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0 12/01/06)
“Let’s get one thing straight. There’s a big difference between a pilot and an
aviator. One is a technician and the other is an artist in love with flight”
(Elrey Jeppesen) "High Flight"
Greetings: I have been working on this project for over 2 years now. The Oh! I have slipped the surly bonds of earth
original version started with just 4 pages, and as I came across the great And danced the skies on laughter-silvered wings;
information available around the internet and in books, I started arranging it in a Sunward I've climbed, and joined the tumbling mirth
more cohesive fashion, and in an order that made sense while flying… now it’s Of sun-split clouds - and done a hundred things
many pages! Hopefully, now, instead of trying to remember where you saw You have not dreamed of - wheeled and soared and
something pertaining to a particular phase of fly such as a Rule of Thumb for swung
Descent, for example, it will now be in the appropriate section of the Personal High in the sunlit silence. Hov'ring there,
POH, or you can plug a new one in where you think it belongs. Please feel free to I've chased the shouting wind along, and flung
change it in any way. My eager craft through footless halls of air.
Up, up the long, delirious, burning blue
I use the clear page “Flight Crew Check Lists”, which I purchased at WINGS
I've topped the wind-swept heights with easy grace
Pilot Shop located at KASH or on line at their website. These pages can hold 5
Where never lark, or even eagle flew -
½ X 8 ½ sheets. When I print the POH, I set the printer to print 2 pages per
And, while with silent lifting mind I've trod
page, and then cut then in half and install into the pages. You may have to re-
format the pages as they seem to change on every computer. I then use Ultra fine The high untrespassed sanctity of space,
point Vis-a’-Vis markers by Expo, which won’t smudge, but can be wiped clean Put out my hand and touched the face of God.
with a damp cloth. (available from any office supply store.) In real life as in
John Gillespie Magee, Jr.
flight simulation, I fly different planes… that’s why the V-speeds, etc are blank.
If you fly the same plane all the time, personalize it with your #’s and
information where applicable before printing. I fill out as much of the pages
as I can in the pre-flight session and then the rest while flying.
Please feel free to change this around anyway you like. I just ask that you give
credit to the folks who you get the information from. I have given credit when I
knew who said what if it was something specific. If I missed anyone I need to
give credit to, please contact me. If I have used any copyrighted material, I
apologize and will give credit when I am made aware.
If you have any questions or comments, or have any suggestions to make this "We can make aviation as safe as we
better, please feel free to write. Bruce Blaney (bablaney@ncia.net)
choose. What level of safety do you
I strongly recommend the following web sites to learn every day! choose?"
http://www.overtheairwaves.com - Kevin Clover, FAA National Safety Program Manager
http://www.AOPA.org «Безопасность авиации –вопрос нашего выбора. Какой уровень безопасности
Вы выбираете?»
DISCLAIMER: If you use this in real life flying, please remember that
Кевин Колвер, руководитель национальной программы безопасности FAA.
this is not an approved FAA document (it makes too much sense and is real easy
to read and follow ☺ ), so use your head when using it. Always refer to the
aircraft’s POH, the AIM, PIM or any other official publications in your country
for any particular specifics necessary for your flight.
• Do I have acceptable "back doors" if I
encounter difficulties along my route of
flight?
trip or in electing to continue it when circumstances Me Am I both mentally and physically up to the trip?
dictated otherwise. • Do I have the required training, e.g.,
Беглый взгляд на отчеты NTSB об инцидентах в авиации общего назначения (в mountain flying, instrument skills, night
среднем 5 в день) позволяет сделать вывод, что около 70% их произошли по причине
experience.
• Am I both current and proficient for this
неподготовленного принятия аэронавигационного решения (ADM – aeronautical flight?
decision making). В простых терминах, пилот совершил неподготовленное суждение • Don't think in legal terms. Sure, you may
о возможности перелета или продолжения его, когда обстоятельства требовали be "legal" to fly, but are you willing to
wager the farm on the definition of
иного.
"legal?"
There have been lots of tools and techniques developed Готов ли я мысленно и физически для перелета?
Имею ли я достаточную подготовку, например, опыт
over the years to help impart proper ADM skills to pilots.
горных или ночных полетов, инструментальные навыки
One that Bob Miller, CFII, recently developed and have …?
spoken of in talks around the country is "The 4 Ms". Действительно ли я подготовлен и опытен для данного
Имеется большое количество инструментальных средств и методов, развитых перелета?
за эти годы, чтобы помочь передать надлежащие ADM мастерство пилотам. То, Оцените себя фактически, а не по наличию юридических
что Боб Миллер, CFII, недавно разработал и распространил по всей стране, как – 4M. прав на данный перелет.
Is my airplane up to the task?
The 4 "Ms" is a simple mnemonic that helps pilots Machine • Can I fly high enough to clear the terrain
consider the various risk factors before beginning any or weather, e.g., turbocharging, O2,
flight. pressurization?
4M – простой мнемонический код, который помогает пилотам учесть • Do I have sufficient fuel range to span
разнообразные факторы риска перед началом любого перелета.
remote or over-water areas?
• Can I carry or shed ice, handle turbulence,
or outrun a rapidly moving weather
The 4 "Ms" system?
• Do I have sufficient weather avoidance
A planned trip from point "A" to point "B" equipment on board, e.g., spherics, radar,
Mission involves decisions regarding terrain and airspace. uplinked weather?
Задача • Do I have necessary life rafts and
• Will I be crossing mountains or large
bodies of open water? floatation gear? Survival kit?
• Will my route of flight take me through • Do I have a backup radio and portable
congested airspace? GPS?
Подходит ли мой самолет для выполнения задачи?
• Do I have the required charts?
Могу ли я лететь достаточно высоко, чтобы
преодолеть ландшафт и погоду (турбонагнетатель,
кислород, герметизация кабины)?
Имею ли я достаточно топлива, чтобы преодолеть Aircraft Specification Sheet
большие пустынные или водные пространства? Спецификация воздушного судна
Могу ли я предотвратить или выдержать обледенение,
справиться с турбуленцией, опередить быстро
перемещающиеся погодные образования?
Имею ли я достаточное метеорологическое
Make & Model: _______________________________
Производитель и модель
оборудование на борту, например, spherics?, погодный
радар, передаваемая на борт погода? Vso _________ Vs __________ Vx __________
Имею ли я спасательный плот, поплавковые шасси? Vy _________ Vfe __________ Va __________
Средства спасения?
Имею ли я резервное радио и GPS?
Vlo _________ Vle __________ Vno __________
Is the weather suitable for safe flight from Vne _________ Vr __________ Vref __________
Meteorology departure point, enroute, and at my planned
destination? Maximum Rate of Climb………………..…….. __________ fpm
• Is the weather trending better or worse? Макс. скороподъемность
• Are there fronts along my route of flight? Service Ceiling………………………..…….… __________ msl
• Will I be influenced by low pressure Практический потолок
areas? Best Glide Speed (Vg) ……………………… __________ kts
• Are their any SIGMETS or AIRMETs Наилучшая скорость планирования
along my route of flight? MULTI-ENGINE
• If the weather is questionable, do I have Для самолета с двумя и более двигателями
sufficient "backdoors" to make a safe
escape? Vyse (Blue Radial Line Синяя радиальная линия)…...... _________kts
Действительно ли погода благоприятна в пункте Vsse (Min. Safe Speed Мин. Безопасная скорость).…... _________kts
отправления, прибытия и на маршруте?
– Погода улучшается или ухудшается?
Vmca (Red Radial Line Красная радиальная линия)...... _________kts
– Имеются ли погодные фронты по маршруту перелета? Single Engine Service Ceiling…………... ___________MSL
– Буду ли я под влиянием областей низкого давления? Практический потолок на одном двигателе
– Имеются ли любые SIGMETS или AIRMET по маршруту
перелета?
– Если погода сомнительна, то имею ли я достаточно POWER SETTINGS (knowing the numbers)
безопасные варианты возвращения? Настройки двигателя для разных режимов полета
PRE-FLIGHT INSPECTION & INFO (Continued) PA:_________ + _________(120x temp difference) = DA__________
AIRCRAFT WEIGHT & BALANCE info. PRE-FLIGHT INSPECTION & INFO (Continued)
AIRCRAFT WEIGHT & BALANCE info.
Take the basic empty weight and moment from appropriate weight and balance
records carried in the airplane, and enter them in the below table. In addition to
the basic empty weight and moment noted on these records, the C.G. arm SAMPLE Sample Your
LOADING PROBLEM Airplane Airplane
(fuselage station) is also shown, but need not be used on the table below. Use the
Loading Graph (POH) to determine the moment/1000 for each additional item to (Cessna 172RGII)
be carried; then list these on the table below.
1. Divide the total moment (in-lb) by the total weight (wt) to find the CG location in inches Weight Moment Weight Moment
from the reference datum. 2. If the calculated CG is not between the forward and aft limits, (lbs) (lb.-ins. (lbs) (lb.-in.
as specified in the A/C POH, rearrange the load prior to takeoff. 3. If the weight exceeds the / 1000) / 1000)
maximum allowable, reduce the load prior to takeoff.
1. Basic Empty weight (Us e the date
NOTE: Empty weight specifications for some airplanes may include full oil. Pertaining to your airplane as it is
Check the Aircraft POH. Presently equipped. Includes unusable
Empty Weight:_________ lbs Maximum Allowable Zero Fuel:________lbs Fuel and full oil 1664 / 63.1 _______/________
6. Baggage Area 2* ________/________ Aircraft and Pilot Currency FAA Inspector is authorized to inspect:
F.R. & Medical 24 mo Airworthiness certificate (91.203[b])
7. RAMP WEIGHT AND MOMENT 2658 / 118.0 ________/________
Transponder 24 mo Aircraft registration
8. Fuel allowance for engine start, taxi Altimeter / Pitot static 24 mo Operating Handbook
& runup -8 / - .4 ________/________ Annual 12 mo Weight & Balance information
IFR 6 mo Minimum equipment list
9. TAKEOFF WEIGHT & MOMENT VFR 90 days Aeronautical charts (for currency)
(subtrack step 8 from step 7) 2650 / 117.6 ________/________ VOR test [FAR 91.171(a)(2)] 30 days General airworthiness of the A/C
Months are calendar ELT Battery / Seats / Safety belts
Locate this point (2650 at 117.6) on the Center of Gravity Moment Envelope, and since this VOR CHECK
point falls within the envelope, the loading is acceptable. Date Place Error 1 Error 2 Signature
_______/_________/_________/__________/_________________________
* The maximum allowable combined weight capacity for baggage areas 1 & 2 _______/_________/_________/__________/_________________________
is 200 pounds _______/_________/_________/__________/_________________________
_______/_________/_________/__________/_________________________
_______/_________/_________/__________/_________________________
_______/_________/_________/__________/_________________________
inoperative out of ground effect — red radial line (multi). White triangle — Standard designator used for certain speed limitations;
for example, maximum flap-extended speed with flaps in a prescribed extended
_____VMCG — Minimum control speed with critical engine position (VFE) or maximum landing gear extended speed (VLE); the manufacturer
inoperative during takeoff roll (multi). determines the type of speed limitation for which the designator is used.
_____VMO/MMO — Maximum operating limit speed, the speed Blue radial line or arc — For twin-engine aircraft, one-engine inoperative
that may not be deliberately exceeded at any time; redline or best rate-of-climb speed (VYSE).
"barber pole" (turboprop/jet).
_____VMU — Minimum unstick speed. PAC = Power, Attitude and Configuration
_____VNE — Never-exceed speed, the speed that may not be
exceeded at any time; redline. POWER ATTITUDE CONFIGURATION PERFORMANCE
Gear / Flaps IAS / VS
_____VNO — Maximum structural cruising speed, the speed Takeoff:
that should not be exceeded except in smooth air and then only
_______ ________ ______ / _______ _______ / _______
with caution; top of green arc.
_____VR — Rotation speed.
_____VREF — Reference speed for final approach, usually 1.3 Cruise Climb:
times VSO.
_____VS — Stall speed or minimum steady flight speed at _______ ________ ______ / _______ _______ / _______
which the airplane is controllable.
_____VS1 — Stall speed or minimum steady flight speed
obtained in a specific configuration. Cruise:
_____VSO — Stall speed or minimum steady flight speed at _______ ________ ______ / _______ _______ / _______
which the airplane is controllable in the landing configuration;
bottom of white arc.
_____VSSE — Minimum safe single-engine speed (multi). En Route:
_____VTOSS — Takeoff safety speed for Category A rotorcraft. _______ ________ ______ / _______ _______ / _______
_____VX — Best angle-of-climb speed, the airspeed that
delivers the greatest gain of altitude in the shortest possible
horizontal distance. Let Down:
_____VXSE — Best single-engine angle-of-climb speed (multi).
_______ ________ ______ / _______ _______ / _______
Seats & seat belts secure, but if slips, don’t grab yoke.
Medical Factors If at any time you feel ill, tell me… do
Level Prior not be embarrassed or timid – it will only
To FAF, PT.2: make things worse…
Exits how to open…
_______ ________ ______ / _______ _______ / _______ Signal when to open…
Commands what I’ll say…
Descent to Turbulence explain the how and why…
Minimims Communications how to use radios and X-ponder…
Mayday 121.50 on Com 1 and 7700 on X-ponder.
_______ ________ ______ / _______ _______ / _______ Speak slowly and clearly. Use “Mayday”
Pilot incapacitated Fly the airplane… look out the window…
don’t be concerned with the instruments. Just
Maintaining keep the horizon level in the windscreen and
The MDA: call for help. There are professionals at the
other end who can help you.
_______ ________ ______ / _______ _______ / _______
!! Before Engine Start Checklist ……..COMPLETE:_____!!
Missed Approach:
_______ ________ ______ / _______ _______ / _______ If you are in a hurry… you are in trouble!!!
(IFR - A Structured Approach by John C. Eckalbar)
EMERGENCY Procedures
BEFORE ENGINE START Starting Engine
Charts…………………….………. on board & current
Engine FIRE during Start
Flashlight……………………….…checked (if flight will go into darkness)
* Control locks………..………..… confirmed REMOVED 1. Cranking……………….. CONTINUE, to get a start which
* Controls…………..………….... FREE & proper response would suck the flames and
* Seats & Belts………..………….... Adjusted & SECURE accumulated fuel through the
Load & baggage…………………. SECURE carburetor and into the engine.
* Weight & CG……………………. CHECKED: ______
* Altimeter………………………… Set: within 75’ of field elevation If engine starts:
Avionics…………..…………..…. Off 2. Power…………………… 1700 RPM for a few minutes.
Circuit breakers……….………..... Check & note location 3. Engine…………………… SHUTDOWN and inspect for damage.
Electrical switches……………….. Off If engine fails to start:
Gear handle…………………....… “DOWN” before Master “ON” 4. Throttle………………… FULL OPEN
Oxygen…………………………… Charged & available
5. Mixture………………… Idle CUT OFF
Cowl flaps…………….…………. OPEN
Trims………………………….…..Set for Takeoff 6. Cranking……………….. CONTINUE
Manifold Pressure Gauge (MP)…. Check: (Note the altimeter setting in the 7. Fire Extinguisher…….. OBTAIN (have ground attendants
Kollsman window, subtract one inch per thousand feet above sea level, and the MP obtain if not installed).
gauge should show very close to that value with the engine not running. Anything
else is an error in the instrument!) 8. Engine…………………… SECURE.
Fuel selector…………………….... BOTH / SOP a. Master Switch……. OFF
Passenger Briefing………………. Topics to be covered during the briefing: b. Ignition Switch…… OFF
c. Fuel Selector Valve. OFF
9. Fire……………………… EXTINGUISH using fire extinguisher, Instrument Air…………………… Above 3 psi
wool blanket, or dirt. Annunicator / Warning Lights……Press to Test / Clear
Fuel Selector………………………Opposite tank for taxi / SOP
10. Fire Damage…………… INSPECT, repair damage or replace Fuel pump…………………………Off for taxi
damaged components or wiring before Autopilot………………………… Preflight check & then OFF
conducting another flight. Transponder…………………….. “STBY” Confirm^
^ Ifthe Transponder is in the ‘Altitude-Reporting’ mode (ALT), the TCAS
Flooded Engine - Weak intermittent firing followed by puffs of black
(Traffic Collision & Avoidance System) of a landing aircraft may register your
smoke from the exhaust stack indicates over-priming or flooding. close proximity and signal the pilot to ABORT the landing a thereby causing an
Excess fuel can be cleared from the combustion chamber by the following unnecessary Go-Around!!!
procedure: MASTER Switch- OFF; Set the MIXTURE control at FULL
LEAN and the THROTTLE at FULL OPEN; crank the engine through !! Starting Engine Checklist ……..COMPLETE:_____!!
several revolutions with the starter. Repeat the starting procedure without
any additional priming The most important part of flying…
The Next Two Things!!!
(Rod Machado)
STARTING ENGINE Before TAXI
MASTER Switch…………..…….. On ASOS/ATIS/AWOS Frequency: ______________ Information_________
Flaps & flap handle………………. Up
Zulu Time: ________ Winds_______-_____ Peak gust____ Vis_________
* Fuel quantity…………………….. Compare to visual “sticked” level
Rotating beacon………………..… On Sky Conditions _____@_________ | ____@_________ | ____@_______
Gear lights…… ………….…….…GREEN lights / NO RED Temperature _________ Dew: _________ Altimeter: __________________
Mixture………………..…………. SOP – Rich or Idle cutoff
Fuel boost pump…………………. SOP / (On for Hot start on N9554B) Density Altitude___________________ Runway in Use________________
Prop…………………..….……..... HIGH RPM Remarks______________________________________________________
Magneto switches………………… ON
Carb Heat………………….…..…. COLD
Primer …………………………… 2-4 shots if engine cold CLEARANCE DELIVERY on __________.______ (if available) for departure info.
Throttle……………………………”Cracked” ** Who you are, What you are, Where you are… What do you want to do **
Prop area…………………………. CLEAR
Start sequence……………………. Initiate _________________/______________/________________/____________________________.
Mixture………...…If at IDLE, advance slowly to rich as engine fires
ie: Manchester Clearance Delivery… Beechcraft N109GE is a King Air B200 at Wiggins…
VFR to Concord… 2500’… with Bravo…
ONCE ENGINE IS RUNNING…
Clearance Instructions: ________________________________________
RPM……………………………… 1000 rpm or less for 2 – 3 min.
Oil Pressure……. ….……………. Rise within 15 seconds or shutdown
Oil Temperature…………………. Warm up before takeoff ______________________________________________________________.
Fuel pressure…………………….. Check
Hydraulic warning indicators……. Check Departure Procedure: (must have textual or graphic description) __________
Alternator output………………… Charging
Avionics Power Switch………….. ON ______________________________________________________________.
Radios……………………………. ON & set for Departure (next page)
GNS / GPS………………………. Power ON Departure Frequency: _________._____ / Squawk:________
Engine instruments……………… in Green / Normal ranges
Ground Control on: __________.____. Re-Back: _____ completed IAS……………………… 0
Attitude…………………. Erect (may not be centered on ground)
Nav 1: Return:_________on__________ / Leg 1:____________on________ * Altitude…………………. +/- 75’ of field elevation
VSI………………………. 0 or note error
Nav 2: Leg 1 cross check: ___________ / Leg 2: ___________on________ DG heading …………….. = compass & turns correctly
Turn & Bank……………. Shows proper turns
** Tune Com 2 to CTAF on ___________ to monitor Takeoff instructions to ball moves opposite
get an idea of what to expect when it’s your turn. Alternate Static………… check OFF
Flight Director…………. ON / SOP
GNS/GSP ………………………. D Departure Airport * OAT: –2C = 42% chance of icing / -22C = 10% chance
GNS/GPS ………………………. Set Up all pages for Takeoff After reaching the run up area for the departure runway, switch to tower
OBS……………………………… Runway Heading or return IAP frequency and complete you before-takeoff checklists. Then tell the tower you’re
Autopilot………………………… Run Pre-Flight tests ready for departure. Don’t be surprised with any last minute instructions, such
as a new heading or altitude to fly after takeoff.
!! BEFORE TAXI Checklist ……..COMPLETE:_____!!
The Next ‘2’ Things !! TAXI Checklist ……..COMPLETE:_____!!
TAXI Takeoff Distance per POH
• If Clearance already completed on previous page…
Liftoff Speed / Avg. Speed / Avg. Speed / 1000’ / 1250’ / 1500’
(Knots) (Knots) (Feet Per Second)
N ________________ @____________________ , taxi for takeoff______.
50 25 41.7 23.98 28.77 35.97
or 52
54
26
27
43.3
45.0
23.09
22.00
28.86
27.77
34.64
33.33
56 28 46.7 21.41 21.41 32.11
• If no Clearance has been obtained before hand… 58 29 48.3 20.70 25.87 31.05
60 30 50.0 20.00 25.00 30.00
N___________ @ _______________ w/information_______ ready to taxi, 62 31 51.7 19.34 24.17 29.01
VFR, N___ / S___ / E___ / W___ departure to: __________ @________ft. 64 32 53.3 18.76 23.45 28.14
66 33 55.0 18.18 22.72 27.27
68 34 56.7 17.63 22.04 26.45
… also requesting handoff for Flight Following.”
70 35 58.3 17.15 21.44 25.82
72 36 60.0 16.66 20.83 25.00
… also requesting DP:___________________________.”
74 37 61.7 16.20 20.25 24.31
76 38 63.3 15.79 19.74 23.69
ATC: Taxi to RW:__________using taxiway:____________________ 78 39 65.0 15.38 19.23 23.07
80 40 66.7 14.99 18.74 22.48
TWR: __________ Departure:__________ Squawk:________ 85 43 71.6 13.96 17.45 20.94
(move frequencies to Departure Page if necessary) 90 45 75.0 13.33 16.66 20.00
95 48 80.0 12.50 15.62 18.75
!!! At uncontrolled airports, before Taxiing, call Flight Service or 100 50 83.3 12.00 15.00 18.00
listen to ASOS to be sure radios are transmitting and receiving
and that volume is turned up to adequate levels!!! Lift increases in proportion to the square of airspeed. For example, when
airspeed doubles, lift increases by a factor of four! Stated the other way, lift
Mixture…………………………. LEAN for Taxi decreases by a factor of four for each 50% reduction in airspeed. This fact is
Brakes…………………..………. CHECK illustrated by the following formula for lift:
Flight Instruments………………. Monitor L = (1/2) d v2 s CL
• L = Lift, which must equal the airplane's weight in pounds Gas…………………………… proper tank, fuel pump on/ SOP
Attitude ……………………… Trims & Flaps
• d = density of the air. This will change due to altitude. Run-Up………………………. SOP for A/C: Mags, Props, Carb
heat, etc.
• v = velocity of an aircraft expressed in feet per second
Throttle friction lock…………..… Adjust
• s = the wing area of an aircraft in square feet * Autopilot…………………………. verify OFF
* Pitot heat / Anti-Ice……………… VFR – Considered
• CL = Coefficient of lift, which is determined by the type of airfoil and IFR – “on” at 40F or lower
angle of attack. * Primer…………………………… In & “LOCKED”
Seats, belts, shoulder harnesses….. Secure
Diverse Departure: Cross DER at or above 35’; climb straight ahead at no less
than 200’ per nautical mile (nm) to 400’ above DER; turn in any direction while
maintaining at least 200’ per nm until reaching an appropriate altitude, such as
!! BEFORE – TAKEOFF Checklist…...COMPLETE:_____!!
an IFR altitude or MEA. The Next ‘2’ Things
EMERGENCY Procedures: Takeoff
BEFORE TAKEOFF
TOWER / CTAF:______________________________ Landing Gear Fails to RETRACT
Flight Planning Checklist Takeoff Minimums_______________________
1. Master Switch ……………. ON
2. Landing Gear Lever…………. CHECK (Lever full up)
_____________________________ Nearby Alternates __________________
3. Landing Gear & Gear Pump Circuit Breaker…..IN
Departure Obstacles, Climb Performance Required______________________
4. Gear Up Light………………. CHECK
Time, Distance and Fuel to Climb___________________________________ 5. Landing Gear Lever………… RECYCLE
Today’s / Pressure Altitude / Ground Roll / Grnd roll >50’ Obst. 6. Gear Motor…………. CHECK Operation
weight (ammeter & noise)
_____________/_______________/________________/________________
RoT: (-10% for each 9kt headwind / +10% for tailwind up to 10kt / +15% for dry grass runway)
PAC = Power, Attitude and Configuration
RoT: Density Altitude effect on T.O.: For each degree C change from standard, T.O. roll changes by
1%.
POWER ATTITUDE CONFIGURATION PERFORMANCE
RoT: 50% rule… If in doubt, add 50% to the figures found in the POH. Gear / Flaps IAS / VS
Departure Procedure (must have textual or graphic description) __________ Takeoff:
______________________________________________________________.
_______ ________ ______ / _______ _______ / _______
Diverse Departure: Cross DER at or above 35’; climb straight ahead at no less than 200’ per
nautical mile (nm) to 400’ above DER; turn in any direction while maintaining at least 200’ per nm until
reaching an appropriate altitude, such as an IFR altitude or MEA.
RoT: If 70% of T.O. speed (Vr) is not obtained by 50% of runway used, ABORT!
VFR Takeoff – “3 to Go”
Vr =______ X 70% =______ / Runway length = _______ / 50% = _______ For a smooth departure, there are 3 things necessary…
GROUND CHECK / RUN-UP 1. As part of your pre-flight planning, think through how you’ll clear the
pattern and turn on course, keeping in mind the usual pattern-entry
procedures and departure procedures from the AIM, as well as terrain
CIGAR
and obstruction concerns.
Controls Check ………………. Confirm free & correct
Instruments…………………. SET (should already be set)
2. Check traffic in the pattern and any using another runway, make sure ATC: “Cleared for T.O. Fly:__________________
the runway is clear before you cross the hold-short line, and be on the
lookout for aircraft not following the local traffic pattern procedures ___________________________________________.”
3. When you make your radio call upon departure, clarify your intentions !! TAKEOFF Checklist………..COMPLETE:_____!!
and departure heading once clearing the pattern. As you leave the
pattern, make one last call prior to leaving the frequency to give your Turn to next page before applying power to have Takeoff
altitude and intentions again. Leave your landing lights on until 10 Emergency numbers in front of you.!!
miles away from your departure airport.
! After applying power, LOOK, LISTEN, FEEL & SMELL !
(Rod Machado)
Time off: ___________________________ After Vr -High Altitude: > 1000 ft. Return A/P Heading: _________
Strobe / landing lights…….. ON IFR Procedure if considered for use: ________________________________
Return hdg: __________ Freq:__________ Course:__________
Final Items… When you are Number 1 for takeoff: FAF: ___________ Altitude:__________ Distance:__________
Doors & Windows………………… Locked * BEWARE – Departing planes and… A/C landing downwind
* Mixture……………………………. Full rich < 3000’
* Parking Brake…………………….. Confirm “released” REMEMBER - FLY THE AIRPLANE!!!
T.O. Request: N_________ @ RW:_____ ready Normal
Flaps……………………………… 0
for Takeoff… IFR/VFR, N___ / S___ / E___ / W___ Rotate…………………………….. Vr:___________KIAS
Climb Speed……………………… Vy:__________ KIAS
departure to:____________ @__________ft. Multi-engine……………………. Vsse:_________KIAS
Vyse:_______KIAS
Short Field Takeoff !! TAKEOFF / CLIMB Checklist .. COMPLETE:_____!!
Flaps……………………………… _____ / SOP
Brakes……………………………. APPLY ATC Instructions: _____________________________________________
Power……………………………. FULL mp / MAX rpm
Elevator Control…………………. Maintain slightly tail-low attitude Convert Climb Gradient To Climb Rate: (in hundreds of feet) Divide your current ground speed
by 60 and multiply by climb gradient. Ex. If you are required to gain 200 ft per nautical mile and you have a 150kt ground
Rotate…………………………….. Vr:___________KIAS speed, your rate of climb in hundreds of feet is 500. (150/60=2.5*200=500)
Climb Speed……………………… Vx: __________ KIAS
Multi-engine…………………….. Vyse:_________KIAS GS________/60=_______*_______(gradient) =_________fpm required.
Brakes……………………………. APPLY momentarily
Landing gear…………………… RETRACT in climb out
FDC NOTAM 4/4386 = “All aircraft, if capable, shall
maintain a listening watch on VHF guard 121.5”
TAKEOFF - Continued
Landing Gear……………………. RETRACT when no more usable
The Next ‘2’ Things
runway is left beneath you EMERGENCY Procedures - Cruise
Com1:___________@____________ Stby: ___________@____________ Engine Fire In Flight
1. Mixture……………IDLE CUT OFF
Com2:___________@____________ Stby: ___________@____________
2. Fuel Selector………OFF
3. Master Switch…….OFF
Nav 1:___________@____________ Stby:____________@____________
4. Cabin Heat & Air…OFF 9except overhead vents)
Nav2: ___________@____________ Stby:____________@____________ 5. Airspeed………….DIVE to Vmo to put out fire
LAND IMMEDIATELY
ATC Instructions: _________________________________________________
Electrical Fire in Flight
Airspeed…………………………. _______ KIAS 1. Master Switch…………………. OFF
Power (Normal Climb).…………. Full Power & RPM to at least 1000 2. Avionics Power Switch……..… OFF
agl, then 3. All other switches (except ignition switch… OFF
______ “ mp / ______rpm 4. Vents / Cabin Air / Heat……………….. CLOSED
Power (Maximum Performance)…. MAX mp / MAX rpm 5. Fire Extinguisher………………………. ACTIVATE
Mixture…………………………… FULL RICH (SOP for altitude)) WARNING – After discharging extinguisher within a closed cabin, ventilate
Cowl Flaps……………………….. FULL OPEN (CHT: middle green)
Yaw Damper……………………. ON /SOP the cabin & LAND IMMEDIATELY
ECS system……………………… SOP Cabin Fire
Oxygen………………………….. On when required 1. Master Switch…………………………… OFF
Engine Instruments……………… Monitor 2. Vents / Cabin Air / Heat……………….. CLOSED
* OAT: –2C = 42% chance of icing / -22C = 10% chance 3. Fire Extinguisher………………………. ACTIVATE
FL180…………………………… Altimeter 29.92 (1013mb)
< FL100………………………… 250 KIAS max WARNING – After discharging extinguisher within a closed cabin, ventilate
FLARE the cabin & LAND IMMEDIATELY
F…………………………..… FLAPS UP (wing & cowl) Wing Fire
L…………………………..… Lights as required 1. Navigation light switch………………………. OFF
A…………………………..… Auxiliary FUEL Pump (if On) 2. Strobe Light Switch………………………….. OFF
R…………………………..… Radar Transponder – ”ALT” 3. Pitot Heat Switch……………………………. OFF
E…………………………..… Engine (Lean as needed) NOTE: Sideslip to keep flames away from the fuel tank and cabin.
LAND IMMEDIATELY Ditching
1. Radio………………. 121.5, giving location & intentions
2. Transponder……….. 7700
RoT: Glide Ratio: 100 ft/min is approximately 1 knot. So to figure your 3. Heavy Objects……… Secure or Jettison
glide ratio: ground speed divided by VSI/100 (just drop the zeros). 4. Flaps ………………. 20 – 30 degrees
5. Power……………….. Establish 300’ descent at 1.3 Vsl
Example: VSI shows 500 ft/min down… Ground speed = 100kts 6.Approach… High Winds, Heavy Seas – INTO THE WIND
Drop the zeros on VSI = 5 kts. 100 divided by 5 = 20:1 glide ratio Light Winds, Heavy Swells – PARALLEL TO SWELLS
7. Cabin Doors…………….. UNLATCH
8. Splashdown…………….. LEVEL ATTITUDE
VSI:________ = (a):______kts. Ground speed: (b)_________
9. Face……………………. CUSHION with pillow or folded coat
10. EVACUATE & INFLATE vests & raft if available.
(b)__________ divided by (a)______ = ________ :1 glide ratio 11. If no raft &/or vests available…. K.Y.A.G. (Kiss Your Ass Goodbye)
GPS / IMC Emergency Landing
EMERGENCY Procedures (Bob Miller, MCFI)
http://www.rjma.com/flight/airwaves/
Cruise – Cont’d
Engine Failure During Flight 1. Advise ATC: Declare an emergency . . . even at the first sign of engine
difficulty. This will enable ATC to begin clearing the airspace below you.
2. Achieve Best Glide Speed: This is the same thing you do with an engine
1. Establish GLIDE 2. Switch TANKS
failure in VFR.
3. Mixture RICH 4. CARB Heat
5. BOOST Pump 6. PRIMER locked 3. Hit the "Nearest" Button on Your GPS: Know you GPS unit well enough to
7. Check MAGS 8. IGNITION Switch ON or instantly locate the nearest suitable airport.
START if prop stopped
4. Point the Airplane in the Direction of the Nearest Airport: Here is the best
Emergency Landing Without Power – 13 “Lucky” Steps to a reason to always operate at the highest possible altitude whenever in IMC
SAFE Forced Landing conditions. Hopefully, you are within glide range to an airport. If not, continue
1. To avoid landing downwind, especially in IMC, compare the following these suggestions and hope for the best!
GPS groundspeed to true airspeed.
2. Compare GPS heading with DG to find crosswind direction and 5. Attempt an Engine Restart: Don't start troubleshooting the engine or
strength. attempting a restart until you are pointed to the nearest airport. Minutes and
3. Find an airport, field, or deserted road if possible seconds apply in this scenario.
4. Remember the best landing area may be behind you.
6. Circle Over the Nearest Airport: Using the GPS moving map, begin a
5. Seatbelts as tight as you can stand
standard rate circling turn over the airport. Monitor your descent rate so as to
6. Stow loose objects.
reach the base key point 500' AGL (see illustration below).
7. Once landing area is made, slow to minimum sink rate. ( It’s
close to maximum endurance speed and roughly 1.2 times clean stall
speed.
8. Give position report to ATC… GPS coordinates if you can.
9. Flaps to full.
10. Landing gear is a toss-up. Make your best call
11. Try to relax
12. Electrics, fuel off, and doors cracked open.
13. Cushion face with pillow, folded jacket or blanket
Your goal is to make a controlled descent through the clouds to VFR conditions MHT 119.55 122.1R / 114.4T 124.90 BC
121.3 668-8992
below and close enough to glide to the runway.
MPV 132.675 122.6 / 2 135.70 BC
122.8 802-229-2037
CON 132.32 122.3 / 2 127.35 BC BGR FSS:866-295-3835 / BTV FSS: 866-847-1846 / BDR: 866-293-5149
IAS to TAS 122.7 224-6558
Rule of thumb: Add 2% IFG 135.775 122.55 125.5 PWM / 128.20BC Air-to-Air Frequency: 122.75 & 122.85
122.8 207-935-2882
Per 1000’ of altitude.
Ex. Altitude – 8000’ EEN
123.0
119.025 122.1T/ 109.4T
358-6424
123.75 BC CRUISE
IAS – 100 kts
LCI 133.525 122.3 134.75 BC FLIGHT FOLLOWING: Facility: ___________________on __________
TAS = 100+16%=116kts 123.0 524-5134
Make / N# / type / position / altitude / route / destination / squawk
LEB 118.65 122.5 / 2 134.70 BC
________/________/________/________/________/________/_____ - ____
________/________/________/________/________/________/_____ - ____
________/________/________/________/________/________/_____ - ____
________/________/________/________/________/________/_____ - ____
________/________/________/________/________/________/_____ - ____
________/________/________/________/________/________/_____ - ____
________/________/________/________/________/________/_____ - ____
________/________/________/________/________/________/_____ - ____
RoT: High speed aircraft – Ground Speed Calculations with DME: Note distance
traveled in 36 seconds = 1% of 1 hours X 100 = GS
EVALUATING CHANGE
Too often, we are forced to change our plans. Unforecast storms intrude, a tailwind becomes a headwind
or fuel consumption is greater than normal. How pilots recognize, evaluate and react to changes in their
planned flight often means the difference between a boring trip and a more exciting one.
A process for decision-making, called DECIDE, has been used to train more than 200,000 emergency
response professionals with impressive results. Based on that process, a training program for pilots was
developed by the AOPA Air Safety Foundation.
with each 11°-Celsius temperature rise.
DECIDE is a six-step decision-making model that can be learned and practiced. Here are the six steps…
Ie: 300 NM trip. Cruise GS 350 Kts at FL250. FL250 x 2 = 500/10 = 50. 1) ALT (000’s) ______ X 3 = _______ distance in miles to begin descent
Trip distance of 300 + 50 = 350.
350/350GS = 1 hour. 2) GS: _______ / 2 = ______, add a 0 =_____ R.O.D.
Flight Level: __________ X 2 = _________ / 10 = ___________; added to RoT: 3 Degree Glide Slope To maintain a 3 degree glideslope (eg: ILS)
multiply the groundspeed you are achieving by 5. The resulting number is
trip Distance of: ___________ = ___________; divided by the cruise speed
the rate of descent to fly. Ex. Groundspeed = 110 Kts x 5 = 550fpm rate
of: ____________ = _____________ total time of trip of descent to maintain 3 degree glideslope.
GS: ___________ x 5 = ____________3 degree Rate of Descent. Power Reduction Restrictions…………… Observe per POH
FL180…………………………… Altimeter to local setting
< FL100…………………………. 250 KIAS max
Pitot heat………………………… ON
RoT: VFR Approach to a controlled airport (Class B,C or D airport) Wing Anti-ice…………………… ON if required
When instructed to: “Fly left downwind…”, or “Enter right base for…”, Engine Anti-ice…………………. ON if required
Continue flying toward the airport until approximately 1 nm out and then enter Fuel selector……………………. Fullest tank / Both
pattern as instructed. Ignitions……………………….. Arm / SOP
Mixture…………..……………… ENRICHEN as required
PAC = Power, Attitude and Configuration Propellers………………………. Forward as desired (Beware of Noise
Abatement restrictions)
POWER ATTITUDE CONFIGURATION PERFORMANCE Cowl Flaps……………………… CLOSED
Gear / Flaps IAS / VS Fuel pumps……………………… SOP for aircraft
Descent: Wing Flaps………………………. SOP / 10’ <_____ / 30’< _____
_______ ________ ______ / _______ _______ / _______ * OAT:…………… –2C = 42% chance of icing / -22C = 10% chance
Carburetor Heat…………………. FULL HEAT as required
Level Prior Heading Indicator………………. X-check with Nav / GPS
To FAF, PT: * GPS…………………………….. Confirm VLOC if on ILS / VOR
VFR flight: Comm 2 to IFR freq to monitor for any inbound IFR arrivals
_______ ________ ______ / _______ _______ / _______
Landing gear may be lowered < _________ KIAS to increase the rate of descent.
Lastly, when approaching the airport, announce your position and intentions in aeronautical terms,
e.g., "N109GE two miles west of Mayberry, 2,500 feet, entering a left downwind to
Runway 28." Keep your eyes outside the airplane and land.
What if the visibility is poor and you are having difficulty locating your
destination airport?
Please pay close attention here. This is where lots of traffic pattern
accidents occur. If the visibility is, say, less than three miles, you DON'T
want to be stooging around at traffic pattern altitude searching for
the airport. You might accidentally blast through and scatter those
airplanes already in the pattern, or worse! (Bob Miller, MCFI)
This publication comes closest to providing life-saving guidance Com1: Appr Ctrl @____________ Stby: ATIS @____________
governing traffic patterns at non-towered fields. Com2: Tower/CTAF @____________ Stby: Ground @____________
“Prior to entering the traffic pattern at an airport without an
operating control tower, aircraft should avoid the flow of
traffic until established on the entry leg. For example, wind
M – Missed approach procedure :
and landing direction indicators can be checked while at an Nav 1: _______________ on__________ / ______________ on__________
altitude above the traffic pattern. When the proper traffic Nav 2: _______________ on_________ / ______________ on__________
pattern direction has been determined, the pilot should then
proceed to a point well clear of the pattern before · CLIMB straight ahead at MAX rate of climb to: _____________
descending to the pattern altitude.” · Climb (L) (R) turn to altitude of ………………. _____________
The first thing a proficient pilot should do is listen to the airport's AWOS or ASOS at least 10 · To some particular heading: _____________________________
miles out. If there is no AWOS or ASOS, or if the winds do not clearly indicate the runway in · Go to some FIX: ___________________________, “and HOLD”
use, call the airport UNICOM or CTAF frequency and request airport advisories. If no answer,
listen to what other aircraft in the pattern are saying. · _____ Standard Hold (right turns) _____ Non-Standard (left turns)
If still no answer, proceed to the airport at an altitude at least 500 feet above the published
A – Approach plan big picture: ILS: _____ / LOC: _____ / GPS: _____
traffic pattern altitude (TPA), then look down for a windsock, wind tee, or some other wind VOR: _____ / NDB: _____ / TACAN: _____ / DME Arc: _____
direction indicating device. Continue circling until you have a clear sense of the wind direction.
IAF: __________ / Altitude:_____________ / FAF: _______/___________
R – Radio frequencies available, tuned & identified: ______________________________________________________________.
Localizer: ________/ __________ NDB: ________/ ___________
VOR: ________/___________ DME: ________/___________ Landing Clearance: “N________, CLEARED TO LAND Rwy:_________”
T – Time from FAF: 90:_____ / 120: _____ / 150: _____/ 180: ______ Confirm landing clearance: ____________________________
H – Heading: Outbound (IAF): ________ / Inbound (FAF): _________
G.U.M.P.F.E.S.T.
PT Outbound: ________ / PT Inbound: _________
A – Altitude at MDA: _____________’ / DH: ______________’ Gas……………………………… BOTH / Fullest tank
Undercarriage……………… Down (Vle= ______ KIAS) Green Light
!!! The Five Most Common ILS errors!!! Mixture………………………… Rich (as necessary)
Props…………………………… High RPM (check for noise abatement)
1. Failure to understand the localizer course dimensions Flaps…………………………… As needed (see below)
2. Failure to intercept & capture the localizer outside the Engine instruments……… Monitor
marker. Seats(belts)…………………… SECURE
3. Failure to establish stabilized power settings and trim for Trim…………………………… Set for Landing
airspeed.
4. Failure to make the “mental movie” of where you are
relative to the approach. Keep the “BALL” CENTERED in all traffic pattern turns!!!
5. Failure to understand the approach, study the plate, and
(Except when “slipping-In” to loose altitude)
copy the numbers before you need them.
Turn, Time, Twist, Throttle, Talk, Track !! PRE - LANDING Checklist………...COMPLETE:_____!!
“Missed-Approach means
‘CLIMB’… not reading
the approach plate while
farting around in the
cockpit a couple of
hundred feet in the air!!!”
Here are several instrument approach rules you should always pay attention to: (Bob Miller, MCFI) If ALTERNATE airport
is necessary: D.R.A.F.T.
Instrument Approach Rule # 1: Never descend on an instrument approach unless you are established on a solid black line printed on the
published approach procedure.
Instrument Approach Rule # 2: Never descend below the minimum altitude published for that solid black line.
D–Destination:
_______________________
Instrument Approach Rule # 3: Never descend below the published minimum descent altitude (MDA) or decision altitude (DA) unless
Elev:_________
A. the flight visibility is equal or greater than that prescribed in the
published approach procedure, and
B. Runway lighting system is visible, or
C. Landing runway is visible. -- FAR 91.175 Non-Standard Alternate
Minimums apply to this airport? –
Yes___ / No ___
GO-AROUND / GOING MISSED
Navaids: Type / ID / Freq / Radial / Distance
___________/_________/___________/___________/__________
“POWER UP / PITCH UP / CLEAN-UP”
___________/_________/___________/___________/__________
Power……………………………. MAX mp / MAX rpm
* Carb heat………………………… COLD Approach Frequencies: ___________________________________________
Climb Speed……………………… Vx=_____ Vy=_____ Kts
Flaps……………………………… RETRACT slowly @ positive ROC ATIS/AWOS/ASOS Frequency: ___________ / Tel #: __________________
Gear……………………………… RETRACT @ positive ROC
Unicom: ___________ / TWR: ___________ / Ground Control: ________ Fuel Pumps……………………… OFF
Sky Conditions _____@_________ | ____@_________ | ____@_______ ATC: Taxi to:_____________using taxiway: ____________________.
Temperature _________ Dew: _________ Altimeter: __________________ CLOSE VFR Flight Plan with __________@ _______.____ on Arrival
FBO: ___________________________ Frequency: _____________.
Density Altitude___________________ Runway in Use________________
Airport Diagram N
NOTAMS_____________________________________________________
R – Route: _____________________________________
A–Altitude: _____________________________________
“Nuggets of Wisdom” IFR approach or hold. Time, turn, throttles, twist, track, talk Time: start timing as required
Turn: start turning to the desired course Throttles: set as applicable, precision approach,
holding, etc Twist: re-set the HSI inbound course window if required Track: fly the airplane
The following pages are not part of the Personal POH, but I have included them and track the inbound course Talk: tell the controller if you need to.
as they are “nuggets of wisdom”, and this is a nice place for them so they can be
reviewed from time to time. Calculating VDP VDP - A point along a straight-in approach at which a 3 degree slope to
the runway can not be maintained resulting in a, missed approach, circle to land, or unsafe
maneuver. VDP’s are for straight in approaches and are simply used for a reference. it will
SPIN RECOVERY P.A.R.E. indicate to you that a 3 degree descent path to the runway will not be obtainable from that
position without an evasive maneuver There are three ways to calculate VDP: 1. They are
1) Power – Idle P - Power published on the approach plate. 2. By DME - 300ft per nautical mile (from end of
the runway) Ex. Say the MDA = 600 and the runway is 1 DME from the fix VOR, LOC,
2) Ailerons – Neutral A - Ailerons NDB, ETC) Your VDP = 3 DME 600/300 = 2 DME plus the 1 DME = 3 DME 3. Take
3) Rudder – Full OPPOSITE rotation direction R - Rudder 10% HAT off your time.
4) Yoke – Full FORWARD w/ neutral ailerons E - Elevator
5) Rudder – Neutral when rotation stops
Ex. Say the published HAT is 800ft and the time for that approach is 5:20 Your RoT: DME – be one or more miles from station for each 1000’ of altitude above
VDP will be at 4:00 along the approach. 10% of 800 = 80 seconds, subtract that the facility for DME to be considered accurate.
from 5:20 and you get 4:00
Always Fly Coordinated: The turn coordinator ball must
Drift Correction 300 divided by TAS) X (Crosswind divided by 5) = correction ALWAYS be centered, particularly when maneuvering low and
in degrees Ex. TAS 150, Crosswind=10 300/150=2 Times (10x5) 50 =100...drop slow. [Exception: Deliberate forward and/or side slips.]
the “0” 10 degrees correction
Altitude Deviation Correction 2 X deviation in feet = VSI indication back to
altitude
Partial Panel Compass Flying "OSUN" used for partial panel compass flying.
O vershoot S outh U ndershoot N orth Remember that the magnetic compass
lags from the North and leads to the south. How much you over or under shoot
your desired heading depends on the degrees latitude that you are flying.
Overshoot the South heading by the required degrees and Undershoot the North
heading by the required degrees. Ex.1 Suppose you are flying in Kansas
(approximately 30 degrees latitude) and your heading is 090 degrees and you
want to turn to a North heading. Because of the lags to the North you should roll
out of your turn when your com pass reads 330 (360- 30=330 degrees) if your
turn is to the right and 030 (360+30=030 degrees) if your turn is to the left. Ex.2
Suppose you are still flying in Kansas and your heading is still 090 and you want
to make a turn to a south heading. Because the compass leads to the South you
should roll out of your turn when your compass reads 210 (180+30=210 degrees)
if the turn is to the right and 150 (180-30=150 degrees) if your turn is to the left
ATC Speed Reductions In a turboprop a/c a quick rule of thumb for a speed
reduction is take the airspeed subtract 100 from it divided by two and add five.
that will give you your torque setting in percent. Ex: 180 kias. 180-100=80
80/2=40 add 5= 45% torque 210 kias. 210-100+110 110/2=55 add 5= 60%
torque
1 In 60 Rule For every 1 degree displacement equals 1 nm in 60 nm. Ex.If Weather Planning
heading is altered 5 degrees to the left: In 60 nm you will be 5 nm left of track.
In 30 nm you will be 2.5 nm left of track. METAR WEATHER REPORT FORMAT
Report Location Date / Weather & Sky Temp C/ Altimeter
Estimating Cloud Bases: Temp. minus dew point divided by 4 and multiply by Type ID Time Wind Visibility Obstructions Conditions Dew PT
1000' Ex. 72-52=20 20/4=5 5x1,000=5,000' bases = 5,000' agl during instability
and warmer part of day METAR KOKC 011955Z 22015KT 3/4SM TSRA BR BKN015 06/05 A2990
Types of Clouds… 4 types – classified by height: Dew point = Temperature to which air must be cooled to become saturated.
Clouds, fog & dew will form when water vapor condenses.
• Low Level Clouds
• Extensive vertical development (unstable moist air)
Fog Example – Standard 3 degree glideslope –
• Radiation Fog: clear skies, little or no wind, small temp / dew spread,
flatland surface. Headwind shears to Tailwind:
• Advection Fog: warm air that moves in over cold surface. (requires a • Decrease in IAS – pitch attitude decrease
wind) • Airplane pitches down
• Upslope fog: also requires wind to form. • Increase in VSI
• Industrial Fog: Abundance of condensation nuclei from combustion • Increase power… back up to glide path and the decrease power
products. • Tendency to drop below the Glideslope
Frost: Happens when temperature is below dew point and dew point is below Tailwind shears to Headwind
freezing. (this will cause “early airfoil separation” on your wing.) • Increase in IAS
Freezing Rain: Warmer layer of air above. Causes the highest rate of icing. If • Airplane pitches up
encountered, climb immediately to get to the warmer air if possible. • Decrease in VSI
• Decrease power… increase once back on Glideslope
Ice Pellets: Freezing rain at a higher altitude… so don’t climb.
• Tendency to raise above Glideslope
Wet Snow: Temp is above freezing at your altitude.
!! Frost, Ice and snow in the consistence of medium to rough sandpaper can Microburst = tremendous downdraft from a Thunderstorm
reduce lift by as much as 30% and increase drag by as much as 40%!! • Expected duration is seldom more than 15 minutes.
Weather Hazards: Cumulonimbus = Thunderstorm cloud = must have • Maximum downburst can be up to 6000’ per minute downdrafts.
sufficient moisture, unstable lapse rate and some lifting action, such as • Unexpected increase in IAS = GO AROUND NOW!!!
convection, or a cold front, or up a hill.
Troposphere = near the surface of the earth up to about 37000’
Thunderstorm: Mature stage = start of rain at surface. Downdrafts start.
Dissipating Stage = pronounced anvil and all downdrafts. Jetstream = 50 kts or grater at the top of the troposphere.
Lightening / Thunder = Thunderstorm… otherwise is just a • In winter, jetstream is located south and is strong…
Cumulonimbus cloud. • In summer, it is weaker and further north.
Wind Shear: Wind shift or wind speed gradient at any level of the atmosphere, A/C weight / Pressure Alt / Ground Roll / ground Roll . 50’
by low-level temperature inversion (warm air above / cool air below), such as a
jetstream, frontal zone, TS (and all around the storm). Warm front – most ___________/___________/_______________/___________________
critical is when front hasn’t passed by the airport yet.
(-10% for each 9kt headwind // +10% for tailwind up to 10kts // +15% for dry grass runway)
Actually measure the runway and then see if it’s true. 0---------------------1---------------------2---------------------3---------------------4
get CFI dual below average average above average excellent
Execute a soft-field takeoff (nurse aircraft off the ground at the 4. EMERGENCY Procedures: do some and pick a spot where A/C
will come to a stop based on published data.
lowest possible speed and fly at one (1’) foot above the ground until Vy.
5. On takeoff, while on climb out, do some Dutch Rolls (Coordination
0---------------------1---------------------2---------------------3---------------------4
get CFI dual below average average above average excellent exercise) while in this slow speed , high power configuration. Roll
back & forth, keeping the nose nailed on a point. Level out at cruise
flight level & trim immediately for hands-off flying.
If you haven’t achieved 70% of takeoff speed by the time 50% of the runway is used, ABORT!
0---------------------1---------------------2---------------------3---------------------4
get CFI dual below average average above average excellent
At Takeoff… E.S.C.A.P.E.
6. Dutch Rolls @ cruise, keeping nose nailed.
E.- Exits 0---------------------1---------------------2---------------------3---------------------4
S – Signal get CFI dual below average average above average excellent
C – Commands
A – Assess conditions outside 7. Steep Turns – 720 degrees each way & rolling out on specific heading
P – Procedures and altitude. (keep head outside)
E – Equipment
0---------------------1---------------------2---------------------3---------------------4
get CFI dual below average average above average excellent
After takeoff, pick a spot to maintain runway heading
8. Hoodwork: fly straight & level / shallow turns / track navaid / put
0---------------------1---------------------2---------------------3---------------------4 hands in lap & keep level and “On heading” by rudder pedals only.
get CFI dual below average average above average excellent
0---------------------1---------------------2---------------------3---------------------4
get CFI dual below average average above average excellent
LANDING Note: John Conrad’s Holding Entry from any direction & any timer: “Fly to the fix, turn to the
outbound heading and hack the watch. On the Outbound leg, dial up the inbound leg on the
OBS & determine which side of the radial the aircraft is on. Make a 180 degree turn toward
1. Per the POH, calculate the following: the inbound radial or bearing. Fly back to the fix and start holding.”
a: normal landing distance ……………… _________
b: landing distance over the 50’ obstacle .. _________ 1) While tracking a navaid, pick a # between 1 & 360 and choose
c: short-field……………..……………… _________ left or right (holding clearance) 1 minute legs. Take a turn at level
d: soft-field…………………………….. _________ flight… then… add power, re-trim and climb 1000’ - level off, set
power, fuel pumps, cowl flaps, etc., & go another turn in level
2. Put “spot” on runway & try to touch down there. flight… then… slow plane to config & speed used inside F.A.F.
(Vref - ______) (gear, flaps, etc.) then go another turn… then…
3. Land on “Spot” with full flaps carrying a little power descend 1000’, level off… one more turn.
(see: “The Threshold of Immediate Control” by Rod Machado) at just
above stall / Vs1 = _______ &hold nosewheel off as long as possible. 0---------------------1---------------------2---------------------3---------------------4
get CFI dual below average average above average excellent
down, make a simulated "may-day" call, advising ATC of the fire, aircraft
position, and the intention to land immediately!!!
2) (Multi-engine) At this point the engines are nice and cool… pull one
engine back to 0 thrust and go through engine failure and feathering Fire or Smoke - First Action Should be: Point the Airplane Downward!
checklist… while still in holding pattern.
6. Engine failure in IMC
0---------------------1---------------------2---------------------3---------------------4 0---------------------1----------------------2----------------------3----------------------4
get CFI dual below average average above average excellent get CFI dual below average average above average excellent
2a) (Single-engine) fail the attitude indicator or turn off GPS… then…
fly approach to airport 1. Advise ATC: so they can clear the airspace.
0---------------------1---------------------2---------------------3---------------------4
GET TREATMENT: A first-aid kit is only as good as the person using it;
get CFI dual below average average above average excellent you don’t have to be a medical professional to handle injuries and illnesses in a
wilderness setting.
Here’s what should happen: Push the yoke aggressively forward, retarded the
throttle, reached down switched the fuel valve to "closed," pulled the throttle to GET SHELTER: As soon as injuries are assessed and treated, get ready for
idle, the mixture to idle cut-off, and switched the ignition off. On the way the first night. Build a fire and gather items that can protect you from the
weather. (Don’t forget the airplane may be a great source of protection form the For example, suppose you have a Fahrenheit temperature of 98.6 degrees
elements.) and you wanted to convert it into degrees on the Celsius scale. Using the
above formula, you would first subtract 32 from the Fahrenheit temperature
GET WATER: You will need water before you need food. Assess your and get 66.6 as a result. Then you multiply 66.6 by five-ninths and get the
resources and remember you can survive for weeks without food, but you’ll last converted value of 37 degrees Celsius.
only a few days without water.
Below is the formula to convert a Celsius scale temperature into degrees on
GET SEEN: Know how to use the signaling devices you carry in the plane, the Fahrenheit scale.
how to make them and how to attract passing planes and ground-rescue parties.
Tf = (9/5)*Tc+32; Tc = temperature in degrees Celsius, Tf = temperature in
GET HOME: No one survives a crash uninjured. Even if you walk away degrees Fahrenheit
without a scratch, there will always be some emotional trauma. Know what to
expect in feelings and behaviors as well as physical symptoms in the coming Assume that you have a Celsius scale temperature of 100 degrees and you
weeks and months wish to convert it into degrees on the Fahrenheit scale. Using the stated
formula, you first multiply the Celsius scale temperature reading by nine-
fifths and get a result of 180. Then add 32 to 180 and get the final converted
result of 212 degrees on the Fahrenheit scale.
TRIAGE & TREATMENT: 1. = Immediate 2.= Later 3.= Last
Additional Information pages & other Rot’s Weight and balance terminology
EMERGENCY= PANICC Arm (moment arm) — Horizontal distance in inches from the
reference datum line to the CG of an item. The algebraic sign is
plus (+) if measured aft of the datum and minus (-) if
P – Panic, DON’T – Stay CALM
measured forward of the datum.
A – Aviate: Pitch for best glide CG — Point about which an aircraft would balance if it were
N – Navigate: Find the best place to put down possible to suspend it at that point. It is the mass center of the
I – Investigate: Try to restart if time allows aircraft or the theoretical point at which the entire weight of the
C – Communicate – 7700 / 121.5 aircraft is assumed to be concentrated. It may be expressed in
C – Crash Prep – Shut everything off, ensure seat belts are on inches from the reference datum or in percent of mean
and tight and open door. aerodynamic chord (MAC; see below). The latter method is used
primarily for large or long-body aircraft.
CG limits — Specified forward and aft or lateral points beyond
which the CG must not be located during takeoff, flight, or
Temperature Conversions landing. These limits are indicated on pertinent FAA aircraft
type certificate data sheets, specifications, or weight-and-
In the formulas below, / represents division, * represents multiplication, -
balance records and meet the requirements of the Federal
subtraction, + addition and = is equal.
Aviation Regulations.
CG range — Distance between the forward and aft CG limits
Tc = (5/9)*(Tf-32); Tc = temperature in degrees Celsius,
indicated on pertinent aircraft specifications.
Tf = temperature in degrees Fahrenheit
Datum (reference datum) — Imaginary vertical plane or line
from which all measurements of arm are taken. The datum is
established by the manufacturer. Once the datum has been usually identical. An item located at station plus 50 would have
selected, all moment arms and the location of permissible CG an arm of 50 inches.
range must be taken with reference to that point. Useful load — Weight of the pilot, copilot, passengers,
Delta — Greek letter expressed by the symbol [delta]. It is baggage, usable fuel, and drainable oil. It is the empty weight
used in weight-and-balance calculations, as well as in other subtracted from the maximum allowable takeoff weight. This
forms of mathematics, to indicate a change in values; e.g., term applies to general aviation aircraft only.
[delta]CG indicates a change (or movement) of the CG. Weight, basic operating — Weight of the aircraft, including
Fuel load — Expendable part of the load of the aircraft. It the crew, ready for flight but without payload or fuel. This term
includes only usable fuel, not fuel required to fill the lines or applies to transport aircraft only.
that which remains trapped in the tank sumps. Weight, empty — Consists of the airframe, engine(s), and all
LEMAC — Leading edge of the MAC (see below). items of operating equipment that have fixed locations and are
Mean aerodynamic chord (MAC) — Average distance from permanently installed in the aircraft. It includes optional and
the leading edge to the trailing edge of the wing. The MAC is special equipment, fixed ballast, hydraulic fluid, and undrainable
specified for the aircraft by determining the average chord of an (residual) fuel and oil. When oil is used for propeller feathering,
imaginary wing that has the same aerodynamic characteristics such oil is included as residual oil.
as the actual wing. Weight, maximum allowable zero fuel — Maximum weight
Moment — Product of the weight of an item multiplied by its authorized for the aircraft not including fuel load. Zero fuel
arm. Moments are expressed in pound-inches (lb-in) or inch- weight for each particular flight is the operating weight plus the
pounds (in-lb). Total moment is the weight of the aircraft payload.
multiplied by the distance between the datum and the CG. Weight, maximum landing — Maximum weight at which the
Moment index (or index) — Moment divided by a constant aircraft may normally be landed. The maximum landing weight
such as 100, 1,000, or 10,000. The purpose of using a moment may be limited to a lesser weight when runway length,
index is to simplify weight-and-balance computations of large atmospheric conditions, or other variables are adverse.
aircraft where heavy items and long arms result in large, Weight, maximum takeoff — Maximum allowable weight at
unmanageable numbers. the start of the takeoff run. Some aircraft are approved for
Reduction factor — Constant that, when divided into a loading to a greater weight (e.g., ramp weight or taxi weight;
moment, results in an index (see above). see below) only to allow for fuel burnoff during ground
Standard weights — Established for numerous items involved operations. The takeoff weight for a particular flight may be
in weight-and-balance computations. These weights are not to limited to a lesser weight when runway length, atmospheric
be used in lieu of available actual weights. Some of the standard conditions, or other variables are adverse.
weights are: Weight, ramp or taxi — Maximum takeoff weight plus fuel to
Passengers — adults, 170 lb*; children (age 2 be burned during taxi and runup.
through 12), 80 lb
Operating Limitations
Aviation gasoline — 6 lb/U.S. gallon Aircraft load factors (Source: FAA)
Oil — 7.5 lb/U.S. gallon
Airplanes are designed to withstand the limit-load factors shown
Water — 8.35 lb/U.S. gallon in the following table. Limit loads should not be exceeded in
flight.
Jet fuel (Jet-A) — 6.7 lb/U.S. gallon; (JP-4) — Category of Aircraft Positive Limit Load
6.5 lb/U.S. gallon
*The FAA is considering raising this figure to reflect more Normal (nonacrobatic) 3.8 times gross weight
adverse loading conditions.
Station — Location in the aircraft that is identified by a number Utility (normal operations and 4.4 times gross weight
designating its distance in inches from the datum. The datum limited acrobatic maneuvers)
is, therefore, identified as station zero. The station and arm are
• If the winds aloft velocity is 10 percent of the true
Acrobatic 6.0 times gross weight
airspeed, there will be 4° of drift if it is 45° off the
Note: Negative limit-load factors are not less than minus 0.4
times the positive load factor for the Normal and Utility • The air is conditionally unstable if the temperature drops
categories and not less than minus 0.5 times the positive load more than 2° per 1,000 feet on ascent.
factor for the Acrobatic category.
• When the surface wind shifts to the north or northeast
after passage of a cold front, that front may well be back
as a warm front in a day or so.
Bank Angle for standard rate turns 1. If indicated airspeed is in MPH, Horse-Power At Altitude For Turbo-Prop To find out what amount of
divide airspeed by 10 and add 5 for standard rate turn. Ex. IAS is horse-power you are producing at certain altitudes, use this formula.
110mph, divide by 10 equals 11, plus 5 equals 16 degrees HP=RPM times Torque times .00019 Ex. Assume 1900 on the rpm and
(110/10=11+5=16 degrees) bank angle for a standard rate turn. 2. If 9's on the torque. Hp will equal 325. (1900*900*.00019=325)
indicated airspeed is in knots, divide airspeed by 10 and add 50% of that
value. Ex. IAS is 100kts divided by 10 equals 10 plus 5 (50% of 10)
equals 15 degrees (100/10=10+5 (50% of 10) =15 degrees) bank angle Pressure Altitude
for a standard rate turn.
Pressure Altitude For Performance Charts To find pressure altitude for
use on performance charts take standard pressure (29.92), subtract the
True Airspeeds current pressure setting , multiply that number by 1000, and add the
elevation and to equal your pressure altitude. Ex. Current pressure
True Airspeed Calculation Divide your indicated altitude by 1000, altitude is 28.92 and the elevation is 1200ft msl. 29.92 (Standard
multiply this figure by 5, and add this number to your indicated airspeed. pressure) - 28.92 (current pressure) = 1.00 * 1000 + 1200 = 2200 This is
Ex: 30000/1000= 30*5= 150+280= 430 is your TAS. your new pressure altitude.
Fuel Flow If your airplane has a fuel flow gauge multiply that number by Reciprocal Heading If known heading is 0 -180, add 200 and subtract
3 to get gallons per hour. Ex. If your fuel flow is 2.3 per engine. Then, you 20. If known heading is 181 - 360, subtract 200 and add 20. This is easier
are burning 69 gallons per hour per engine. (2.3*3=69 gals) and quicker than trying to add or subtract 180. Ex: Reciprocal of 120 is
120 + 200 = 320, 320 - 20 =300. Ex: Reciprocal of 210 is 210 - 200 = 10, correction in degrees Ex. TAS 150, Crosswind=10 300/150=2 Times
10 + 20 = 30. (10x5) 50 =100...drop the “0” 10 degrees correction
Northerly Turning Error: Another easy way to remember this compass Altitude Deviation Correction 2 X deviation in feet = VSI indication back to
tendency is: ANDS. Accelerate - North, Decelerate - South. altitude
VOR orientation When using a second VOR for cross radials, "Same Partial Panel Compass Flying "OSUN" used for partial panel compass
side, not yet arrived" Ex., If the CDI is on same side of VOR head as the flying. O vershoot S outh U ndershoot N orth Remember that the
VOR is from your course, you have not yet arrived at the cross radial fix. magnetic compass lags from the North and leads to the south. How
Conversely, if the VOR is say, to the left of your course, and the needle is much you over or under shoot your desired heading depends on the
to the right, you have passed the fix degrees latitude that you are flying. Overshoot the South heading by the
required degrees and Undershoot the North heading by the required
Partial Panel Remember that if doing partial panel , that you have the degrees. Ex.1 Suppose you are flying in Kansas (approximately 30
other instruments, such as the obs on NAV 1 to help you visualize your degrees latitude) and your heading is 090 degrees and you want to turn
position or heading. If every 30degress takes 10 seconds, then anytime to a North heading. Because of the lags to the North you should roll out
you have the big numbers on the DG, such as 030, 060, 090, the time in of your turn when your com pass reads 330 (360- 30=330 degrees) if
between each will be 10 seconds. In order to also help you, if you think your turn is to the right and 030 (360+30=030 degrees) if your turn is to
that you have to turn to a heading that is LOWER usually turn LEFT. I the left. Ex.2 Suppose you are still flying in Kansas and your heading is
know that this does not work if you are on a NW heading and have to go still 090 and you want to make a turn to a south heading. Because the
to a north east heading, but use common sense. compass leads to the South you should roll out of your turn when your
compass reads 210 (180+30=210 degrees) if the turn is to the right and
Instrument Landing Check C ompass L ights I dentify F laps F uel Use 150 (180-30=150 degrees) if your turn is to the left
this on my procedure turn outbound in lieu with of the gump check.
Check heading, runway lights, landing lights, frequency, approach flaps, Cue Words To Remember Reporting Points Harry Maintains That Little
check fullest tank. Cats Don't Ever Vacuum Willows.
The Nautical Thumb For the average person, the distance from the tip
Drift Correction 300 divided by TAS) X (Crosswind divided by 5) =
of your thumb to your knuckle is equal to approximately 10 nautical miles
on the Sectional Chart scale. This makes it fast and easy to estimate multiply by 1000' Ex. 72-52=20 20/4=5 5x1,000=5,000' bases = 5,000'
distances on the sectional chart, especially during diversions to an agl during instability and warmer part of day
alternate airport. To "calibrate" your thumb, just bend your thumb and
place it on a standard 10nm class C airspace on your sectional chart. It Compass errors on an east-west heading ANDS: Accelerate North
should fit almost perfectly between the center of the airport to the 10nm error Decelerate South
ring!
Course Heading True Virgins Make Dull Company for figuring course
Course Reversal Add 2 subtract 2 or subtract 2 add 2 for course Heading (True course +/- variation = magnetic, +/- deviation= Course
reversal. Ex: If you are on a heading of 060 you +2 & -2 = 240 Ex: If you heading.) Ex. 240 + 7 degrees equals 247 magnetic + 3 degrees
are on a heading of 340 you -2 & +2 = 160 A little common sense and it deviation = 250 for a course heading
always works.
Gumps For Low-Wing Aircraft: BCGUMPS: Boost pump on; Carb heat
off; Gas on fullest tank (no both position in a PIPER); Undercarriage -
gear down and locked; Mixture – Rich; Props - High RPM; Seat Belts
Fastened
ATC Speed Reductions In a turboprop a/c a quick rule of thumb for a
speed reduction is take the airspeed subtract 100 from it divided by two
and add five. that will give you your torque setting in percent. Ex: 180
kias. 180-100=80 80/2=40 add 5= 45% torque 210 kias. 210-100+110 The Startle Factor
110/2=55 add 5= 60% torque
1 In 60 Rule For every 1 degree displacement equals 1 nm in 60 nm. 1. Environmental: Turbulence, CAT, mountain wave,
Ex.If heading is altered 5 degrees to the left: In 60 nm you will be 5 nm windshear, thunderstorms, microbursts, wake turbulence and
left of track. In 30 nm you will be 2.5 nm left of track. airplane icing.
2. System anomalies: Flight instruments, autoflight
Shut Down Checklist "Remember to shut everything down" systems, and flight control anomalies.
3. Pilot-Induced: Instrument cross-check, inattention and
(R-E-M-M-M ber) Radios; Electrical; Mixture; Master; Mags
distraction from primary cockpit duties, vertigo or special
disorientation, and improper use of airplane automation.
Diversion-Figuring out time to new destination. A quick way to figure
out how long it will take to get back on course or to a new destination
when diverting is: Ex. Take 2/3 and multiply it by the distance to be Required Pilot Actions Following Aircraft Upset
traveled. 2 - X 15(miles) = 2 X 15 = 30/3 = 10 minutes. 3 This would work
with the slow airplanes like a 150 or Cherokee 140.For faster aircraft all
you would have to do is work out a different factor. 4. Recognize and confirm: Determine aircraft bank
and pitch attitude. Cross check instruments to confirm.
Quick Shutdown Checklist S - Switches (all electrics) L - Lean I - 5. Auto-Pilot: Disengage the auto-pilot.
Ignition (magnetos) M - Master Switch 6. LEVEL the WINGS: Referencing the turn
coordinator, apply rudder opposite to the turn (step on the
Weather Radar Normal Operating Weather Radar should be able to high wing)
ground paint (Dist.) : Square root of your AGL Altitude 7. Establish level pitch attitude: Re-establish level
flight to prevent stall or over-speeding the aircraft.
Anatomy of a Radio Call: Who they are, Who you are, Where you are,
and What you want
Note: Failure to apply these corrective
Weight & Balance WAM: W eight x A rm = M oment measures on a timely basis can result in the
Estimating Cloud Bases: Temp. minus dew point divided by 4 and aircraft entering an unrecoverable attitude.
when the compass was 45 degrees minus half the bank angle. (From west to
south at 90 knots: 180 = 45 – 7 = 218) (From east to south: 180 – 45 + 7 = 142)
Quote:” There are Rules and there are Laws. The rules are made by men who
think that they know better how to fly your airplane than you do. Laws (of
Physics) were made by the Great One. You can, and sometimes should
suspend the Rules but you can never suspend the Laws”
Mach Number to True Airspeed: rotate inner dial until you see the Mach No. Index inside the airspeed
correction window on the inner dial. Line up the true or outside air temperature (do not use Indicated Air NOTES & SCRIBBLES
Temperature) opposite this Mach No. Index. Mach Number on the inner scale reads opposite True
Airspeed (kts) on the outer scale.
True Altitude:
1. Determine pressure altitude by setting 29.92 momentarily on the altimeter.
2. Set pressure altitude next to outside air temperature in the altitude correction window.
3. Subtrack station altitude from indicated/calibrated altitude to determine calibrated altitude
AGL.
4. Find calibrated altitude AGL on the middle scale and read the correction to station altitude on
the outer scale.
5. Add the correction to station altitude to get true altitude MSL.
Feet Per Mile vs. Feet Per Minute
1. Set the Rate Arrow on ground speed… ie: 90kts
2. Find Feet per mile on middle ring… ie: 300’ per mile.
3. Climb rate in fpm is found on the outer ring opposite the feet per mile value… ie: 450fpm.
Off Course Problems Ex: after flying 125 miles, you are 8 miles off course…
1st step:
1. Set 125 on the middle scale to line up with 8 on the outer scale.
2. Read approximately 3.8 degrees at the Rate Arrow
nd
2 step: On middle scale, set distance remaining opposite of the distance off course; read additional
degrees of heading change opposite of the Rate Arrow. Add the two answers and apply the result to your
heading. Ex: 235 miles left to go
1. Set 235 on the middle scale opposite 8 on the outer scale.
2. Read 2.4 degrees at the Rate Arrow
3. Change course 6 degrees (3.8 + 2.4) toward the course line and, if the wind doesn’t change,
you will join the original course line as you approach the destination.
The WIND side of the Slide… Ex: a course laid out and measured to be 90 degrees true. Winds aloft
forecast calls for wind at chosen altitude to be 230 at 18kts, and the performance data for the A/C says
that you can expect a true airspeed of 125 kts at that altitude.
1. Set 230 at the TRUE INDEX
2. Using any convenient starting point, measure 18 units up from the grommet towards the
TRUE INDEX and make a dot at 18 units.
3. Rotate the disk to bring 090 to the TRUE INDEX.
4. Move the slide until the wind dot falls on the arc for 125 kts.
5. Read the ground speed of 138 kts under the grommet; the fact that the wind dot is below the
grommet indicates a tailwind.
6. The wind dot is 5 degrees to the right, indicating that a true heading should be 095. Now all
you have to do is apply local magnetic variation to derive magnetic heading.
Note: If the upper winds forecast applies to you entire trip, simply use the wind dot in this matter with the
true course for each leg.
Determining WINDS IN FLIGHT (GS, true heading, true course, and true airspeed needed)
EX: True course is 180; true heading 160, GS 120kts, Ture airspeed at altitude 140kts.