fixed terminals over specific routes with or without intermediate
stopping places between terminals

Type of information contained in an operation manual

CAAP 215-1(2) - Guide to the preparation of Operations Manuals

 Policy and Procedures

o General company information (AOC information, amendments, company structure,
summary of operations)
o Dangerous Goods
o Safety Management
o Fatigue Management
o Accident and incident procedures
o Operational specifications
  Aircraft Operations
o Minimum Equipment List (MEL) & Configuration Deviation List (CDL)
o Aircraft performance
o Emergency evacuation procedures
o International operations
 Aerodromes and Routes
o Aviation rescue and fire-fighting service – paragraph 4.1.5 of Annex 6, Operation of
Aircraft to the Chicago Convention.
o Example at FTA would be the company produced ALA guide to operations at
particular airfields.
 Training and Checking
o Human factors and non-technical skills
o Threat and error management
o Flying training organisations
o Training Manual

Flight and Duty Time Limits

 Civil Aviation Order 48.1 - Flight Time Limitations (Pilots)

1.2 A tour of duty or period of reserve time at home shall be preceded by a rest period on the
ground of at least:
(a) 9 consecutive hours embracing the hours between 10 pm and 6 am local time; or
(b) 10 consecutive hours.
1.2.1 Notwithstanding the provisions of paragraph 1.2 of this subsection, when an aircraft is
scheduled to arrive at such a time that the pilots would be free of duty not later than 10 pm
local time and the aircraft delayed beyond that time, the 9 hour rest period prescribed may
be commenced up to 11 pm local time, provided the succeeding tour of duty does not
exceed 6 hours.
1.3 An operator shall not roster a pilot for a tour of duty in excess of 11 hours.
1.4 An operator shall not roster a pilot to fly in excess of 8 hours flight time in any 1 tour of duty.
1.5 A tour of duty already commenced in accordance with paragraph 1.3 of this subsection may
be extended to 12 hours.
1.6 The flight time in a tour of duty already commenced in accordance with paragraph 1.4 of this
subsection may be extended to 9 hours.
1.7 Where extensions have been made in accordance with paragraph 1.5 of this subsection a pilot
shall receive a rest period on the ground of not less than:
(a) 9 consecutive hours which shall include the hours between 10 pm and 6 am local time,
plus 1 additional hour for each 15 minutes or part thereof by which his or her tour of
duty time exceeded 11 hours; or
(b) 10 consecutive hours plus 1 additional hour for each 15 minutes or part thereof by
which his or her tour of duty time exceeded 11 hours.
1.8 Where extensions have been made in accordance with paragraph 1.6 of this subsection a pilot
shall receive a rest period on the ground of not less than:
 (a) 9 consecutive hours which shall include the hours between 10 pm and 6 am local time,
plus 1 additional hour for each 15 minutes or part thereof by which his or her flight
time exceeded 8 hours; or
(b) 10 consecutive hours plus 1 additional hour for each 15 minutes or part thereof by
which his or her flight time exceeded 8 hours.
1.9 Where a tour of duty already commenced in accordance with paragraphs 1.3 and 1.4 of this
subsection exceeds 12 hours or the flight time exceeds 9 hours the pilot shall have, at the
completion of the tour of duty, a rest period of at least 24 consecutive hours.
1.10 Where a pilot has completed 2 consecutive tours of duty, the aggregate of which exceeds 8
hours flight time or 11 hours duty time, and the intervening rest period is less than:
(a) 12 consecutive hours embracing the hours between 10 pm and 6 am local time; or
(b) 24 consecutive hours, if not embracing the hours between 10 pm and 6 am local time;
he or she shall have a rest period on the ground of at least 12 consecutive hours embracing
the hours between 10 pm and 6 am local time or 24 consecutive hours, prior to commencing
a further tour of duty.
1.11 Notwithstanding the provisions of paragraph 1.10 of this subsection, when an aircraft is
scheduled to arrive at such a time that the pilot would be free of duty not later than 10 pm
local time and the aircraft is delayed beyond that time, the 12-hour rest period prescribed in
paragraph 1.10 may be commenced up to 11 pm provided that the succeeding tour of duty
does not exceed 6 hours.
1.12 A pilot shall not commence a flight and an operator shall not roster the pilot for a flight unless
during the 7 days period terminating co-incident with the termination of the flight he or she
has been relieved from all duty associated with his or her employment for at least 1
continuous period embracing the hours between 10 pm and 6 am on 2 consecutive nights.
1.13 An operator shall not roster a pilot to fly when completion of the flight will result in the pilot
exceeding 90 hours of duty of any nature associated with his or her employment in each
fortnight standing alone. For the purpose of this paragraph, duties associated with a pilot’s
employment include reserve time at the airport, tours of duty, dead head transportation,
administrative duties and all forms of ground training. The operator shall designate the day
on which the first of the fortnightly periods shall start.
1.14 A pilot shall not fly, and an operator shall not roster him or her to fly as a flight crew member
in excess of 900 hours in 365 consecutive days.
1.15 A pilot shall not fly, and an operator shall not roster him or her to fly in excess of 100 hours in
30 consecutive days.
1.16 A pilot shall not fly, and an operator shall not roster him or her to fly in excess of 30 hours in 7
consecutive days.
1.17 Notwithstanding the provisions of paragraphs 1.3, 1.4 and 1.10 of this subsection, a charter or
aerial work operator may roster a pilot to fly an aircraft of less than 5 700 kg maximum take-
off weight, and a pilot may fly such an aircraft, in operations other than I.F.R. operations
during a tour of duty in excess of 11 hours but not exceeding 15 hours, subject to the
following provisions:
 (a) the operator shall ensure that a period of not less than 4 consecutive hours, during
which the pilot shall be free of all duties associated with his or her employment, is
available to the pilot within the tour of duty.
(b) the operator shall not roster a pilot to fly, and a pilot shall not fly, 2 consecutive tours of
duty each of which is in excess of 11 hours unless a rest period of at least 24 hours is
provided at the conclusion of the first tour of duty.
(c) the operator shall not roster a pilot and a pilot shall not fly for more than 2 tours of duty
each in excess of 11 hours within 6 consecutive days.
(d) the operator shall not roster a pilot and a pilot shall not fly for more than 6 hours of
flight instruction on any tour of duty which is in excess of 11 hours.

 Civil Aviation Order 48.1 Instrument 2013 - New Flight Time Limitations (Pilots)
o Appendix 1 - Basic Limits
o Appendix 4 - Public Transport Services (Single Pilot Operations)
o Appendix 5 - Aerial Work Operations Other Than Balloon Flying Training

Applicability of Drug and Alcohol Regulations

https://www.casa.gov.au/standard-page/medication

 3 main types of drugs:

o Hallucinogens
o Depressant
o Stimulants
 Prescription drugs cannot be taken unless your DAME has cleared you.
 Non-prescription (over the counter) drugs can be taken only if it is Aspirin/Panadol, and does
not have any side effects that relate to drowsiness or any other adverse effects that may
affect your flying ability e.g. Codeine.
 The DAME is the final guide regarding the safe use of medication.

CAR 256 - Intoxicated persons not to act as pilots etc or be carried on aircraft

 A person, while in a state on intoxication, shall not enter an aircraft.

 A member of the operating crew shall not consume or absorb any alcoholic liquor, drug,
pharmaceutical or any other medical preparation which may impair their capacity to act.
 Alcohol cannot be consumed within an 8 hour period prior to the time of flight by any
operating crew.
 At the time of flight, you must not be suffering from any effects of alcohol e.g. hangover,
tipsy etc.
 Blood alcohol limit is 0.02 for a pilot. (Allows for any instrument error)
 12 hours bottle to throttle is the FTA requirement.

Subpart 67.C—Medical certificates

67.265 Obligation to tell CASA of changes in medical condition

  If you are still sick/unable to fly after 7 days, you must get a medical exam done with your
DAME again in exercising the privileges of a Class 1 Medical.
 If you are still sick/unable to fly after 30 days, you must get a medical exam done with your
DAME again in exercising the privileges of a Class 2 Medical.

Day VFR commercial aircraft Instrument Requirements

CAO 20.18 Appendix I - Instruments required for flight under Visual Flight Rules

1) The flight and navigational instruments required for flights under the Visual Flight Rules are:
a) An airspeed indicating system;
b) An altimeter, with a readily adjustable pressure datum setting scale graduated in
millibars;
c) A direct reading magnetic compass, or a remote indicating compass and a stand-by
direct reading magnetic compass
d) An accurate timepiece indicating the time in hours, minutes and seconds. This may
be carried on the person of the pilot or navigator.
2) In addition to the instruments in paragraph one, aircraft engaged in charter or aerial work
operations and operating under the Visual Flight Rules, shall be equipped with:
a) A turn and slip indicator; (agricultural aeroplanes may be equipped with a slip
indicator only)
b) An outside air temperature indicator when operating from an aerodrome at which
ambient air temperature is not available from ground-based instruments.

Emergency Equipment Requirements

 An operator must ensure that emergency and lifesaving equipment, carried or installed in an
aircraft, is maintained in such condition that it will satisfactorily perform its design function.
 Must have a fire extinguisher and for the DA40 the fire extinguisher is located behind the
right hand passengers seat.

Civil Aviation Order 20.11 - Emergency and Life Saving Equipment and Passenger Control in
Emergencies

Section 5 - Flotation Equipment for Overwater Flights

5.1 - Life Jackets

 Aircraft shall be equipped with 1 life jacket for each occupant when the aircraft is over water
and at a distance from land:
o In the case of a single engine aircraft — greater than that which would allow the
aircraft to reach land (suitable for emergency landing) with the engine inoperative;
and
o In the case of multi-engine aircraft — greater than 50 miles
 Land aircraft that carry passengers and are engaged in:
o Public transport operations; or
o Charter operations;
 shall be equipped with a life jacket or flotation device for each occupant on all flights where
the take-off or approach path is so disposed over water that in the event of a mishap
occurring during the departure or the arrival it is reasonably possible that the aircraft would
be forced to land onto water
 A life jacket or individual flotation device shall be stowed at or immediately adjacent to each
seat. In addition, sufficient additional life jackets or individual flotation devices shall be
carried in easily accessible positions for use by infants or children for whom a life jacket or
individual flotation device is not available at or adjacent to their seated position.
 Life jackets must:
o Comply with a standard approved by CASA; and
o Be of an inflatable type; and
o Except for an infant life jacket — have a whistle fitted in a suitable stowage
 Occupants need not wear life jackets when the aircraft is taking-off or landing at an
aerodrome in accordance with a normal navigational procedure for departing from or
arriving at that aerodrome, and occupants of aeroplanes need not wear life jackets during
flight above 2 000 feet above the water.

5.2 - Life Rafts

 An aircraft that is flown over water at a distance from land greater than the permitted
distance must carry, as part of its emergency and lifesaving equipment, sufficient life rafts to
provide a place in a life raft for each person on board the aircraft.
 The permitted distance is:
a) In the case of an aircraft that has:
i. 4 engines; or
ii. 3 turbine engines; or
iii. 2 turbine engines and complies with section 20.7.1B;
A distance equal to 120 minutes at normal cruising speed, or 400 miles, whichever is
the less; or
b) In any other case — a distance equal to 30 minutes at normal cruising speed, or 100
miles, whichever is the less
 Life rafts shall be stowed so as to be readily accessible in the event of a ditching without
appreciable time for preparatory procedures. When life rafts are stowed in compartments or
containers, such compartments or containers shall be appropriately and conspicuously
marked.
 Life rafts must comply with a standard approved by CASA.

5.3 - Emergency Signalling Equipment

 An aircraft required to carry life rafts must be fitted with, or carry, the following emergency
signalling equipment:
a) When 1 life raft is carried — at least 1 approved ELT or 1 approved portable ELT;
b) When more than 1 life raft is carried — at least:
i. 1 approved ELT and 1 approved portable ELT; or
ii. 2 approved portable ELTs;
c) A supply of pyrotechnic distress signals.
  A single engine aircraft must be fitted with, or carry, at least 1 approved ELT or 1 approved
portable ELT if it is:
a) On a flight over water; and
b) Not required to carry a life raft; and
c) Either:
i. Not equipped with radio communication equipment; or
ii. Not capable of continuous air-ground communication.
 If an approved portable ELT that is carried is an emergency position indicating radio beacon
(an EPIRB), it must be carried:
a) In, or adjacent to, a life raft; or
b) Adjacent to an emergency exit used for evacuation of the aircraft in an emergency.
 If an approved portable ELT that is carried is a personal locator beacon (a PLB), it must be
carried:
a) On the person of a member of the operating crew; or
b) In, or adjacent to, a life raft; or
c) Adjacent to an emergency exit used for evacuation of the aircraft in an emergency.
 The pilot in command of an aircraft must not begin a flight, and the operator must ensure
that the flight is not begun, if an approved ELT or approved portable ELT on board the
aircraft has not successfully undergone the periodic inspection and testing recommended
for it by its manufacturer.
 Before an approved ELT or approved portable ELT may be used in an aircraft for this
subsection, it must be registered with the Australian Maritime Safety Authority.

Section 7 - Survival Equipment

 An aircraft shall carry survival equipment for sustaining life appropriate to the area being
overflown on the following flights:
a) Where the carriage of life rafts is required
b) During operations within or through remote areas
c) On such other flights as may be directed by CASA
 Examples
o Whistle
o Compass
o Emergency
o Blanket
o Water
o Purification tablets
o Safety matches
o Sunscreen
o Water
o First Aid Kit
o Torch
o Rations
o Knife

CAR 252A - Emergency Locator Transmitters

  Not required:
a) If staying within 50 nm from aerodrome reference point
b) Agricultural operation
c) If aircraft is new and the flight is for a purpose associated with its manufacturer,
preparation or delivery
d) Or if the purpose of the flight is moving the aircraft to a place to have an approved
ELT fitted, removed or overhauled
e) Also, does not required of the ELT or portable ELT has been temporarily removed for
inspection, repair, modification or replacement and an entry has been made and not
more than 90 days since it has been removed

Requirements for Landing Areas and Aerodromes

CAAP 92-1 (1) - Guidelines for Aeroplane Landing Areas

 Runway Width: For other than agricultural operations, a minimum width of 15 metres is
recommended although aeroplanes with a MTOW below 2000kg can be operated safely on
runways as narrow as 10 metres provided there is no or only light cross wind. For
agricultural operations, a 10 metre wide runway is the recommended minimum
 Runway Length: For other than agricultural operations by day, a runway length equal to or
greater than that specified in the aeroplane’s flight manual or approved performance charts
or certificate of airworthiness, for the prevailing conditions is required (increasing the length
by an additional 15% is recommended when unfactored data is used). For agricultural day
operations, the minimum runway length is the greater of 75% of the take off distance
specified in the aeroplanes flight manual or approved performance chart for the prevailing
conditions with the balance as clearway or the landing distance so specified
 Longitudinal Slope: The longitudinal slow between the runway ends should not exceed 2%,
except that 2.86% is acceptable on part of the runway so long as the change of slope is
gradual. For agricultural operations, the slope should not exceed 12.5% for day and 2% for
night operations; where the overall slope exceeds 2% the runway should only be used for
one-way operations – downhill for take-off and uphill for landing
 Transverse Slope: the transverse slope between the extreme edges of the runway strip
should not exceed 2.5% or 12.5% upward slope over the fly over area. For agricultural day
operations, the transverse slope should not be more than 3% over the runway and 5% over
the runway strip
  Other Physical Characteristics: Both ends of a runway, not intended solely for agricultural
operations, should have approach and take off areas clear of objects above a 5% slope for
day and a 3.3% slope for night operations. Other recommended landing area physical
characteristics are shown on the following diagrams
 Definitions
o Runways: the portion of the landing area which is intended to be used for the
landing or take-off of aeroplanes
o Runway strip: means a portion of ground between the runway and fly over area
which is in a condition that ensures minimal damage to an aeroplane which may run
off a runway during takeoff or landing
o Fly over area: means a portion of ground adjacent to the runway strip which is free
of tree stumps, large rocks or stones, fencing, wire and any other obstacles above
ground that may include ditches of drains below ground level
o Obstacle free area: means there should be no wires or any other form of obstacles
above the approach and take off areas, runways, runway stripes, fly over areas or
water channels
 Distance from end of runway to object × 0.05 = Maximum Height of an Object to determine
whether it is in the splay for clearance.
 Distance away × 0.05 + 30m gives max distance from centreline determines whether an
object lays in splay or not.

GNSS and its use in VFR navigation

https://www.casa.gov.au/file/104801/download?token=ztuBPrVy

CAAP 179A-1(1) - Navigation using Global Navigation Satellite Systems (GNSS)

 Pilots operating under the VFR may use GPS to supplement map reading and other visual
navigation techniques. It must be stressed that it is not an approval to replace visual
navigation techniques with GNSS. Dependence on GPS is often blamed for a sharp rise in the
number of violations of controlled and restricted airspace by VFR aircraft.
 Over reliance on GNSS is often the cause of airspace violations as pilots think they can fly
closer to control boundaries and do not take into consideration the tolerances for avoiding
airspace.
 An operator must be able, if flying under the Visual Flight Rules, to fix their position in
intervals not exceeding 30 minutes visually. (Jeppesen ATC AU-506 5.2.1 b)

Fuel planning and oil requirements for the flight

 Oil Requirements
o Maximum = 8 quarts
o Minimum = 4 quarts (FTA = 6 quarts)
o Enough oil should always be added to satisfy these values
 Fuel Consumption FTA Values:
o Taxi: 2 US GAL
o Climb: 14 US GAL/Hr
o Cruise: 9.5 US GAL/Hr
o Holding: 7.5 US GAL/Hr
 o Fixed Reserve: 7 US GAL
o Variable Reserve: 15% of Flight Fuel
 DA40 Tanks:
o Standard Tank
 Total useable fuel: 40.2 US GAL
 Maximum indicated fuel quantity: 2 x 17 US GAL
 Maximum permissible difference between tanks: 10 US GAL
o Long Range Tank
 Total useable fuel: 50.0 US GAL
 Maximum indicated fuel quantity: 2 x 16 US GAL
 Maximum permissible difference between tanks: 8 US GAL

CAAP 234-1(1) - Guidelines for Aircraft Fuel Requirements

CAR234 - Fuel Requirements

 Once in the air you can burn fuel to get to destination. You must not go below Fixed Reserve
Amount of 7 USG unless in an emergency.
 Fuel Planning:
o Must be able to calculate reserves at any stage of flight
 Calculate how much time is left and how much more fuel you require
 Add 15%
 Add Fixed Reserve: 45min or 7 US GAL

MIN US GAL
CLIMB
CRUISE
ALTERNATE
SUBTOTAL
VARIABLE 15%
FIXED RESERVE
HOLDING
TAXI
FUEL REQUIRED
FUEL MARGIN
ENDURANCE

 Variable Fuel Reserve: An amount of fuel on board an aircraft that is sufficient to provide for
unexpected fuel consumption caused by factors other than a loss of pressurisation or an
engine failure. Not required if operating Private or Aerial work

 Fixed Fuel Reserve: An amount of fuel, expressed as a period of time holding at 1 500 feet
above an aerodrome at standard atmospheric conditions, that may be used for unplanned
manoeuvring in the vicinity of the aerodrome at which it is proposed to land, and that would
normally be retained in the aircraft until the final landing.
  Critical Point (CP):

 Point of no Return (PNR):

 Safe Endurance:

 Types:
o MOGAS (AVGAS 80): Red
o AVGAS 100: Green
o AVGAS 100LL (Low Lead): Blue
o AVTUR: Not coloured or straw
o High performance AVGAS Purple

Loading and unloading fuel

CAO20.2.5 - Fuel System Inspection

 The PIC shall ensure that the aircraft is not flown unless the aviation fuel, oil and hydraulic
fluids are the correct specification and grade required.
 All fuel shall be filtered or strained for the removal of water and other contaminants before
the start of each day's flying, and after each refuelling. All external fuel vents are to be
checked for any obstruction as well.

CAO20.9 .4 - Fuelling of Aircraft

4.1 - Location of Aircraft

1) During fuelling operations, the aircraft and ground fuelling equipment shall be so located
that no fuel tank filling points or vent outlets lie:
a) Within 5 meters from sealed buildings
b) Within 6 meters from other stationary aircraft
c) Within 9 meters from unsealed buildings (<5,700kg)
d) Within 15 meters from any exposed public area
 2) Refuelling can be carried out in certain hangers for maintenance purposes provided:
a) Refuelling or defueling of gasoline type turbine fuel is not permitted
b) Over wing fuelling is not permitted
c) These operations are not permitted in hangars occupied by 2 or more tenants
d) The operator shall obtain permission from CASA which will detail the permitted
conditions of the operation which must be described in the maintenance manual.
3) When the refuelling equipment is not mobile, the aircraft shall be positioned so that it can
be pushed away quickly (no park brake) to a place of safety, and a means of ensuring that
this can be done is readily available.

4.2 - Fuelling with passengers on board

1) Passengers must not be onboard, or in the process of entering or leaving the aircraft whilst
refuelling operations are in progress.
2) An exception to this is if the operator has an underwing fuelling system and is loading
aviation grade turbine fuel with an anti-static additive and the following conditions are met:
a) Before the fuel is loaded, passengers are told that
i. Fuel is to be loaded
ii. Their seatbelts must not be fastened
iii. They must not smoke or use any electronic devices (essential medical
equipment excluded)
b) A cabin crew member is available to ensure the safety of the passengers, maintain
discipline and execute an evacuation if required
c) Whilst the fuel is loaded, the seatbelt sign is to be turned off, the no smoking sign is
to be illuminated and the emergency lights are armed
d) Other details regarding the attendance of cabin crew as per CAO 20.9 4.2.2
3) The operator of an aircraft which cannot be underwing refuelled may allow refuelling whilst
passengers are on board provided:
a) The passengers medical condition is such that they cannot enter or leave the aircraft
without assistance
b) The aircrafts cabin door is open
c) The equipment for unloading or loading passengers (if required) is in position at the
door
d) The conditions for onboard refuelling above are met

4.3 - Aircraft safety precautions during fuelling operations

4.4 - Safety precautions external to an aircraft during fuelling operations

1) All engines in the aircraft, must be shut down, except where CASA is satisfied that the
operation of such an engine will not present a hazard
2) For fuelling an aircraft, the following requirements apply:
a) Before a fuel tank cap is removed, the aircraft and all fuelling equipment must be
bonded;
 b) If bonding is lost, fuel transfer must be stopped immediately and not resumed until
the bond is restored.
3) The area in which fuelling operations are carried out shall be clearly placarded as a ‘No
Smoking’ area and the limits of this area shall be a sealed building or at least 15 metres (50
ft) from the aircraft or ground fuelling equipment.
4) The equipment shall be so placed that it can be rapidly moved in the event of fire.
5) A person shall not, and the pilot in command and the operator shall take reasonable steps to
ensure that a person does not, during fuelling operations:
a) Smoke or use a naked flame within 15 metres (50 ft) of the aircraft and ground
fuelling equipment
6) At least 2 fire extinguishers of approved type and capacity must be positioned:
a) Within 15 metres, but not less than 6 metres, from the aircraft and the fuelling
equipment; or
b) Carried on the fuelling equipment.
7) If the fire extinguishers are carried on the fuelling equipment, they must:
a) Be fitted with quick release brackets; and
b) Be readily available from either side of the equipment; and
c) Be located as far as practicable from the vehicle fuel tanks and fuelling points.

4.5 - Action in the event of a fire hazard

1) A fuelling operation shall be suspended and the Airport Fire Service notified when any fuel
of a quantity likely to create a fire hazard is spilled on or within 15 metres (50 feet) of the
aircraft or ground fuelling equipment, including the bilge of a fuelling barge, and the
operation shall not recommence until the fire hazard is removed.
2) When any fuel of a quantity likely to create a fire hazard is spilled on or within 15 metres (50
ft) of the aircraft or ground fuelling equipment, the pilot in command or, in his absence, the
operator shall ensure that:
a) Passengers remaining on board or in the process of embarking or disembarking are
removed to a point at least 15 metres (50 ft) from the spilled fuel; and
b) Maintenance work of any nature on or within the aircraft is suspended and not
recommenced until the spilled fuel has been removed.

Managing Cargo and Passengers

CAO 20.16.1 - Loading (General)

1) Load sheet required for CHTR MTOW < 5700kg:

a) Aircraft having a maximum take-off weight under 5,700kgs are not required to carry
a load sheet.
2) Passenger List Requirements:
a) When passengers are carried on a charter flight, the operator or his representative
shall compile a passenger list and leave it for retention at the aerodrome of
departure. The list shall contain:
i. Aircraft registration
ii. The names of the passengers carried
iii. The date and the estimated time of departure
 iv. The places of embarkation and destination
3) Dangerous Cargo:
a) Where dangerous cargo is carried, the pilot in command shall be informed of the
precise nature and stowage location of such cargo and of the recommended
precautions and instructions to be observed in handling in the event of leakage
and/or fire.

CAO 20.16.2 - Loading (General)

1) Restraint
a) Shall be restrained so as to prevent any article from moving under the maximum
accelerations to be expected in flight.
b) Cargo restraint equipment shall be flame resistant.
2) Stowage
a) Cargo shall not be carried in any place where it may damage or obscure items of
aircraft equipment, essential to the safe operation of the aircraft.
b) Cargo may obstruct an emergency exit where sufficient other emergency exits are
available for the number of occupants.
i. Whenever an emergency exit is obstructed, the emergency exit sign for that
exit shall be covered or otherwise made ineffective.
c) Cargo shall not obstruct an aisle.
i. As to ensure that crew members are able to move freely through the aircraft
d) Loose articles shall be stowed so as to avoid the possibility of injury.
3) Cargo on a Passenger Seat
a) Cargo may be carried on an unoccupied passenger seat. The weight of such cargo
shall be evenly distributed and shall not exceed 77 kg.
b) Shall be restrained.
4) Cargo in Pilot Compartment
a) Maximum take-off weight not more than 5 700 kg, cargo may be carried on an
unoccupied control seat.
b) Cargo carried on a control seat shall not exceed 77 kg.
c) Cargo shall not be carried on a control seat if the cargo or means of restraint would
interfere with the operation of the aircraft.
d) The flight controls relevant to that seat shall be removed where they have been
designed for easy removal
5) Placarding
a) Cargo shall only be carried in a place or compartment placarded with loading
instructions.

CAO 20.16.3 - Carriage of Persons

1) Definitions
a) Child: passenger who has reached his or her third but not his or her thirteenth
birthday.
b) Infant: passenger who has not reached his or her third birthday.
2) Seats:
 a) Each crew member and passenger shall occupy a seat of an approved type:
i. During take-off and landing
ii. During an instrument approach
iii. When the aircraft is flying at less than 1000ft AGL
iv. In turbulent condition
v. Except:
o Infants, children, stretcher cases, package dispatchers and
parachutists outlined in other circumstances.
b) Always during agricultural operations and aerobatic manoeuvres
3) Seatbelts and safety harnesses:
a) Worn at all times listed in seats above.
b) Seat belts and safety harnesses shall be adjusted to fit the wearer without slack.
c) At least 1 pilot crew member shall wear a seat belt or harness at all times during
flight.
4) Adjustment of seats:
a) All seats shall be adjusted to their upright position for take-off and landing.
b) When it is desirable through illness or other incapacity that a passenger’s seat
remains in the reclined position during take-off or landing, that seat, may be left
reclined during take-off or landing if it is forward facing, there is no person
occupying the seat immediately behind, and it will not impede the egress of any
person in an emergency evacuation.
5) Aisles:
a) An aircraft which is engaged in charter or regular public transport operations and
which is required to carry 1 or more cabin attendants shall be provided with an aisle,
which shall at all times enable the cabin attendants to have unobstructed passage
through the compartment from front to rear
6) Carriage of passengers in seats at which dual controls are fitted:
a) 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.
7) Carriage of infants and children:
a) Where their combined weight does not exceed 77 kg, 2 children may occupy 1 seat
if:
i. Seated side by side
ii. Restrained by a lap strap only
iii. The seat-belt is adjusted to secure both children at all times when a seat belt
is required to be worn.
b) An infant may be carried in the arms or on the lap of an adult passenger, in a
bassinet or in an infant seat providing the bassinet or infant seat is restrained so as
to prevent it from moving under the maximum accelerations.
c) When an infant is carried in the arms or lap of a passenger the seat belt shall be
fastened around the passenger carrying the infant, but not around the infant.
d) The infant should be restrained by a “supplementary belt loop” as per the ops
manual.
 8) Persons or passengers who require assistance due to sickness injury or disability:
a) The operator must, as much as possible, identify any person on the aircraft who
requires assistance due to sickness or injury.
b) Any person who requires assistance due to sickness or injury must not be seated
where he or she could obstruct or hinder access to any emergency exits
c) If a person who requires assistance due to sickness, injury or disability is carried on
an aircraft, the operator and pilot in command must:
i. Take all reasonable precautions to prevent hazards to other persons on the
aircraft; and
ii. Ensure that there are procedures in place to enable particular attention to
be given to any such passenger in an emergency.
iii. Ensure that individual briefings on emergency procedures are given to any
such person.
d) The requirements when carrying stretchered persons
i. The stretcher must be secured in the aircraft so as to prevent it from moving
under the maximum acceleration likely to be experienced in flight and in an
emergency alighting such as ditching.
ii. The patient must be secured by an approved harness to the stretcher or
aircraft structure.
9) Carriage of parachutists:
a) Where a parachutist is not provided with a seat of an approved type, he or she shall
be provided with a position where he or she can be safely seated.
b) He or she shall, except when he or she is about to jump must:
i. Occupy a seat or a seating position
ii. Wear, adjusted to ensure adequate restraint
o A seat belt
o A safety harness
o A parachute connected to an approved single point restraint.

CAO 20.11.14 - Briefing of Passengers

1) The operator of an aircraft shall ensure that all passengers are orally briefed before each
take-off on:
a) Smoking, including the prohibition of smoking in toilets
b) The use and adjustment of seat belts
c) The location of emergency exits
d) The use of oxygen where applicable
e) The use of flotation devices where applicable
f) Stowage of hand luggage
g) The presence on board of special survival equipment where applicable
2) The operator of a charter or regular public transport aircraft with a seating capacity of more
than 6, including crew, shall supplement the oral briefing with printed matter carried in
convenient locations for the use of passengers and containing:
a) Diagrams of the emergency exits and methods of operating
b) Other instructions necessary for the use of emergency equipment
c) The brace position for emergency landing or ditching
Aircraft loading system

 DA40 Weight and Balance Charts

Normal and non-normal operation of the propeller system fitted to the flight test aeroplane

 Constant Speed Unit + Propellers

o Single Engine: Oil takes it to coarse. So, if the engine loses oil, the propellers will go
to fine; for a higher chance of an engine restart
o Multi engine: Oil takes it to fine. If engine loses oil, the fly weights make the
propeller go to coarse, so it can be feathered to produce much less drag.
o Aerodynamic Twisting moment: takes the blades to coarse (with engine). Fine (with
no engine)
o Centrifugal twisting moment: takes the blades to fine. CTM is stronger.
o Fine = higher RPM = lever forward
o Coarse = lower RPM = lever back
o CSU has a constant drive oil pump
 Fly weights move outwards as the engine speeds up
 Pulls the valve up and oil drains back into the dome
 Allows oil to flow to the propeller dome and takes the propellers to coarse
and lowers the RPM
 Normal Operation
o The DA40 is fitted with a variable pitch propeller with a governor, which attaches to
a drive pad on the left side of the engine at the front. In normal flight the propeller
governor will maintain the RPM set by the pilot and also control the engine
maximum RPM.
o A pre-loaded spring (return spring) turns the propeller blades towards fine pitch. In
addition, when the propeller is turning, centrifugal twisting moments also cause the
blades to turn towards fine pitch.
o The governor controls the propeller pitch hydraulically as the cylinder acts on a
piston and the piston moves the blades towards coarse pitch. The propeller
governor connects to the engine oil supply. The oil goes to a gear pump in the
governor. The gear pump increases the oil pressure to 270 – 340 psi (19-23 bar)
o The governor has a pilot valve. The outlet from the pilot valve connects to the
propeller. The inlet to the pilot valve can connect to the oil pump, or it can connect
to an oil return line back to the engine sump, or it can be closed off. The oil from the
governor to the propeller hub through the hollow crankshaft
o The governor has a control lever. The control lever pushes against the speeder
spring and the spring pushes against the pilot valve. When the governor is turning,
flyweights pull the pilot valve upwards, against the spring of the speeder spring
 Oil Failure
o If the hydraulic pressure from the governor fails, the blades turn towards fine pitch.
An adjustable fine pitch stop limits the amount of blade movement towards fine
pitch. The fine pitch stop is adjusted to give maximum static RPM. If the governor
fails during flight it is possible to over speed the propeller
 Speeder Spring Failure
o If the speeder spring breaks the force of the flyweights will be the greatest force.
This will cause the pilot valve to allow oil to flow into the propeller causing it to
move to coarse pitch creating more strain on the engine possible causing engine
failure
 On speed Condition
o When the engine runs at the selected speed, the governor operates as follows:
  The propeller blades are at the correct pitch to absorb the power from the
engine
 The centrifugal force of the governor flyweights balances the speeder spring
force
 The pilot valve closes the connection to the oil pump and it closes the
connection to the oil return line
 Oil cannot flow out of the propeller and the propeller blades stay at the
same pitch
 Oil from the oil pump flows through the relief valve and returns to the pump
inlet
 Under speed Conditions
o When the engine speed is less than the selected speed, then the governor operates
as follows
 The speeder spring force is greater than the force from the flyweights and
the spring pushes the pilot valve down
 The pilot valve connects the propeller to the oil return
 The oil flows from the propeller and the centrifugal twisting moment of the
blades turn the blades towards fine pitch. This decreases the load on the
engine
 The engine speed increases until the flyweights move the pilot valve to close
the oil return connection and the force from the governor flyweights
balance the force from the spring
 Over speed Conditions
o When the engine speed is more than selected speed, then the governor operates as
follows:
 The speeder spring force is less than the force from the flyweights, and the
flyweights pull the pilot valve up
 The pilot valve connects the propeller to the oil pump
 Oil flows into the propeller from the oil pump
 The propeller blades move towards the coarse pitch. This increases the load
on the engine
 The engine speed decreases until the spring moves the pilot valve to close
the oil pump connection and the force from the governor flyweights
balances the force from the speeder spring.

Aircraft Performance and Landing calculations

 DA40 Takeoff and Landing Charts

 Density Chart knowledge.
 Record performance data for PSL if required.

Pilot maintenance authorisations

CAR 2 - Definitions

A class B aircraft is by definition, anything that is not a Class A aircraft or a balloon, which is defined
as follows:

 Not Commercial
 Not Transport Category
 Not to be used for Regular Public Transport (RPT) - CAR 206C(3)
Schedule 8 - Maintenance that may be carried out on a Class B aircraft by a person entitled to do
so under subregulation 42ZC (4)

Part 1 - Maintenance on Class B aircraft other than Balloons

1) Removal or installation of landing gear tyres, but only if the removal or installation does not
involve the complete jacking of the aircraft.
2) Repair of pneumatic tubes of landing gear tyres.
3) Servicing of landing gear wheel bearings.
4) Replacement of defective safety wiring or split pins, but not including wiring or pins in
control systems.
5) Removal or refitting of a door, but only if:
a) No disassembly of the primary structure or operating system of the aircraft is
involved; and
b) If the aircraft is to be operated with the door removed--the aircraft has a flight
manual and the manual indicates that the aircraft may be operated with the door
removed.
6) Replacement of side windows in an unpressurised aircraft.
7) Replacement of seats, but only if the replacement does not involve disassembly of any part
of the primary structure of the aircraft.
8) Repairs to the upholstery or decorative furnishings of the interior of the cabin or cockpit.
9) Replacement of seat belts or harnesses.
10) Replacement or repair of signs and markings.
11) Replacement of bulbs, reflectors, glasses, lenses or lights.
12) Replacement, cleaning, or setting gaps of, spark plugs.
13) Replacement of batteries.
14) Changing oil filters or air filters.
15) Changing or replenishing engine oil or fuel.
16) Lubrication not requiring disassembly or requiring only the removal of nonstructural parts,
or of cover plates, cowlings and fairings.
17) Replenishment of hydraulic fluid.
18) Application of preservative or protective materials, but only if no disassembly of the primary
structure or operating system of the aircraft is involved.
19) Removal or replacement of equipment used for agricultural purposes.
20) Removal or replacement of glider tow hooks.
21) Carrying out of an inspection under regulation 42G of a flight control system that has been
assembled, adjusted, repaired, modified or replaced.
22) Carrying out of a daily inspection of an aircraft.
23) Connection and disconnection of optional dual control in an aircraft without the use of any
tools for the purpose of transitioning the aircraft from single to dual, or dual to single, pilot
operation.
24) Inspections or checks set out in the following documents in circumstances where the
document clearly states that the maintenance may be carried out by the pilot of the aircraft
and the maintenance does not require the use of any tools or equipment:
a) The aircraft's approved maintenance data;
b) The aircraft's flight manual or an equivalent document;
 c) Any instructions issued by the NAA that approved the type certificate for the aircraft.
25) For an aircraft that is installed with an oxygen system for the exclusive use of ill or injured
persons on an aircraft used to perform ambulance functions - replenishing the oxygen
system installed on the aircraft.

Aircraft speed limitations

 VNE (Never Exceed Speed) = 178kts

 VNO (Speed for normal operations in smooth air) = 129kts
 VFE (Maximum Flap Extension Speed) = 91kts
 VS (Stall Speed) = 53kts (clean configuration MTOW), 52kts (LDG configuration MTOW)
 VA (Manoeuvre Speed; full deflection of controls in smooth air)
 VB (Turbulence Penetration Speed) = 111kts (>1036kg), 94kts (780- 1036kg)
 VX (Best Angle of Climb Speed) = 64kts
 VY (Best Rate of Climb Speed) = 67kts (MTOW)
 VTOSS (Take off Safety Speed) = 63kts
 VR (Rotate Speed) = 59kts
 Red Arc (Never Exceed/Danger) = 178kts
 Yellow Arc (Caution Speeds) = 130 – 177kts
o Caution range (may operate in this range in smooth air and with caution)
 Green Arc (Normal Operation Speeds) = 52 – 129kts
o Bottom: Stall speed clean and at idle power
o Top: Maximum Structural cruise speed or Normal Operating Limit. Do not exceed
this speed except in smooth air and with caution
 White Arc (Flap Operation Speeds) = 49 – 91kts
o Bottom: Stall speed in landing configuration
o Top: Maximum speed with flap extended

Aircraft systems

 General DA40
o Oil Temperature
 Green Arc: 149 - 230°F
 Yellow Arc: 231 - 245°F
 Red Arc: >245°
 Must have oil temperature of 149°F before you can take off.
o Oil Pressure
 Green Arc: 56 – 95 psi
 Yellow Arc: (IDLE RPM): 25 – 55 psi
 Yellow Arc: (Ground Warm Up): 96 – 97 psi
 Red Arc: <25 OR >97 psi
o Low Oil Pressure
 If Low oil pressure is accompanied by normal oil temperatures, there is a
possibility the oil pressure gauge or relief value is functioning.
 A leak in the line to the gage is not necessarily caused for an immediate
precautionary landing because an orifice in this line will prevent a sudden
loss of oil from the engine sump.
  However, a landing at the nearest airport would be advisable to inspect the
source of trouble
o If a total loss of oil pressure is accompanied by a rise in oil temp, there is a good
reason to suspect an engine failure is imminent.
 Reduce engine power immediately and select a suitable forced landing field.
Use only the minimum power required to reach the desired touchdown spot
o Static Vent is located on the back of the Pitot Tube, as the DA40 has a Pitot-Static
Tube.
 Pitot measures total and it's in the front
 Static is measured at the back one at the top one at the bottom and it
measures static pressure
o 2 Fuel Tank Vents beneath each wing.
o Essential Bus cuts the flow of current from any non-essential electrical items in the
cockpit. The items that will continue to receive current are shown in the Circuit
Breakers section.
o There are 3 fuel drain points, one under each wing, next to the main gear strut, and
one beneath the fuselage towards the front.
o Fresh air intakes for cabin vents are underneath the wing, near the root of the wing.
o There are 3 tie-down points (one on each wing) located near the wingtip and one on
the tail
o Left wing has a stall strip – the uneven surface causes the stall to occur at the root
of the wing, before the tip of the wing.
o Differential Frise Ailerons – Differential, because they deflect downwards more than
they deflect upwards. Frise Ailerons due to the mass that is located under the
outboard section of the aileron, which increases drag.
o The Mass Balance is located under each wing, between the 2 bonding cables. There
are the 2 places where there are bonding cables, and the one in the middle where
there is no bonding cable, is the mass balance.
o Engine: Lycoming IO-360-M1A
o Horizontally imposed, 360 cubic inches fuel injected engine.
o Propeller: Hartzell Prop 74 inches
o Emergency Battery is a Lithium-ion battery that powers FAI and Flood Lights for a
maximum of 90 minutes, but we can still fly without it since these are for IFR.
o Tyre Pressures: 29 psi (free-castering nose gear), 36 psi (sprung steel strut main
landing gear).
o Load Factors: +3.8g to -1.52g (Normal Category)
o MTOW = 1200kg
o Ramp Weight = 1204kg
o Max Landing Weight (MLW) = 1150kg
o Oil: SAE15 W50 Ash less Dispersant
 When the propeller dome loses oil, the propeller goes to fine for more drag
and more chances of restarting
o Ammeter: Left Zero.
o Maintenance Release
 Part 1: Scheduled Maintenance
 Part 2: Unscheduled Maintenance
 Part 3: Daily Inspection
o RPL can Sign off MR
o Hydraulics: Brakes and CSU
o CSU:
 Aims to Maintain a constant RPM
  Drops when it gets to a point where it can’t maintain the RPM
 IDLE on Ground = 600 – 800 RPM
 IDLE in air = 1200 – 1300 RPM since air hitting prop drives it faster
 If dome loses oil, the prop goes to fine
 If oil is added, prop goes to coarse
 Overspeed in Prop; fly weights go further out; spring compresses and
level/piston moves up. So more oil gets moved into the hub moving the
blades to coarse
 Opposite for Under speed
o Carburettor mixes air and fuel together before entering cylinder. DA40 is fuel
injected
o Impact Icing: occurs when
 Below 0 deg C
 Clouds and water vapour/moisture
 Descend to get rid of impact icing as well as pitot heat
o Manifold cylinder is in the cylinder 4, back left.
o Rudder has an Aerodynamic Balance: Generates more drag to keep the rudder in
place
o Dead Cut is used to make sure:
 The plane is earthed
 So the props don’t inadvertently start up
 No fuel inside the engine
o Start up: as short as possible so the start motor doesn’t over heat
o Prolonged IDLING:
 Cools engines beyond limit
 Spark plug Fouling
o Detonation:
 Rough running
 High temp
 Black smoke
o Pre-Ignition:
 Happens in one cylinder
o One cylinder reading high temp where rest is normal: faulty gauge
o Glide ratio 8:1 which is approx. 1.44nm horizontally per 1000ft

 Electrical System
o Alternator Capacity: 28V/70 amps
o Battery Capacity: 24V/10 ampere hour
o Ammeter Normal Reading: 17-20 amps
o Voltmeter:
 displays the potential on the main bus
 alternator operating it will show alternator voltage
 otherwise it will show battery
o READ MANUAL FOR MORE DETAIL
 Fuel system:
o SEE MANUAL FOR MORE DETAILS

 Flight controls:
o The ailerons, elevator and wing flaps are operated through control rods, while the
rudder is controlled by cable. The flaps are electrically operated. Elevator forces can
be balanced by a trim tab on the elevator, which is operated by a cable

 Landing gear:
o The landing gear consists of a main landing gear of sprung steel struts, and a free-
castering nose wheel which is sprung by an elastomer package.
 o The wheel fairings are removable. When flying without wheel fairings, it should be
noted that there is a reduction in some areas of performance.
o Wheel Brakes:
 Hydraulically operated disk brakes act on the wheels of the main landing
gear. The wheel brakes are individually operated by means of toe pedals.
o Parking Brake:
 The lever is located on the small center console under the instrument panel
and is in the upper position when the brakes are released. To operate the
parking brake, pull the lever downwards until it catches. Brake pressure is
built up by multiple operation of the toe brake pedals and is maintained
until the parking brake is released. To release, the lever is pushed upwards.

 Avionics system
o The radio and navigation equipment is located in the central part of the instrument
panel. A transmit switch for the radio is mounted on the end of each control stick.
There are connection facilities for up to 4 headsets between the front seats.

 Communication system antennas

Aircraft Emergency Procedures

 Rough Running Engine

o Adopt glide
o Fuel pump on
o Fuel tank selector
o Check engine instruments
o Check throttle rpm and mixture setting
o Alternate air on
o Check mags
o Try various throttle, rpm and mixture settings
o Make emergency landing
  Loss of oil pressure
o If oil pressure indication drops and oil temp remains normal the indication may be
defective. Continue to monitor oil temp and CHT.
 If oil pressure drops and oil temp or CHT rises
 Reduce engine power to minimum
o Land as soon as possible
o Oil pressure tends to zero with vibration, loss of oil, possible metallic noise and or
smoke:
 Shut off engine immediately and carry out emergency landing.
 High oil temperature
o Check CHT and EGT
o If these are high conduct appropriate loss of oil pressure procedure.
o If neither are high there may be a fault in the indication, a constant temp of 26°F
indicates a oil temp indication failure.
 Engine fire on ground
o Fuel tank off
o Cabin heat off
o Throttle max
o Masters off
o Ignition off
 Electrical fire with smoke on ground
o Masters off
o Throttle idle
o Mixture lean
o Ignition off
 Engine fire in flight
o Cabin heat off
o Select field
o Fuel tanks off
o Throttle max
o Electrical fuel pump off
o Masters on
o Carry out emergency landing with engine off
 Electrical fire with smoke in flight
o Emergency electricity switch on
o Masters off
o Cabin heat off
o Land as soon as possible
 Overvoltage
o ESS Bus on
o Master (alt) off
o Non essential equipment (pitot heat) off
o Land as soon as possible

Radio Failure Procedures

  Class G
o Remain VMC
o Broadcast intentions (“Transmitting blind”)
o Remain VFR in class G
 Controlled airspace
o Squawk 7600
o Listen out on ATIS and or other voice modulated navaids
o Stay VMC
o Transmit intentions and land at the most suitable aerodrome (“transmitting blind”)
 YPPF
o Carry out controlled airspace radio failure procedure
o Track via appropriate VFR points
o Enter CTR at 1500’ and track overhead to aerodrome
o Ascertain runway direction and join
o Descend on circuit maintaining separation from other aircraft
o Watch for light signals from tower
 Signals
o Daylight hours in flight
 Rock wings
o Daylight hours on ground
 Waggling aircrafts ailerons and rudders
o Darkness hours in flight
 Flashing landing lights off and on twice
o Darkness hours on ground
 Flashing off and on twice the navigation lights

Miscellaneous

 Light Signals

IN FLIGHT ON GROUND
STEADY GREEN Authorised to land if pilot Authorised to take off if pilot
satisfied no collision risk satisfied no collision risk
STEADY RED Give way to other aircraft Stop
and continue circling
GREEN FLASHING Return for Landing Authorised to taxi if pilot
satisfied no risk
RED FLASHING Airfield unsafe – do not land Taxi clear of landing area in
use
WHITE FLASHING Return to Parking

 Last Light Requirements / Application

o CASA: Plan to back no later than 10 minutes before last light as a day VFR pilot.
o FTA: Plan to be back no later than 1 hour before last light as a SOLO student day VFR.
 VMC Criteria (in relation to aircraft)
 o CLASS D
 600m horizontal
 1000ft above
 500ft below
 VIS = 5km
o CLASS C
 1500m horizontal
 1000ft above
 1000ft below
 VIS = 5km below 10,000ft & 8km above 10,000ft
o CLASS G
 1500m horizontal
 1000ft above
 1000ft below
 VIS = 5km below 10,000ft & 8km above 10,000ft
 Below 3000ft AMSL or 1000ft AGL whichever is highest (more restricting)
 Clear of cloud
 VIS = 5km
 Radio required
 Alternate Day VFR Minima
o Visibility less than 8km
o Cloud must be MORE than scattered BELOW 1500ft, cumulative
o Valid 30min either side of forecast
o Can't be provisional
o Probability of restricting Vis > 30% (fog, mist, dust)
o TS Forecast
o X-wind or tailwind component exceeded
 Engine starting distance
o AN aircraft engine should not be started or operated:
 Within 5 metres of any sealed building
 Within 8 metres of any other aircraft
 Within 15 metres of any exposed public area
 Within 8 metres of any unsealed building (MTOW<5700kg)
 Fire extinguisher
o Red dry powder type fire extinguisher
o Used on liquids and electric equipment
o Not on the fire itself
 DA40 Minimum Equipment List
o Airspeed Indicator
o Altimeter
o Direct Reading Magnetic Compass or
o Accurate Timepiece
o Turn & Slip Indicator + Outside Air Temperature Gauge (Aerial Work)
o Seatbelt
o Flight Manual
o Stall Warning System
o Annunciator Panel
o Fuel Measuring Device
o Fuel Gauges
 Documents to be carried
o Maintenance release
 o Licenses and medicals
o Flight manual
o Performance charts
o Weight and balance
o Wholly within Australia not required to carry
 Certificate of registration
 Certificate of airworthiness
 Will magnetos drop RPM in flight if they become earthed?
o On the ground the CSU cannot fine the blade any more than it is already. It is in full
fine pitch hence the RPM drops during checks. However, we do run ups at 2000RPM
as that is not in the governing range. As you are at 2450 RPM during cruise, if the
magneto drops then the governor can regulate the RPM to keep it constant. If you
are in the air with pitch full fine, you are not at the full fine stops due to relative
airflow over the propeller, so the governor can regulate RPM.
 Difference between normally aspirated and fuel injected systems
o Carburetted/ Normally aspirated
 Fuel/air mixture meets in carburettor, then the mixture goes to each
cylinder through air intake
 Mixture less precise
 Requires carburettor heat
o Fuel injected
 Fuel and air do not mix until reaching cylinder
 Easier to flood
 Calibrated to be more precise
 Permit monitoring of EGT
 Require electrical fuel pump
 Fuel vaporization
o AVGAS vaporizes in the fuel line or other components between fuel tank and carb
o Occurs on warm days with mechanical fuel pumps
o Caused by hot fuel, low pressure or excessive turbulence
o Liquid fuel vaporizes prematurely and blocks the flow of liquid to carb
 Performance of aircraft
o Performance decreases with and increase in altitude or temperature as both
situations result in a reduced fuel/air mixture, decreasing horsepower.
o High humidity reduces available air for combustion, which leads to enriched mixture
and eventually reduced power.
o High density (1030) is better for aircraft performance compared to low density (997)
which is worse.
 Drum stock refuelling
o When refuelling is carried out from drum stock, the following additional precautions
should be taken:
 stand drum on end for at least 15 minutes — preferably 1 hour;
 check that “date– time” group is within the prescribed limits;
 that seals and/or bungs are secure;
 and that there is no obvious contamination.
o Drums should not be rolled to the refuelling point, but conveyed, correct end up, on
a flat top truck to avoid disturbance to any settled contamination. If they have been
rolled, they should be allowed to stand, correct end up, for at least 15 minutes.
o Lean the drum so that the pump is on the high side during refuelling.
o If the sample is clean refuelling may commence.
 o All bonding is to be carried out before removing tank filter cap from the aeroplane.
Disconnect by reversing this procedure after closing the fuel cap.
o Can use a chamois
o Whilst the aeroplane is being refuelled the drum shall not be left unattended.
 NDB/ VOR limitations
o Errors and limitations of the VOR
 Airborne equipment errors
 Vertical polarization/interference errors
 Ground station errors
 Aggregate error
 Site effect error
 Terrain errors
o Errors and limitations of the NDB
 Mountain effect
 Interference
 Night affect
 Terrain effect
 Height effect
 Aircraft error
 T - Thunderstorm
 Q – Quadrant error
 Pregnancy
o Pregnancy under normal circumstances can be compatible with flying however, the
passenger should be made aware of the relevant considerations of the aviation
environment in order to properly advise of the safety of flying when pregnant.
o The following effects should be considered:
 Cosmic radiation, especially for long-haul high latitude flights
 Prolonged sitting in restricted posture
 Limited access to toilet facilities
 Risk of trauma from turbulence or accident
 Possible exposure to physical hazards, including radiation, noise, fuels, and
cabin air contamination.
 Adverse effect of vibration on fetus
 Adverse effect of aerobatics
o Flying is physically and physiologically demanding, and changes due to pregnancy
which normally cause only inconvenience can have significant safety implications in
the aviation environment.
o Multiple risks associated with pregnancy and the operational environment. These
are beyond the scope of Civil Aviation Law but need to be considered by a pregnant
pilot.
 Smoking
o A person must not smoke during:
 Take off
 Landing
 Refuelling
 When a notice is temporarily displayed