Leaning Engine
Fuel Air Mixture
RoP Rich on Peak
LoP Lean on Peak
Red Knob - Fuel Mixture (adjust mixture 1/4 to 1/8 of turn)
Black Knob - Throttle
Normally Asperated Engine
For combustion you need Fuel Air Spark
Fuel and air 1 part of Fuel to 14.7 mass of air
at 5000' altitude the air is less
Reference: https://www.youtube.com/watch?v=Yq0XW8K5CrU
Performance
TakeOff Distance
Maximum Weight 2550 Lbs
Short Field
1. Prior to takeoff from fields above 3000 feet elevation, the mixture should be leaned to give maximum RPM in a full throttle, static run-up.
2. Decrease distances 10% for each 9 knots headwind. For operation with tailwinds up to 10 knots, increase distances by 10% for each 2 knots.
3. For operation on a dry, grass runway, increase distances by 15% of the "ground roll" figure
MAXIMUM WEIGHT 2400 AND 2200 LBS
SHORT FIELD
MAXIMUM RATE OF CLIMB
CONDITION:
Flaps up
Full Throttle
Mixture leaned above 3000 feet for maximum performance
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[#Why] The Perfect Glide Slope,
5 Parts
Checkpoints - Plot 2 or 3 closer checkpoints from the departure airport so you can demonistrate Pilotage and Dead Reckoning to the DPE
1. Identify a Straight Line Route Between Departure airport and Destination airport
Get Ground Track and True Course (Plot True Course)
2. Finger Flight the route - Identify Promenent Landmarks, 10-20miles
3. Adjust routes for any hazards (no special used airspace, flight Restrictions, or hazards to make one change the route.
4. Identify possible stops for emergencies, fuel, streaching, bathroom breaks etc
5. Breaking routes into segments and defining checkpoints
- Always try to keep checkpoint 10-20 nautical miles apart (keep workload managable and not far apart to get lost )
- pick checkpoints to the left or right of aircraft because it will be easier to see from the air. if you fly right ontop of it you may not see it.
- Must be visible from the air (roads, towns, Rivers, Railroads,
- Use multiple features
Which Direction are you going to point the Airplane?
Bearing to Destination +/- Wind Correction Then correct for Magnetic Variation
True Course 219 Deg (Winds & Temp Alof Info Calculate Wind Correction Angle) + 5 Deg = True Heading
How High and how Fast will I be going
Hight = 4,500'MSL
Speed = True Airspeed (Cruse Performance chart at 75% power at 4000' pressure altitude) Expect 123Knots True Airspeed + (Wind Veolicity and direction at 4,500' to determine Ground Speed)
How Long will it Take to Get There
We know the Ground Speed and Distance from other Calculations, we can get Distance (Nautical Miles) /Speed (Knots) = Time (do it for each leg and add it together)
How much Fuel Will I Need?
Time (Minuits/60= Time in Hour x11.0 Gal/Hr (info from 75%Cruise Power Chart) Distance and Fuel Table we'll get an estimate for each leg and add everything up (note Fuel for Start/Runup and Taxi)
Bring with you in the Cross Country Flight
Prior to Take off on a Cross Country Flight do the following:
Things to do at every way point (T-HAT)
1. TIME - Note Time, Restart clock every time you reach a waypoint
2. Heading
3. Altitude
4. Turn Point
If you are behind on time, you need to validate you have enough fuel
Calculate Ground Speed - on E6B if it takes 15.5 mins to fly 11 miles setup the e6b to get the ground speed which is 42knots (heavy headwind)
Distance remaining on E6B
Level off
- Lean mixture
- Power setting
- Wind correction (headwind or tailwinds)
- Speed
Aviage, Navigate, Communicate
Clock => Map => Ground
Clock almost there then check map to make sure you did not look outside and mixup a wrong waypoint eg a road
Weight and Balance
Fulcrum = Center of Lift changes with changing of Angle of attack (wings)
Center of Gravity must be infront of Center of lift
E6B has 2 sides: Wind side; Computer side
Computer side has 3 outer ring Scales:
Factors to Determine what altitude to Fly
feet
The happiest day of your life is when you buy an aeroplane and when you selling it!
DPE Discussion will certainly help you and your student get ready for their check ride, so come and join us!
We will discuss:
1. Exam Preparation is a must- Paperwork, endorsements, aircraft documentation
2. Organization on the day of the check ride
3. Oral Portion -Aircraft System Knowledge, Inoperative Equipment, weather deciphering the go no go decision making, Setting up your student for success
4. Flight Portion- Maneuvers that are a problem for the applicants, lack of decision making, who is the PIC
5. Safety
SIX CONFIGURATIONS for IFR flying Known power settings help control the airplane while flying IFR
Performance = Power + Pitch
Cruise Level 2400 rpm
Approach Level 2200 rpm/100 kts
Holding Pattern Level 2000 rpm/90 kts
Get out of there (Miss Approach) - Full power /Vy climb
Precision Approach Descent - 1800 rpm/90 kts/500FPM
Non-Precision Approach Descent - 1500 rpm/90 kts/1000FPM
VFR
Downwind - 90 Knots, 1st flaps, 1700 rpm
Base - 80 Knots, 2nd Flaps, 500FPM Descend
Final - 70 Knots, 30 deg Flaps
https://www.youtube.com/watch?v=aoa_Vpf4xK4
Antennas are probably the most overlooked part of an avionics system, yet they’re among the most important. Except for a few boxes (such as autopilots), avionics rely on antennas to talk with the outside world.
Modern antennas come in many different shapes and sizes. Each antenna is formed by its function. Often, a well-equipped airplane will have an antenna farm on the belly, and it can be confusing to try to figure out what each antenna does. But taken one by one, those antennas are easier to understand. The frequencies at which they operate and their directional qualities usually determine their shape and placement.
Communication antennas are basic in operation. Each com transmitter has its own antenna, mostly for redundancy. They can be mounted on either the top or bottom of the aircraft, but each installation is susceptible to shadowing from the fuselage. Shadowing is caused by structure, such as the vertical stabilizer or landing gear doors, in the transmitting path of the antenna. Know where your antennas are and how shadowing may affect their range and coverage.
UHF antennas are commonly used for transponders and distance measuring equipment (DME), and they are always found on the bottom of the aircraft. They are about four inches long, and the same antenna can be used for both systems because the transponder frequency is in the middle of the DME frequency band. Two types are commonly used: spike and blade antennas. The spike should only be used for transponders because the antenna length is tuned to one frequency—the transponder frequency. The blade antenna is also called a broadband antenna because it is tuned for a range of DME frequencies. A spike would not work very well for a DME; the blade antennas are preferred because the radiation pattern is better.
The spikes are prone to caking up with oil, reducing the transmitting range. Often, just cleaning a spike antenna doubles your transponder range and gets rid of those intermittent Mode C problems. This goes for all antennas; a dirty antenna does not perform up to its potential. Blade antennas are susceptible to delamination, which tends to detune the frequency response and distort the transmitted signal—that’s why the biennial transponder check is so important.
The VHF nav antenna is almost always mounted on the vertical tail, and there are three types: the cat whisker, the dual blade, and the towel bar. The cat whisker consists of a couple of rods jutting out from each side of the vertical stabilizer at a 45-degree angle. But the cat whisker antenna is poor at receiving signals from the side. The dual blade is just that, two blades, one on each side of the tail. The towel bar resembles the common bathroom fixture, one on each side of the tail. The blade and towel bar antennas have equal receiving sensitivity from all directions.
A single nav antenna almost always feeds mulitple nav receivers and sometimes the glideslope as well. Therefore, a failure in the nav antenna system would cause multiple systems to malfunction.
GPS satellites transmit less than five watts of power, so by the time the signal reaches you, it is very, very weak. Because of this, the GPS antenna has a built-in amplifier to boost the signal for the receiver. Additionally, the GPS frequency is so high (in the gigahertz band) that the signals travel in a line-of-sight manner. This makes receiving the signal susceptible to airframe shadowing, thus mandating that a GPS antenna be mounted at the very top of the fuselage.
Communications radios can cause a lot of interference with GPS, because of the proximity of the panel units or their antennas. Therefore, it is important that the com and GPS antennas be mounted as far apart as possible. Sometimes a com antenna must be relocated to the bottom of the aircraft.
Marker beacon signals are highly directional, which means you have to be almost directly over the transmitting ground station to receive them; therefore, marker beacon antennas need to be on the bottom of the aircraft. There are a few different types of marker antennas; the more common types look like little canoes about 10 inches long. For some installations, Cessna has used flush antennas that appear to be flat plates under the empennage. It also has used an antenna that consists of a thick wire that protrudes straight down out of the empennage and then makes a turn toward the tail.
Hopefully, you’ll never have to use an emergency locator transmitter antenna, but in case you do, they are designed to survive an “unscheduled” landing. They are almost always on the upper skin of the empennage and are made of a flexible material. There are a few exceptions, though; some may be buried in the vertical tail or look like small com antennas.
The physical condition of the antenna plays an important role in its performance. If the antenna is cracked, water may enter and cause delamination (a separation of the composite layers), which may render the antenna useless. And if the antenna base is not structurally strong, the antenna will vibrate from the slipstream and cause the skin to fatigue, eventually causing cracks.
The antenna must be electrically bonded (grounded) to the airframe so a good electrical connection is maintained. If some corrosion gets underneath the antenna, this bond may be compromised and the antenna’s efficiency may degrade. Sealant around the base of the antenna helps to prevent this. Antennas should never be painted over their original coatings; any paint buildup reduces the efficiency of an antenna.
Real estate is very scarce on an aircraft, and sometimes there is very little left for antennas. Every antenna location is a compromise between a solid mounting, shadowing, other antenna interference, ground planes, and aerodynamics.
This text has been adapted from a 2002 AOPA Pilot article written by Paul Novacek.
Navigating the skies under Instrument Flight Rules (IFR) can be as demanding as it is rewarding, calling for a deep understanding of procedures, clear communication, and a sharp memory. Pilots are often equipped with various tools and techniques to ensure safety and efficiency, and one of the most effective among these is the use of mnemonics.
C-R-A-F-T: The Mnemonic for IFR Clearance
The CRAFT mnemonic stands for:
- Clearance limit: The endpoint of the clearance, which is usually the destination airport.
- Route: The specified path the flight is to follow, which might be altered by Air Traffic Control (ATC) from the initially filed route.
- Altitude: The initial altitude the aircraft is cleared to climb to, along with any expected further clearance for cruise altitude.
- Frequency: The departure frequency the pilots are to communicate on after leaving the airport.
- Transponder: The specific squawk code the aircraft is to use for identification by ATC radar. Additionally, the 'T' can also stand for time, especially concerning a void time, which is a deadline by which the aircraft must be airborne to maintain the clearance validity.
Example of IFR Clearance Using C-R-A-F-T
Let's break down an example:
- Clearance limit: Las Vegas Airport
- Route: HOLTZ seven departure, Daggett transition, then as filed.
- Altitude: Climb and maintain five thousand, with an expectation of flight level three three zero ten minutes after departure.
- Frequency: Departure frequency is 124.50 MHz.
- Transponder: Squawk 6562.
Why Mnemonics Matter
Mnemonics like CRAFT are not just memory aids; they're critical tools that help pilots manage the complex information flow required for safe flight operations under IFR. They ensure that no critical piece of information is overlooked during the critical phases of flight planning and execution.
Final Thoughts...
As we continue to share wisdom and insights into the art of flying, let's remember that good pilots are always learning. The use of mnemonics like CRAFT is just one of the many ways pilots can enhance their safety, efficiency, and confidence in the cockpit. Whether you're flying under the vast blue skies of the United States or navigating the diverse airspace of Europe, the principles of CRAFT ensure that you're equipped with the essential information for a successful flight.
Read Back Script- C-R-A-F-T
Cleared To ________________________
via _______________________________
Climb & Maintain_________________
Expect ___________________
In_____________ mins after Departure
Departure Frequency _______________
Squawk #_________________
