Check control surfaces. Remove any control locks and make sure your ailerons, flaps, and rudder are moving freely and smoothly. Visually check your fuel tanks and oil. Make sure they’re filled to the specified levels. To check the fuel level, you’ll need a clean fuel measuring rod. To check oil, there’s a dipstick in the engine compartment. Check for fuel contaminants. This is done by draining a small amount of fuel into a special glass container tool, and looking for water or dirt in the fuel. Your instructor will show you how. Fill out a weight and balance sheet which helps ensure that you are not flying outside the capabilities of your airplane. Your instructor will show you how. Look for nicks, dings, and any other type of body damage. These small imperfections might inhibit your aircraft’s flying ability, especially if the prop is compromised. Always check props before an engine start. Use caution around airplane props.

  • If there are electrical issues with the plane, the prop could turn over unexpectedly, causing severe injury. Check emergency supplies. Although it is not pleasant to think about, prepare for the worst.
  • There is always the possibility of something going wrong with the aircraft. Make sure there is a supply of food, water, and first aid items. Also ensure that you have an operating radio, flashlight, and batteries. A weapon may be needed along with standard repair parts for the plane.

This control, more commonly called the yoke, works like a steering wheel in a car. It controls the pitch of the nose (up or down) and banking of the wings. Get a feel for the yoke. Push to go down, pull to go up, and use left and right to roll, unsurprisingly, left and right. Don’t use too much force when flying.

  • It doesn’t take much to control the plane.

Thrust is controlled by the throttle and the mixture knob adjusts the fuel-to-air ratio (lean or rich in gas).

Top left - The “Airspeed Indicator” shows aircraft airspeed, usually in knots. [5] X Research source (A knot is one nautical mile per hour—about 1. 15 MPH or 1. 85km/h). [6] X Research source Top center - The “Artificial Horizon” shows the aircraft attitude, that is, whether the plane is climbing or descending and how it is banking - left or right. Top right - The “Altimeter” shows the height (altitude) of the aircraft, in feet MSL—feet above mean, or average, sea level. [7] X Research source Lower left - The “Turn and Bank Indicator” is a dual instrument which tells how fast you are changing the compass heading (rate of turn) and also whether you are in co-ordinated flight, This is also called the “Turn and Slip Indicator” or “Needle Ball. " Lower center is the “Heading Indicator” which shows your aircraft current compass heading. This instrument should be calibrated (usually every 15 minutes). To calibrate, adjust the instrument to agree with the compass. This is done on the ground or, if in flight, only in straight and level flight. Lower right is the “Vertical Speed Indicator” which tells how fast you are climbing or descending in feet per minute. [8] X Research source Zero means that you are maintaining altitude and are neither climbing nor descending.

Ask your instructor to show you this procedure.

If there’s a crosswind, you will need to turn the yoke, carefully, into the wind. As you pick up speed, slowly decrease this correction. You’ll need to control the yaw (twisting on a vertical axis) with the rudder pedals. If the plane starts doing twisting, use the foot pedals to control it.

When the plane gets enough lift, you’ll notice the nose lifting off the ground a bit. Pull gently back on the flight control, being sure to maintain the proper climb rate for the particular aircraft.

Remember to maintain climb speed and apply proper rudder. When at a safe height above the ground and you have a positive rate of climb as indicated by the VSI (Vertical Speed Indicator), return the flaps and landing gear to neutral position. This will reduce drag and extend the safe flying time and distance.

The best way to keep the plane at the right altitude is making sure you constantly scan the attitude indicator and the altimeter, as well as the rest of the six pack. Get in the habit of scanning so that you don’t fixate on any single instrument for an extended time.

A useful learning aid is think step on the ball to know which rudder pedal to step on when co-ordinating a turn. The ailerons “control” the bank angle and work in conjunction with the rudder. When turning, coordinate the rudder and ailerons by keeping the turn and bank instrument ball centered, remembering to keep an eye on your altitude and air speed by scanning the six pack. Note: When the yoke is turned to the left, the left aileron goes up, and the right goes down; when turning right, the right aileron goes up and the left aileron goes down. Do not worry too much about the mechanics of aerodynamics at this point, just try to become familiar with the basic concepts.

At maximum power you may find that the nose drifts laterally due to the engine torque and requires an opposite rudder correction. Similarly, you may find that the opposite rudder input is required at flight idle power setting. To keep the plane steady, it’s necessary to maintain sufficient airflow and speed. Flying too slowly or at overly steep angles can cause the plane to lose airflow and stall. This is most dangerous during takeoff and landing, but it’s also important to keep the plane at the appropriate speed during flight. Just as you would wear out your car engine if you drove with your foot planted to the floor, you’ll do the same to the plane’s engine. Only increase power to maintain airspeed in a climb and reduce power to descend without accelerating.

Another issue is carburetor icing. There is a small knob labelled “carb heat”. Apply carb heat for short periods of time, about every ten minutes or so, especially at the high relative humidity levels that encourage icing. [16] X Research source Note: This only applies for planes with a carburetor. Don’t zone out. – You still need to be scanning for other aircraft and keeping an eye on the six pack.

Next set the trim. The trim is a small surface on the edge of the elevator. It can be moved from within the cockpit. Setting it correctly will prevent the plane from climbing or descending while in cruise flight. [17] X Research source There are different kinds of trim systems. Some consist of a wheel, lever, or crank which pulls a cable or rod attached to a trim surface bell-crank. Another is a jackscrew and rod. And yet others are an electrical system (which is the easiest to use). The trim setting on each plane has a corresponding speed that the aircraft will seek and hold. It varies by weight, plane design, center of gravity, and carrying weight (cargo plus passengers).

When changing frequencies on the communication radio it is courteous to listen for the better part of a minute to make sure no stations are in the middle of an exchange. Only when you are sure there are no “conversations” going on should you make your initial broadcast. This helps to avoid the “stepped on” situation which occurs when multiple stations are broadcasting on the same frequency at the same time.

Pick your aiming point and begin your descent.

A general rule is that the best approach speed is 1. 3 multiplied by the stalling speed of the aircraft. [19] X Research source This should be indicated on the ASI. However, always take into account wind speed, too.

If the numbers start to disappear under the aircraft nose, you are landing long. If the number distance themselves from the aircraft nose, you are landing short. As you get closer to the ground, you will experience the “ground-effect. " This will be explained by your instructor in detail, but basically the ground effect causes the plane to float a bit because of reduced drag near the ground.