Dhansham - Pilot's Notebook : March 2021

Saturday, March 27, 2021

Flight Controls

MFD Multi Function Display - Engine

ENGINE

The airplane is powered by a direct drive, horizontally opposed, four cylinder, overhead valve, air cooled, fuel injected engine with a wet sump lubrication system. The engine is a Lycoming Model IO-360-L2A rated at 180 horsepower at 2700 RPM. Major accessories include a starter and belt driven alternator mounted on the front of the engine, dual magnetos, vacuum pump, engine driven fuel pump, and a full flow oil filter mounted on the rear of the engine accessory case.

ENGINE CONTROLS

Engine power is set using the throttle control. The throttle control is a smooth black knob located at the center of the instrument panel below the standby instruments. The throttle control is configured so that the throttle is open in the forward position and closed in the full aft position.

A friction lock, located at the base of the throttle, is operated by rotating the lock clockwise to increase friction or counterclockwise to decrease friction.

Engine fuel mixture is controlled by the mixture control. The mixture control is a red knob, with raised points around the circumference,

located immediately to the right of the throttle control and is equipped with a lock button in the end of the knob. The rich position is full forward, and full aft is the idle cutoff position. For small adjustments, the control may be moved forward by rotating the knob clockwise, and aft by rotating the knob counterclockwise. For rapid or large adjustments, the knob may be moved forward or aft by depressing the lock button in the end of the control, and then positioning the control as desired.

ENGINE INSTRUMENTS

The G1000 Engine Indication System (EIS) provides graphical indicators and numeric values for engine, fuel, and electrical system parameters to the pilot. The EIS is shown in a vertical strip on the left side of the PFD during engine starts and on the MFD during normal operation. If either the MFD or PFD fails during flight, the EIS is shown on the remaining display.

The EIS consists of three pages that are selected using the ENGINE softkey. The ENGINE page provides indicators for Tachometer (RPM), Fuel Flow (FFLOW GPH), Oil Pressure (OIL PRES), Oil Temperature (OIL TEMP), Exhaust Gas Temperature (EGT), Vacuum (VAC), Fuel Quantity (FUEL QTY GAL), Engine Hours (ENG HRS), Electrical Bus Voltages (VOLTS), and Battery Currents (AMPS). When the ENGINE softkey is pressed, the LEAN and SYSTEM softkeys appear adjacent to the ENGINE softkey. The LEAN page provides simultaneous indicators for Exhaust Gas Temperature (EGT °F) and Cylinder Head Temperature (CHT °F) on all cylinders to be used for adjusting, or leaning, the fuel/air mixture along with a digital value for FFLOW GPH and a indicator for FUEL QTY GAL. The SYSTEM page provides numerical values for parameters on the ENGINE page that are shown as indicators only. The SYSTEM page also provides a digital value for Fuel Used (GAL USED) and Fuel Remaining (GAL REM).

The engine and airframe unit, located forward of the instrument panel, receives signals from the engine/system sensors for the parameters that are being monitored. The engine and airframe unit provides data to the EIS, which displays the data for the ENGINE page described on the following pages.

RPM (TACHOMETER)

Engine speed (RPM) is shown by the tachometer indicator found on all EIS pages. The tachometer indicator uses a circular scale with moving pointer and a digital value. The pointer moves through a range from 0 to 3000 RPM. The numerical RPM value is displayed in increments of 10 RPM in white numerals below the pointer.

The normal engine speed operating limit (top of green arc) changes with altitude. For standard-day conditions, between sea level and 5000 feet, 2500 RPM is the upper limit of the normal operating range. From 5000 feet to 10,000 feet, 2600 RPM is the top of the normal range. And above 10,000 feet, 2700 RPM is the upper limit of the normal operating range. When engine speed is 2780 RPM or more, the pointer, digital value, and label (RPM) turn red to show engine speed is more than the limit.

The digital value and label (RPM) will flash. The engine speed (tachometer) is displayed in the same configuration and location on the LEAN and SYSTEM pages. If engine speed becomes 2780 RPM or more, while on the LEAN or SYSTEM page, the display will return to the ENGINE page.

A speed sensor, mounted on the engine tachometer drive accessory pad, provides a digital signal to the engine and airframe unit which processes and outputs the RPM data to the EIS. A red X through the RPM indicator shows the indicating system is inoperative.

FUEL FLOW

Fuel flow is shown on the ENGINE page by the FFLOW GPH horizontal indicator. The indicator range is from 0 to 20 gallons per hour (GPH) with 2 GPH graduations, with a green band from 0 to 12 GPH. A white pointer shows the measured fuel flow.

A digital value for FFLOW GPH is included on both the EIS LEAN and SYSTEM pages. The fuel flow transducer is located in the engine fuel injection system between the fuel/air control unit (servo) and the fuel distribution manifold (flow divider). The transducer provides a signal to the engine display that is processed and shown as fuel flow (FFLOW) on the EIS pages. A red X through the indicator means the indicating system is inoperative.

OIL PRESSURE

Engine oil pressure is shown on the ENGINE page by the OIL PRES horizontal indicator. The indicator range is 0 to 120 PSI with a red band from 0 to 20 PSI, a green band from 50 to 90 PSI (normal operating range) and a red band from 115 to 120 PSI. A white pointer indicates actual oil pressure. Oil pressure is shown numerically on the SYSTEM page.

When oil pressure is 0 to 20 PSI or 115 to 120 PSI, the pointer, digital value, and label (OIL PRES) will change to red to show that oil pressure is outside normal limits. If oil pressure exceeds either the upper or lower limit while on the LEAN or SYSTEM page, the EIS will return to the ENGINE page.

When the engine speed (RPM) is in the green arc and the oil temperature is in the green band, the oil pressure should be in the green band. If oil pressure is below the green band or above the green band, adjust the engine speed to maintain adequate oil pressure. When engine speed is at idle or near idle, the oil pressure indication must be above the lower red band. With the engine at normal operating oil temperature, and engine speed at or close to idle, oil pressure below the green band, but above the lower red band, is acceptable.

In cold weather, the oil pressure will initially be high (close to the upper red band when the engine is started). As the engine and oil warm up, the oil pressure will come down into the green band range. The oil pressure transducer, connected to the engine forward oil pressure port, provides a signal to the engine display that is processed and shown as oil pressure. A separate low oil pressure switch causes an OIL PRESSURE annunciation on the PFD when oil pressure is 0 to 20 PSI. A red X through the oil pressure indicator means that the indicating system is inoperative.

OIL TEMPERATURE

Engine oil temperature is shown on the ENGINE page by the OIL TEMP horizontal indicator. The indicator range is from 75°F to 250°F with a green band (normal operating range) from 100°F to 245°F and a red band from 245°F to 250°F. A white pointer indicates actual oil temperature. Oil temperature is displayed numerically on the SYSTEM page.

When oil temperature is in the red band, 245°F to 250°F, the pointer and OIL TEMP turn red and flash to show oil temperature is higher than the limit. If oil temperature becomes hotter than 245°F while on the LEAN or SYSTEM page, the display will default to the ENGINE page.

The oil temperature sensor is installed in the engine oil filter adapter and provides a signal to the engine display that is processed and shown as oil temperature. A red X through the indicator shows that the indicating system is inoperative.

CYLINDER HEAD TEMPERATURE

Cylinder head temperature (CHT) for all four cylinders are shown on the LEAN page. The cylinder with the hottest CHT is indicated by a cyan bar graph. The indicator range is from 100°F to 500°F with a normal operating range from 200°F to 500°F and a warning range (red line) at 500°F. When the CHT is 500°F or hotter, the bar segments, CHT label and °F digital value will change to red to show that the CHT is greater than the limit.

A thermocouple is installed in each cylinder head and provides a signal to the engine display that is processed and shown as CHT on the EIS LEAN page. The LEAN page will show a red X over any cylinder that has a probe or wiring failure.

EXHAUST GAS TEMPERATURE

Exhaust gas temperature (EGT) is shown on the ENGINE page by the EGT horizontal indicator. The indicator range is from 1250°F to 1650°F with graduations every 50°F. The white pointer indicates relative EGT with the number of the hottest cylinder displayed inside the pointer. If a cylinder EGT probe or wiring failure occurs for the hottest EGT, the next hottest EGT will be displayed.

The EGT for all four cylinders is shown on the LEAN page of the EIS. The hottest cylinder is indicated by the cyan bar graph. The EGT for a particular cylinder may be shown by using the CYL SLCT softkey to select the desired cylinder. Automatic indication of the hottest cylinder will resume a short time after the CYL SLCT is last selected. The LEAN page will show a red X over a cylinder that has a probe or wiring failure.

A thermocouple is installed in the exhaust pipe of each cylinder which measures EGT and provides a signal to the engine display that is processed and shown as EGT on the EIS LEAN page.

Thursday, March 25, 2021

Emergency - Engine Fire & Emergency Descent

45degree bank

Engine Fire
1. Pull the fuel shutoff valve
2. Mixture to Idle cutoff
3. Turn OFF the Master Switch
4. Leave Magnetos ON
5. Shut OFF Cabin Heat and Air Vents

Engine Out Emergency (ABC)

1. Attitude - Correct Airspeed

2. Best Field

3. Cockpit Checks

If Fire Does Not Go Out

1. Establish aircraft in a dive at 100Knots - might blow out the fire, get us to the ground

2. Checklist

3.Force Landing Execute

Emergency Descent Maneuver (Good judgement, Decision Making)

Do not exceed Vne, Vfe or Vle

High Speed - Vne with Flaps & Gear up

Low Speed - at or below operating speed, Full Flaps and Gear Down

Drop the nose, 45 degree bank, slip airplane High Rudder

Emergency - Engine Failure

Aviate then Navigate then Communicate

1. Pitch & Trim your airplane for your BEST Glide Speed 68knots max gross weight Flaps Retract

2. Chose a suitable Landing site (Speed & Direction of Wind) Try to land into the wind

Wind direction, smoke, lake flags, wind drift circles

3. Troubleshoot (flow Fuel flow, fuel selector both, mixture rich, key restart, primer )

4. Help Emergency Squawk code 7700 or 121.5 call for help (mayday, mayday, mayday)

5. Secure Engine - Fuel Selector off, Mixture off, Key off, Master Switch Off (electric flaps first) before you turn the battery switch off, ajar the door.

The key position is the LEFT Base

Know your glide ratio ( Cessna 172 is 1.5 : 1 - you can glide 1.5 miles per 1,000 feet on a calm day with no consideration for the wind) of your airplane and factor in the wind

Best Glide Speed =68 Knots

Low Altitude IFR Enroute Charts

Charts

Low Altitude IFR chart - Published every 56 days (Effective date)

Sea level up to 18,000MSL’ (FL180)

Shows Victor Airways – navaid VORTAC or VOR/DME, NDB

Airport that does not have an instrument approach are printed in Brown

Airport with instrument approach are printed in Blue or Green

Class Bravo – Solid Blue outline of airspace

Class Charlie – Dash Blue outline of airspace

Class Delta has a D inside a box!

Victor Airways width is 8 miles – 4 miles each side of center line

Number below the Victor Airway 34 is the distance between 2 intersections

The number in the box 94 is the distance 2 nav aid along the airway

The symbol 42 is the DME distance from NavAid to that point.

Triangle is an Intersection, if the triangle is filled, then it’s a mandatory recording point

Altitude - Guarantee 1000’ Clearance, 2000’ clearance in mountain terrain

MEA Minimum Enroute Altitude

MOCA minimum Obstruction Clearing Altitude

MOCA has * next to it Ensure NAV signal within 22 mile from nav aid

MRC minimum Reception Altitude

MAA Maximum authorized Altitude

MRA – Minimum Reception Altitude

Lowest altitude for adequate reception from 2 Navaid to form an intersection

If there is a R in a flag, it mean it has a MRA.

MCA – Minimum Crossing Altitude – Flag with an X in it.

Reception of signal

High Altitude IFR chart

18,000’ MSL to 45000MSL (FL450)

Area Charts

Show congested terminal area at a large scale ,

Are included with subscription to low Enroute chart

Airport that does not have an instrument approach are printed in Brown

Airport with instrument approach are printed in Blue or Green

Class Bravo – Solid Blue outline of airspace

Class Charlie – Dash Blue outline of airspace

Class Delta has a D inside a box!

The symbol 42 is the DME distance from NavAid to that point.

Triangle is an Intersection, if the triangle is filled, then it’s a mandatory recording point

Victor Airways width is 8 miles – 4 miles each side of center line

Number below the Victor Airway 34 is the distance between 2 intersections

The number in the box 94 is the distance 2 nav aid along the airway

Altitude - Guarantee 1000’ Clearance, 2000’ clearance in mountain terrain

MEA Minimum Enroute Altitude

MPCA minimum Obstruction Clearing Altitude

MRC minimum Reception Altitude

MCA Minimum Crossing Altitude

MAA Maximum authorized Altitude

MRA – Minimum Reception Altitude

Lowest altitude for adequate reception from 2 navaid to form an intersection

If there is a R in a flag, it mean it has a MRA.

MCA – Minimum Crossing Altitude – Flag with an X in it.

Reception of signal

Wednesday, March 24, 2021

VOR Approaches

VOR

- Introduced in 1940's primary means of navigation for commercial and general aviation

- Highway in the sky

- by 2000, they were over 1,000 VORs operating in the USA.

- Additional use is to give pilots to getting into airports via instrument approach procedure

- VOR are not as widely used as people prefer to use ILS approaches and GPS

- Consider non-precision approaches because no vertical guidance is provided.

- Use for 2 categories: Terminal and Non-Terminal Approaches. (Initial Approach Fixes, Final Approach Fixes, Miss Approach Fixes)

- Every VOR approach is different

- 3 steps 1. Outbound leg tracking a radial out from a VOR, procedure turn, inbound leg where you are tracking a Radial towards the VOR

VOR use for Lateral Guidance

VOR use for Distance Measuring -- Situational awareness

Terminal Approach - VOR is On the field of the runway - serves as IAF and miss-approach point

Non-Terminal Approaches. IAF Initial Approach Fix and Miss Approach

Non-Terminal Approaches Miss Approach determine by distance or Time

Outbound leg tracking a Radial Away from the VOR

Procedure Turn

Tracking inbound leg radial to station

FAR 91.175 - Restrict operation of aircraft below DA/DH or MDA when the visibility is less than each approach. - no pilot may operate an aircraft below the authorized MDA or continue an approach below the authorized DA/DH unless

1. Aircraft is continuously in a position from which to descent to land on intend runway via normal rate of descent using normal maneuvers.

2. Flight visibility is not less than the visibility prescribed in stand instrument approach

3. Visual reference for intended runway is distinctly visible and identifiable to the pilot:

The approach light system, except that the pilot may not descend below 100 feet above the touchdown zone elevation using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable.
The threshold.
The threshold markings.
The threshold lights.
The runway end identifier lights.
The visual glideslope indicator.
The touchdown zone or touchdown zone markings.
The touchdown zone lights.
The runway or runway markings.
The runway lights.

Power reduced to 2000 RPM

Airspeed: 100 Knots

Rate of Descend: -500 feet per min

Power reduced to 2400 RPM

Airspeed: 100 Knots

Rate of Descend: 0 feet per min

Monday, March 22, 2021

Flying Approach Chart - Metar

At first glance, approach plates like Louisville’s ILS Runway 35R are easily discernible to instrument pilots. But during a recurrent training session when an instructor or examiner begins digging into the specifics, sweaty palms can easily follow.

Here are a few penetrating questions to test your knowledge. For our quiz today, assume the DME-equipped aircraft is operating under Part 91 and the latest METAR at Louisville reads: "KSDF 110856Z 3519G27KT ½ SM F FEW 02 BKN 04 OVC 08 21/21 A2971."

Chart courtesy of Jeppesen

1. If the glideslope fails before PARCL, what is the lowest mean sea level altitude to which you may descend?

a. The aircraft is not authorized to continue the approach if the glideslope fails

b. 820 feet

c. 200 feet

d. 340 feet

2. With the glideslope still inoperative, what is the lowest agl altitude to which you may descend to conduct a nighttime circle-to-land on Runway 11 at 100 knots?

a. 539 feet

b. 340 feet

c. Circle-to-land is not authorized

d. 879 feet

3. If you’re cleared for the ILS from south of BRBON, how do you establish yourself on the localizer?

a. Fly north until the localizer needle begins to move

b. Head 034 while descending to 3,000 feet

c. Ask ATC for radar vectors

d. Maintain 4,000 feet on heading 034

4. How should you execute the standard missed approach?

a. Fly direct to the BQM VOR, then proceed outbound on the 071 radial until reaching TORAC

b. Fly heading 090 until intercepting the 071 radial east of the BQM VOR, then proceed outbound on the 071 radial to TORAC

c. Fly direct to the TORAC intersection

d. Fly the 113 radial from the IIU VOR to the LAZYT intersection

5. What does the letter C in the black diamond indicate?

a. Only aircraft in Category C are authorized to conduct the approach

b. Circling minimums are standard

c. Minimums are TERPS-based, indicating an expanded circling approach area

d. Only aircraft able to identify HOSTO are authorized to conduct the approach

Here are the answers to the March 2017 Chart Wise quiz:

1. B

2. C

3. D

4. B

5. C

IFR Alternate Airport

Alternate Airport FAR 91.169

The 123 rule for IFR - if these conditions are not met, you need an alternate airport.
If 1 hour before and 1 hour after, Ceiling less than 2,000' and 3,000 Visibility

Check TAF

Alternate Airport must have a

Precision Approach - (600 & 2) Ceiling 600' AGL Ceiling and 2 Statue Miles Visibility
Non-Precision Approach -(800 & 2) Ceiling 800' AGL Ceiling and 2 Statue Miles Visibility
No Approach - Weather must be VFR at time of landing - Ceiling 1,000' , 3statu miles Visibility

One of the most amazing accomplishments any pilot can achieve is flying inside the clouds. Being an IFR-rated pilot is a fantastic opportunity for your career, but that comes with significant responsibilities. When will an alternate be needed for an IFR flight.? How to pick an alternate.? What regulations are involved? Is there any easy way to remember this?

First, let’s start with the basics: § 91.169 – IFR flight plan. I know the FARs use complicated phraseology, and therefore we are looking to simplify and deliver the best approach possible. § 91.169 (b) states that you ALWAYS need to file an alternate UNLESS…

The airport has an instrument approach procedure AND
Appropriate weather reports OR weather forecasts, OR a combination of them, indicate the following:

1 hour before to 1 hour after your ETA (at the listed destination), the ceiling will be at least 2,000′ AGL, and the visibility will be at least 3 SM. It’s called the 1-2-3 rule; this is the easiest way to remember this section.

Well, METAR is an observation weather report; meanwhile, the TAF is weather forecast observation of the field. For flights less than an hour, a current METAR may be used.

What is considered an appropriate weather reports or weather forecasts?

Well, METAR is an observation weather report; meanwhile, the TAF is weather forecast observation of the field. For flights less than an hour, a current METAR may be used.

What if the destination has no TAF?

Although the Terminal Aerodrome Forecast (TAF) is preferable

Although the Terminal Aerodrome Forecast (TAF) is preferable, the Graphical Area Forecast (GFA) can be used in its absence. Utilize the “Ceiling/Visibility” tab and the Zulu time sliding bar to determine weather conditions around your arrival.