Avionic and IPad Connection

GTX 345

GTX 345 -> Bluetooth -> IPad

GNC 355

GNC 355 -> Bluetooth -> IPad

Review the checklist

CheckList / Emergency Checklist

Weather

METAR / TAF

SMS to 358782 to get METAR. e.g.,MT CYOO PT

Canada

USA

GFA / AIRMET / SIGMENT /NOTAM USA

Dewpoint

When dewpoint spread is 3°C or less, you can anticipate fog.

Altitude

Density Altitude

It is the pressure altitude corrected for temperature.
Impacts of High Density Altitude

✪Area	✪Impact
Takeoff Distance	Increases significantly. Engine produces less power; propeller/wing less thrust/lift.
Rate of Climb	Reduced Thinner air → less lift reduced engine performance.
True Airspeed (TAS)	Increases slightly for the same IAS, but with lower performance margin.
Stall Speed	IAS remains the same, but at higher TAS → longer landing roll.
Landing Distance	Increases due to higher groundspeed on approach.
Engine Power	Decreases. Leaner mixture; less oxygen → less combustion efficiency.
Propeller Efficiency	Decreases due to thinner air density and reduced 'bite'.

Taxi

While Taxi

Making a left turn, the ball (i.e. inclinometer) should move to the right
Making a right turn, the ball (i.e. inclinometer) should move to the left

Radio Frequency & Squawk

Radio Frequency

121.50	Emergency
126.7	En-route. This frequency is often used for general announcements, reporting positions, and maintaining situational awareness in areas without a dedicated air traffic control tower.
133.40	Toronto Area Control Center
123.15	London Flight Center
123.45	Pilot-Pilot - fixed wing aircraft pilots
123.3 / 123.5	Air-to-air between gliders and hot air balloons pilots
122.9	CFA #1
123.025	CFA #2
122.925	CFA #3

VFR Squawk Code

1200	VFR at or below 12,500' ASL
1400	VFR above 12,500' ASL

IFR Squawk Code

1000	IFR Low Level Airspace
2000	IFR High-Level airspace

Other Squawk Code

7700	Emergency (Radio 121.5MHz)
7600	Lost Communication
7500	Indicate a Hijack

Using Transponder

Power Setting for 1979 Piper Arrow IV

Take-off:

Prop: Fine (Full) Mainfold: Full
Once Altitude positive / in claiming: Prop: 2500RPM Mainfold: 25inch

Cruise Power Setting - TAS:

TAS ≈ IAS + (IAS × Altitude in thousands × 0.02)

Verified Cruise Performance @ 75% Power (ISA, Best Power Mixture)
RPM:2500
Weight: Max gross weight (2,750 lbs)
Configuration: Clean (Gear up, Flaps up, Trim - Level Flight, Mixture - Leaned for best power)
Fuel Mixture: Best power mixture (not leaned for economy)
Temperature: Standard day (ISA)

General:

▼ Reduce Power : Manifold then Prop.
▲ Increase Power: Prop then Manifold.
Prop is Top - The blue level (prop) is always top of the black lever (manifold pressure).

Cruising Altitude Rule

Odd: For magnetic headings between 0° and 179° (eastbound):Starting at 3000'AGL + 500'
Even:For magnetic headings between 180° and 359° (westbound):Starting at 4000'AGL + 500'

Final Approach - GUMPS

Landing:

G	Fuel in fullest tank
U	Undercarriage Down (Green 3 Green Lights ON)
M	Mixture Rich
P	Props Fine
S	Switches - Fuel Pump, Landing Lights ON
C	Check WindSock - Wind from Right or Left

Piper Arrow IV Glide Performance

For every 1,000 feet AGL, the aircraft glides 10,000 feet forward (i.e., 10,000 ft horizontal distance)
1 nautical mile = 6,076.12 feet
For every 1,000 feet AGL, a Piper Arrow IV (with 10:1 glide ratio) can glide approximately,1.645 nautical miles

Altitude AGL ft	Glide Distance (NM)
1000	1.65
2000	3.29
3000	4.94
4000	6.58
5000	8.23
6000	9.87
7000	11.52
8000	13.17
9000	14.81

TIPS

When a aircraft comes right at you, what do you do as a pilot?

Right-of-Way Rules:	Both aircraft should alter their courses to the right. Each aircraft should give way to the right, similar to yielding to oncoming traffic on the road.
Maintain Altitude:	Both aircraft should maintain their current altitudes to avoid conflicts in vertical separation.
Communication:	If you are in controlled airspace, air traffic control will provide instructions to both aircraft to ensure safe separation. Use radio communication to establish contact and coordinate intentions if possible.]
Visual Observations:	Maintain a vigilant lookout for the other aircraft
Collision Avoidance Maneuvers:	If it becomes apparent that a collision is imminent, take evasive action in the vertical and horizontal planes to avoid the other aircraft.

Skid (and Slip)

A skid happens during a turn when the tail is swung too far outside the turn - i.e., too much rudder input.
Cause: Too much rudder for the bank angle
Effect: The aircraft slides outward from the turn path - dangerous in stalls.
A slip is the opposite: not enough rudder - aircraft inward

Term	Axis/type	Caused By	Desc	Risk
Yaw	Vertical axis rotation	Rudder input	Nose swings left/right	Needed for coordination
Skid	Side force in turn	Too much rudder	Tail swung outward — plane slides outward	Can cause spin in stall
Slip	Side force in turn	Not enough rudder	Plane slides inward during a bank	Used in crosswind landings

Memory Aid:

Yaw = Where the nose is pointing
Skid/slip = whether your aircraft is balanced in the turn or sliding sideways

Documents

On-Board Docs:

Weather:

IFR:

Manuals:

Download ☼ Sporty's SP-400 Manual

URLs

On-Board Docs:

Weather:

Charts:

Tools:

Current Avionic

Current Avionic - 1979 Piper Arrow IV PA28RT-201

350C Radio Panel

350C Audio Panel

Night Currency

Canadian Rule (CARs 401.05(2)) – Recency Requirements:

To carry passengers at night, the pilot must have:

Completed at least 5 takeoffs and 5 landings at night within 6 months
In the same category and class of aircraft
If your takeoff and/or landing occurred before the end of civil twilight, they don’t count toward maintaining night currency.

Logging as Night:

According to CARs 101.01, Night is defined as: The time between the end of evening civil twilight and the beginning of morning civil twilight.
30 minutes after sunset is NOT yet night. Civil twilight typically lasts about 30 to 40 minutes after sunset, depending on location and season.

How to Find the Exact Time:

NAV CANADA Weather Services

Use the GFA Tool or the NAV CANADA AWWS website.
Look up “Sunrise/Sunset/Civil Twilight” data by airport.

ForeFlight / Aviation Apps

Apps like ForeFlight or SkyDemon show:
Sunset, End of civil twilight, Automatically adjust based on location and date.

National Research Council of Canada:

🌐 Use their online calculator - ⚠️ NOTE: Since Daylight Saving Time (DST) is in effect, you must add/subtract 1 hour to all times for local (EDT) time.

✍️Summary of What to Log:

Time of Flight	What You Log	Counts Toward Night Currency?
30 min after sunset	Day (not night)	❌ No – civil twilight not over
After civil twilight	Night time	✅ Yes – log as night + counts

VFR Arrivals at Uncontrolled Aerodromes

The legal requirement is found in CAR 602.96(3) of the Canadian Aviation Regulations (CARs).:

observe the traffic circuit at the aerodrome for the purpose of avoiding collision;
conform to or avoid the traffic circuit formed by other aircraft in operation;
make all turns to the left when approaching for landing and after takeoff unless otherwise specified in the CFS or by ATC;
where practicable, land and take off into the wind, unless otherwise authorized by ATC;
maintain a listening watch on the appropriate frequency; and
announce their intentions on the appropriate frequency when operating within an MF or ATF area.

⚠️ What is not legally required:

Overhead join
Dead side descent
Mid-downwind 45° joins

🧠 Bottom Line for Legal Compliance: As long as you:

Avoid conflicts,
Conform to the circuit (or stay out of it),
Make standard left-hand turns,
Make appropriate radio calls on 123.2 MHz

You are legally compliant with CAR 602.96(3) — even if you join on base or straight-in.

✅ VFR Arrivals – Legal Requirements vs. Best Practices (Canada)

Aspect	Legal Requirement (CAR 602.96)	Best Practice (TC AIM RAC 4.5.2
Circuit direction	Must make left turns, unless CFS says otherwise	Same – left-hand circuits unless specified
Conforming to circuit	Must conform to or avoid existing circuit	Conform using a standard entry (overhead preferred)
Avoiding conflict	Must observe traffic and avoid collision	Same – ensure visual and radio situational awareness
Altitude for join	No specific rule on join altitude	Overfly aerodrome at 500' above circuit (i.e., 2,000' ASL for CZBA)
Type of join	Any safe entry permitted (e.g., base, straight-in, mid-downwind)	Recommended: overhead join → dead side descent → downwind
Radio communication	Must maintain listening watch and broadcast intentions	Same – make calls at 5–10 NM, and at downwind, base, final
Landing direction	Must land into wind where practicable	Same
Straight-in or base joins	Allowed, if they don’t disrupt circuit traffic	Discouraged, unless you're 100% sure of no conflict