RA-Aus BAK cheat sheet

Four forces in steady unaccelerated flight: lift equals weight, and thrust equals drag; any imbalance produces acceleration in the direction of the greater force.

Lift formula: L = ½ × ρ × V² × S × CL. Lift rises with the square of airspeed, so doubling speed quadruples lift at a fixed angle of attack.

Angle of attack is the angle between the wing chord line and the relative airflow - not the same as pitch attitude or climb angle.

Critical angle of attack is the stall angle; a wing stalls at that angle regardless of airspeed, weight, or bank, so stalls are possible at high speed in a steep turn or pull-up.

Induced drag decreases as airspeed increases; parasite drag increases with the square of airspeed. Total drag is lowest at the speed where the two curves cross (best glide/L-over-D max).

Load factor in a level turn: n = 1 / cos(bank angle). At 60° bank load factor is 2 g, raising the stall speed by the square root of 2 (about 41%).

Density altitude rises with high elevation, high temperature, high humidity and low pressure - all reduce engine power, propeller/thrust efficiency and wing lift.

Standard atmosphere at sea level: 1013.25 hPa, 15 °C, density 1.225 kg/m³; temperature lapse rate about 2 °C per 1000 ft in the lower atmosphere.

Stability: positive static stability means a disturbance tends to be opposed; dihedral gives lateral (roll) stability, and the horizontal tail gives longitudinal (pitch) stability.

Pre-flight walk-around checks structure, control surfaces, fuel quantity and contamination (water/sediment sumps), oil level, tyres, pitot and static ports, and security of cowlings and caps.

Weight and balance: total moment = weight × arm; CG = total moment ÷ total weight. CG must lie inside the forward and aft limits for every loading, including fuel burn.

Take-off and landing performance must be checked against the aircraft flight manual for the actual pressure altitude, temperature, wind, surface and weight - never assumed from experience.

V speeds: Vx gives best angle of climb (obstacle clearance), Vy gives best rate of climb (time to altitude); Vne must never be exceeded and Vno is the rough-air limit.

Carburettor ice can form at outside air temperatures between about -10 °C and +25 °C with high humidity; apply carburettor heat and expect an initial power drop as ice melts.

Radio calls use standard phraseology: identify the station called, own callsign, position, altitude and intentions; read back clearances and hold short instructions.

Wake turbulence sinks and drifts with wind; land beyond the preceding aircraft's touchdown point and take off before its rotation point to avoid the vortices.

Go/no-go decision: reject a take-off for any abnormality before rotation; after lift-off with insufficient runway remaining, land straight ahead rather than force a turn back.

A reportable accident involves death, serious injury, or substantial damage to the aircraft; an incident is an occurrence affecting safety that does not meet the accident threshold.

Occurrence reports are submitted to the national safety authority (in Australia, the ATSB) using the approved form; the reporter's identity can be protected as confidential.

A MOR (mandatory occurrence report) is required for defined serious events such as runway incursions, near misses, airspace infringements and engine failure in flight.

Just culture principle: unintentional errors are reported and used for learning; only reckless or deliberately unsafe acts attract punitive action.

Defects affecting airworthiness are reported to the regulator (CASA) and to the maintainer; the aircraft is grounded until the defect is assessed and cleared.

Reporting timelines are short - serious occurrences must be notified promptly (commonly within 24–72 hours), with a fuller written report to follow.

Confidential reporting schemes allow hazards and near misses to be reported without identifying details, supplementing mandatory occurrence reporting.

Human factors chain: fatigue, distraction, stress, complacency and poor communication precede most occurrences; use checklists, briefings and sterile-cockpit periods to break the chain.

Preserve evidence after an occurrence: do not disturb wreckage or move the aircraft unless required for safety or rescue, and record witness details.

Airworthiness is maintained by scheduled inspections, defects rectification and compliance with mandatory airworthiness directives and service bulletins.

Maintenance releases must be issued by an appropriately licensed engineer or approved person; a daily/pre-flight inspection may be performed by the pilot where permitted.

Logbooks record airframe, engine and propeller hours, inspections, defects and releases; entries must be made promptly and signed.

100-hour and annual inspections are typical scheduled checks; the aircraft must not be flown beyond the limit or with an expired release.

Engine basics: four-stroke cycle is induction, compression, combustion (power) and exhaust; the magneto supplies ignition independently of the battery, and a magneto check is done during run-up.

Fuel system checks: drain sumps before flight, check for water and correct grade/colour, and confirm the fuel selector is on a serviceable tank with adequate quantity for reserves.

Electrical system: the alternator/generator charges the battery; the ammeter/voltage indication shows charging state, and a failed alternator requires load shedding and landing planning.

Hydraulic and brake systems: check fluid levels and leaks; a soft or spongy pedal indicates air in the system and must be rectified before flight.

Pre-flight inspection items include control surface freedom and hinges, static and pitot openings clear, tyres and brakes, oil and coolant levels, and security of access panels.