tag:blogger.com,1999:blog-49828733790959960062024-03-13T10:44:01.660-04:00 Russ Roslewski, CFI/CFII/MEIIFR flight instruction, procedure design, and anything else aviation!Russhttp://www.blogger.com/profile/06271438246152236864noreply@blogger.comBlogger44125tag:blogger.com,1999:blog-4982873379095996006.post-46016919006941812019-01-22T17:49:00.000-05:002019-01-23T20:19:39.733-05:00Citation II type rating - Day 13 - Checkride!TL;DR - I passed!<br />
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This is going to be a bit of a long post, but I tried to remember more or less the sequence of events and everything we did, in case that helps anybody out!<br />
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<b><span style="font-size: large;">Oral</span></b><br />
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As usual, we started with the oral. Pretty straightforward. It was both of us in there at the same time, which was a first for me. The examiner would just alternate asking questions between the two of us. Started with some of the memory items from the checklists (Engine fire before V1, go!) and then went through some of the limitations (flaps extended speed, autopilot limitations, thrust reversers, etc.). Both of these areas were straight off the flashcards or study guide provided in the training materials. So, no real surprises if you studied.<br />
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He then went to a large poster of the cockpit on the wall and proceeded to ask us questions about various buttons and switches and the systems they controlled. "What happens when we turn the engine anti-ice system on?" "How long should the surface deice light be on for once activated?" "If the AC Fail light comes on, what systems do you have left?" These also were pretty straightforward, taken from the training materials and ground school lessons. Fortunately, there were no questions like "draw a schematic of the electrical system" or "how many holes are in the speedbrakes?"<br />
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Then it was time for the "preflight". Since we didn't exactly have an actual airplane in the building, it was a bit funny how they did this. There is a video we had watched in class about the preflight, so he just played it and muted the sound. He'd ask "what is the pilot checking now? What is he looking for?" - those kind of questions. Since I had (literally) used the video to help me fall asleep a couple times at night (yes, really), this was also no problem.<br />
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You see, the Citation II is not a new airplane, and this video was made quite a while ago. And it shows. Enjoy.<br />
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<a href="https://www.youtube.com/watch?v=ssGftj4xX8I">https://www.youtube.com/watch?v=ssGftj4xX8I</a><br />
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Now it was time to figure out our Takeoff and Landing Data for our TOLD cards. It's just a matter of looking up the proper numbers for weight, temperature and altitude.<br />
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Having passed the oral, it was on to the flight!<br />
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<b><span style="font-size: large;">Flight</span></b><br />
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I'm pretty sure I have the sequence of events right here, but it's very possible I've missed something. It was a busy day!<br />
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- Complete cockpit checklist as if we just walked out to the airplane.<br />
- Right engine start<br />
- Rapidly rising Interstage Turbine Temperature (ITT) indicated a hot start, so I shut the engine back down.<br />
- Normal start on both engines<br />
- Short taxi for takeoff<br />
- Takeoff roll<br />
- ENGINE FIRE light on before V1, abort takeoff<br />
- Normal takeoff<br />
- Kennedy Five Departure out to the "practice area" near the DPK VOR<br />
- Steep turns (360 degrees, 45 degrees of bank, left then immediately followed by right)<br />
- Stalls in clean (autopilot on), takeoff (autopilot off) and landing (autopilot off) configurations<br />
- Unusual attitudes<br />
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Done with airwork, now back for approaches.<br />
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- Direct JFK VOR for the VOR RWY 4L, circle to 31R (autopilot available)<br />
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Now, I've done a few circling approaches, especially in training, and of course the visibility is usually pretty good when you're actually out there flying for training. The examiner took the visibility down to something just above minimums, maybe 1 1/2 miles? 2 miles? With the cloud deck right above me, it was definitely a different experience. The runways were hard to see in the first place, let alone maneuvering to line up with a different one. I'm sure that's why many operators prohibit circling approaches altogether. I really wouldn't like to have to do one in those conditions for real.<br />
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- Takeoff<br />
- Engine problem after V1 (we noticed a runaway ITT)<br />
- We continued the takeoff and climbed to 2000 and shut it down in the air.<br />
- Based on the ITT problem, we elected to not attempt a restart. So now it was single-engine operations for a while.<br />
- Vectors for the ILS RWY 22L (autopilot available)<br />
- At DA, no runway in sight, missed approach (single engine still, of course)<br />
- Vectors for the ILS RWY 4L (autopilot not available, hand flown)<br />
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This is the approach that had caused me problems the day before - I was weaving back and forth on the localizer and I suspected it was due to rudder trim not being set right. So before I started this approach I made sure I had it set right! And ... ta-da!<br />
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That's way better than the day before! Amazing what a simple few turns of the rudder trim wheel will do. Runway in sight just before DA, and landed.<br />
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- Takeoff, climb to 2000, engine failure as we level off (man these engines have problems!)<br />
- Engine shutdown then successful restart<br />
- Vectors to the IF for the RNAV (GPS) RWY 4L (hand flown, only LNAV minimums available)<br />
- A little bit of twiddling with the FMS for this one<br />
- The weather had improved a little, so we got the runway in sight, descended to land, but a go-around was called by tower at about 50 ft.<br />
- Vectors for the visual approach to runway 22R<br />
- Flaps would not extend, so we got delay vectors to run the appropriate checklist<br />
- Landed!<br />
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And then I heard the words I wanted to hear - you passed! About a 2 hour flight.<br />
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<b><span style="font-size: large;">Sim partner's turn</span></b><br />
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Now it was my sim partner's turn to fly, which meant I was now the copilot. We had learned that the copilot is often much busier than the pilot when it comes to emergencies. Finding and running the checklists can keep you pretty active.<br />
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In some ways, I was more nervous about being the copilot than being the pilot. For one, there are so many ways where mistakes made by the copilot could really cause problems for the pilot that would lead to a checkride failure. Setting the wrong altitude, wrong frequency, bringing up the wrong checklist, missing an item on the checklist, etc. I didn't know how the examiner would handle a situation like this, and I sure didn't want to find out! My sim partner had done a decent job for me, I wanted to do a decent job for him.<br />
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His checkride was basically the same as mine. Some of the engine failures were for different reasons, but I think the general flow was the same. And apparently I did a good enough job as copilot, since he passed too.<br />
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For a last little bit of humor, the examiner had us taxi up to the gate at JFK to end the day. Not really built for a Citation!<br />
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<b><span style="font-size: large;">Ahh, the moment I've been waiting for...</span></b></div>
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Temporary certificate in hand!</div>
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<tr><td style="text-align: center;"><a href="https://4.bp.blogspot.com/-TUyVDt-5GyY/XEdGAROMA3I/AAAAAAAABhw/xUY_6Woba-EmU1IJX-w_fp8Dk_gcnkBvACEwYBhgL/s1600/20190121_145237.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="929" data-original-width="846" height="400" src="https://4.bp.blogspot.com/-TUyVDt-5GyY/XEdGAROMA3I/AAAAAAAABhw/xUY_6Woba-EmU1IJX-w_fp8Dk_gcnkBvACEwYBhgL/s400/20190121_145237.jpg" width="363" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">DPE: Vinay Singh</td></tr>
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Since this is my first type rating (and I don't have a bunch of previous turbine time), my certificate is going to be a little wordy for a while. I require what is called "SOE" - Supplemental Operating Experience. The FAA words that as "The CE-500 is subject to Pilot-in-Command limitations." This means that for the next 25 hours, I must be flying with another fully-type-rated pilot. This should not be much of a limitation for the type of flying I'm looking at doing. </div>
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Also, since the Citation II is eligible to be flown single-pilot (if the pilot has passed the additional checkride for those privileges, which I of course have not), my certificate also reads "CE-500 Second in Command required." Which for those 25 hours will be another PIC-rated pilot. Once I meet the SOE requirement and get the limitation removed, I could fly with someone who is only Second-in-Command qualified.</div>
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<tr><td style="text-align: center;"><a href="https://2.bp.blogspot.com/-u6BHBPgFYBg/XEdF_2DT0TI/AAAAAAAABhs/DquXPug4IB84-iCBPN7fTB8-h0IO9PTdwCEwYBhgL/s1600/2019-01-22_10-28-23.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="663" data-original-width="652" height="400" src="https://2.bp.blogspot.com/-u6BHBPgFYBg/XEdF_2DT0TI/AAAAAAAABhs/DquXPug4IB84-iCBPN7fTB8-h0IO9PTdwCEwYBhgL/s400/2019-01-22_10-28-23.jpg" width="392" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">In red - my new rating. Highlighted - the additional limitations!</td></tr>
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If anybody has any questions about the process, or the school, or what it was like going from Bonanzas, Comanches and light twins to a type rating, just let me know, I'll be happy to answer any questions.</div>
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I am really looking forward to flying the Citation II! </div>
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<tr><td style="text-align: center;"><a href="https://4.bp.blogspot.com/-WX9Mdnut9XI/XEdsxecDPdI/AAAAAAAABi0/wo71t8D3voQSjN6Q-Yhf9hQv3qy0GM7UACLcBGAs/s1600/Cessna_550b_citation_bravo_cs-dhr_arp.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1077" data-original-width="1600" height="268" src="https://4.bp.blogspot.com/-WX9Mdnut9XI/XEdsxecDPdI/AAAAAAAABi0/wo71t8D3voQSjN6Q-Yhf9hQv3qy0GM7UACLcBGAs/s400/Cessna_550b_citation_bravo_cs-dhr_arp.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">(photo from Wikipedia)</td></tr>
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Russhttp://www.blogger.com/profile/06271438246152236864noreply@blogger.com1tag:blogger.com,1999:blog-4982873379095996006.post-7337646130811075042019-01-20T18:55:00.002-05:002019-01-20T18:55:32.561-05:00Citation II type rating - Day 12 - checkride prepIt was checkride prep day!<br />
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Started off in the simulator, essentially running through everything that will likely be on the checkride. The entire flight was at (or near) JFK.<br />
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After an aborted takeoff, the second takeoff, climb to altitude and airwork went great - steep turns, stalls (clean, takeoff, and landing configurations) - no problems there. Back to the airport for the ILS RWY 22L using the autopilot to minimums, and missed approach.<br />
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On the missed approach, an engine failed and we shut it down (no restart). Vectors to the ILS RWY 4R, single engine. Nearing glideslope intercept he had me turn off the autopilot and hand fly (we knew this was coming). And the minute I did, everything started getting out of hand.<br />
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I was having a really hard time following the flight director. Every time I'd turn to follow it I think I was on it, I'd drift off heading. I weaved all the way down final! It was somewhat humbling, because I've always considered the single-engine ILS on checkrides to be something that people worry too much about, they are usually pretty straightforward once you have the airplane all trimmed up. And I think that was my problem - I may not have had the rudder properly trimmed when I had engaged the autopilot after the engine failure, and so the autopilot masked that out-of-trim condition. Until, of course, the point where I turned it off just as I intercepted glideslope, and never really got stabilized.<br />
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<tr><td style="text-align: center;"><a href="https://4.bp.blogspot.com/-4mLKR8R7YgI/XEUKMRnYxiI/AAAAAAAABhA/P-OigkS3cKUCgNJTIAsLsL5_ePkbHEZLQCLcBGAs/s1600/Capture.PNG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="463" data-original-width="410" height="320" src="https://4.bp.blogspot.com/-4mLKR8R7YgI/XEUKMRnYxiI/AAAAAAAABhA/P-OigkS3cKUCgNJTIAsLsL5_ePkbHEZLQCLcBGAs/s320/Capture.PNG" width="283" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The ground track, or at least what it felt like to me!</td></tr>
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So, doing my bobbing and weaving down final, once the runway was in sight (with 1/2 mile visibility), I was not in a good position to land, and went around. Fortunately this was still a training event, not a checkride, so the instructor just repositioned me back outside glideslope intercept on a vector. The second try was much better and I landed safely. Whew!<br />
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Following that I got things back together. Takeoff, engine failure, successful restart, RNAV (GPS) RWY 4R with a go-around/missed approach due to pink elephants on the runway or some such thing, and then the VOR RWY 4L, full procedure from the JFK VOR, circle-to-land runway 31R. They teach a local technique for the circling part of this that works every time if you do it right.<br />
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Landed, took off again, and vectors for the visual approach to runway 13R with inoperative flaps (stuck at 0 degrees). No problems there either.<br />
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And apparently, that's pretty much the checkride! You can bet I will really be focused on that single-engine ILS - we've done them before and I had no problems, so I'm sure I'll be okay.<br />
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After the sim, we did a couple hours of prep for the oral part of the checkride. I was way more worried about this than the flying part, but it seems pretty straightforward and I don't anticipate any problems. I've been studying the aircraft systems for about 6 weeks now, so hopefully some of it has stuck!Russhttp://www.blogger.com/profile/06271438246152236864noreply@blogger.com0tag:blogger.com,1999:blog-4982873379095996006.post-9327520256976615052019-01-19T16:36:00.002-05:002019-01-20T18:56:18.576-05:00Citation II type rating - Day 11 - Hot weather dayThe main focus of today was high temperature and high altitude performance, or rather lack there-of, with one engine inoperative. But of course the syllabus graciously added a few other things to keep it interesting.<br />
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The flight was from Reno, NV to Redding, CA on a summer day. Density altitude was about 6300 feet. Reno's "HUNGRY THREE" (hah!) departure from runway 34L requires a climb gradient of 315 feet per nm to 8400:<br />
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This calculates to about a 5.25 percent climb gradient. We used the Citation II performance charts to determine that we could make this gradient, assuming an engine failed on takeoff, at a maximum of 11,500 pounds (1,800 pounds short of the maximum takeoff weight). So, it seems we might have to leave some of our Reno gambling winnings behind...<br />
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And so we did. The engine failed on takeoff roll, just above abort speed (V1) and I continued the climb, apparently missing the cloud-hidden mountains all around. Once this were settled down we restarted and went on our way to Redding.<br />
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Along the way we had a cabin depressurization and emergency descent. Pitching the plane over for a maximum-speed dive with the speedbrakes out was a lot of fun in the simulator. I bet not as much in real life.<br />
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Flying ILS into Redding, we were warned of thunderstorms in the area and possible windshear. And wouldn't you know it, we ran into bad windshear on short final! Recovery procedure is throttles to maximum and pitch up as much as necessary to arrest the descent rate. "As much as necessary" is all the way up to just short of a stall.<br />
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Fortunately, we have this to guide us, an Angle-Of-Attack indicator:<br />
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Pitching up into the yellow band is recommended for windshear escape. The crosshatched area around .85 is where the airplane will stall. We used this previously during the stall maneuvers and it works very reliably in any configuration - once the AOA gets to the crosshatched area, the plane buffets every time.<br />
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We were told that the windshear event being simulated was the <a href="https://en.wikipedia.org/wiki/Delta_Air_Lines_Flight_191" target="_blank">Dallas-Ft Worth event that brought down Delta Flight 191 on August 2, 1985</a>. That event really started a lot of the research into windshear and microbursts. Even knowing it was coming, and even being in a simulator, it was definitely enough to get the heart pumping! Fortunately we were able to make a missed approach and fly out of it eventually.<br />
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We followed that with a LOC/DME back into Redding. Funny how the windshear also damaged the glideslope antenna. On vectors for this came a "Fuel Filter Bypass" light. Not much of a checklist for this one, but the warning does get your attention (so much they put it in there twice).<br />
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And sure enough, one of them did decide to give up on final.<br />
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Landed, fixed the engine and went back around for a practice visual approach. Of course that meant a runaway elevator trim problem to identify and disable before it drove us into the ground!<br />
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I am feeling way more comfortable in the airplane than just a day or two ago. Even considering everything that happened on the flight today, it was actually a pretty easy flight. Is that a good sign, or not? Don't know!<br />
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Tomorrow is our checkride prep day!Russhttp://www.blogger.com/profile/06271438246152236864noreply@blogger.com3tag:blogger.com,1999:blog-4982873379095996006.post-44144215146095956122019-01-18T15:54:00.001-05:002019-01-18T15:54:31.024-05:00Citation II type rating - Day 10 - Cold weather dayJepp charts. Lots of professional pilots use them. I never have, neither does almost anyone I know. But of course that's what we're using in training, so although I could just bring up FAA charts on Foreflight, I decided to just learn the Jepps. Approach charts I had seen enough before that I didn't need a whole lot of practice with them. But for SIDs and STARs I've never used and have only rarely seen the Jepp versions!<br />
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Compare:<br />
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With:<br />
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I definitely had to hunt around to find the information.<br />
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Today as you may have guessed we flew from Seattle Intl. It was simulating a cold weather day, with snow at SEA, low IFR, and icing conditions along our route, which took us down to Portland Intl, PDX.<br />
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It was another day of problems. Engine anti-ice failure, bleed air leak, anti-skid brake system failure, generator failure, engine fire, circuit breaker panel fire, low hydraulic level and pressure, and of course the landing gear wouldn't extend!<br />
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In addition to that, we flew three instrument approaches at PDX. The first one was the most challenging - the PDX LOC/DME RWY 21.<br />
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Of course we started at BTG VORTAC and had to fly the whole thing, procedure turn and all. Look at all those stepdown fixes! In addition, it's steeper than normal, at a 3.43 degree descent angle, and sure enough I was having trouble keeping the speed under control while making that descent. Had to use the speedbrakes a few times but I imagine I probably could have avoided that with a little better speed and descent planning.<br />
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The instructor must have had the visibility set at about 1/2 mile, because once we finally did see the runway I was too high and close (700 MSL/674 AGL) for a safe approach. Missed approach, the published one, of course! This approach is just as busy or even moreso for the copilot who has to set all the radios, altitude preselects, run the checklists and keep the pilot out of trouble. It's a good training approach!<br />
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Tomorrow we sweat - "high temperature day" and engine failures in mountainous terrain. That checkride is getting closer!Russhttp://www.blogger.com/profile/06271438246152236864noreply@blogger.com0tag:blogger.com,1999:blog-4982873379095996006.post-77019016752662941962019-01-17T15:39:00.000-05:002019-01-17T15:40:22.663-05:00Citation II type rating - Day 9 - Lousy engines!I thought jet engines were supposed to be very reliable - well not today they weren't!<br />
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It was "Engine Failure Day". That's not what they call it, but they should. We had low oil pressure, we had clogged fuel filters, we had engine fires, we had bird strikes.<br />
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They failed on takeoff roll. They failed after V1. They failed in cruise. They failed on approach.<br />
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Throw in a couple of other more minor issues like flaps not extending and the AC system failing (that's AC as in "AC power" not as in "Air Conditioning", although that would also be a true emergency in the summer!)<br />
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I can't even begin to remember the order of everything. But we did fly around single-engine most of the day. Even did some single-engine missed approaches. Good times.<br />
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Flew four instrument approaches each, and one visual approach (oh sure it was easy until the flaps broke and the engine fire light came on...) The instrument approaches were two ILSes, one Localizer-only, and one NDB.<br />
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Yes, I said NDB.<br />
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Why? I have no idea. I assume the Citation II training syllabus was approved by the FAA in 1947 and not updated since. Okay, maybe not that long ago. Now, NDB approaches are great for building situational awareness but I just can't think of a good reason for them to be in this type rating course in 2019. If you really did need to be able to fly them, you should seek out additional training.<br />
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Granted, it was kind of fun. I don't remember the last time I flew one for practice. Fortunately we were given vectors to final and it was pretty straightforward at that point. And it actually turned out pretty well for me!<br />
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I definitely learned today that the copilot can easily be busier than the pilot. There were so many checklists to run, right after each other, that it got a little hectic and confusing sometimes. Especially since the problems always seemed to happen at absolutely the worst time - while setting up for an approach, for example. However, we got very good at saying "Citation 2SF request delay vectors to work the problem", as you would likely do in real life.<br />
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My sim partner is a former airline pilot who hasn't flown for about 10 years. I, on the other hand, am very current but have never flown in a two-person crew environment. I want to do everything myself in the plane (whether I'm pilot or co-pilot), but am learning to call things out to him. We're helping each other out as much as we can.<br />
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Tomorrow will hopefully be a bit less exhausting. We're simulating a cold-weather (meaning icing) trip from Seattle to Portland. Good times!Russhttp://www.blogger.com/profile/06271438246152236864noreply@blogger.com0tag:blogger.com,1999:blog-4982873379095996006.post-59041648048325697552019-01-16T15:57:00.001-05:002019-01-16T16:59:22.929-05:00Citation II type rating - Day 8 - Maneuvers and approachesWhat a day! Showtime was at 6 AM so we could make up my sim session from yesterday. Fortunately we had already briefed last night so we were able to get right to it.<br />
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Started off with my "S1" lesson, with me in the left seat. We did the three type of stalls mentioned before, steep turns, and then back to JFK for the ILS OR LOC RWY 22L.<br />
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The steep turns went okay, especially on the second try. Stalls really weren't any different than in any other plane I've flown them in, easily controllable and the recovery actions were the same.<br />
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We then returned for the ILS. The instructors had prepared us for the power settings and such for the various segments of an approach, and with the autopilot running it was no big trick to make sure I was on speed. The instructor showed me the plot of glideslope and ground track, where he was happy with the consistent speed at about Vref + 10 (the top number on each pair of white numbers). Although, honestly, I just set the power, it seemed to be working, so I left it alone!<br />
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Time for a quick break, then back into the sim for my partner's "S2" lesson - review of steep turns, stalls, an engine failure in cruise, and non-precision approaches. While he's flying, of course, I'm running checklists and trying to stay ahead of the game so I can help him out as needed - course reminders, altitudes, and such. At the end of his flying it was my turn for a RIGHT seat takeoff and approach. Now, I sit in the right seat several times a week in training, and have flown from that seat quite regularly. So I didn't think it would be that big of a deal, but it was. Although this aircraft has full instrumentation on the right side, it's not as complete or as integrated as the left side. So it was a bit more work. The autopilot was also randomly disengaging too (not caused by the instructor), which was creating some confusion and difficulty. I was vectored for the JFK VOR/DME RWY 22L, and flew it "okay". Since the autopilot was randomly disengaging, I just turned it off. Notice below there is no plot of my ground track for this one!<br />
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Then it was my turn in the left seat again.<br />
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By this time we had been in the sim about 4 hours (yes we got a break halfway) so I was getting a little tired. But we started off at Teterboro, NJ with the Teterboro Two Departure, a departure that is known for having pilots bust the 2000 foot initial altitude. It doesn't take long to get there! But with the two of us we managed just fine.<br />
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<tr><td class="tr-caption" style="text-align: center;">Tereboro Two Departure</td></tr>
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Cleared up to 10,000 suddenly the right engine gave up on us as we were passing 6000. We told ATC we were leveling off to work the problem. Shut it down and then restarted it. This is something I have done in twin-engine piston aircraft reasonably often, but it's so much less work with a two-person crew! It was really a non-event. Resumed climbing to 10,000.<br />
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Then we worked into some steep turns and stalls again, and I am happy to say they went great! Of course, the fact that I had just practiced them 2 hours earlier helped a lot. Back to the JFK VOR for the full VOR RWY 4L, circle to runway 31. I had the benefit here of having seen it during my partner's flying, so I knew what to expect. We even did a turn in holding at the FAF. Descending, broke out of the clouds , turned right to circle to 31, and pulled off a decent landing.<br />
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<tr><td class="tr-caption" style="text-align: center;">KJFK VOR RWY 4L</td></tr>
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My partner got his turn for the right seat takeoff, approach and landing, then I took back the airplane to fly the KJFK RNAV (GPS) RWY 4R using the UNS-1 FMS. Functionally pretty much the same as a Garmin 430 without all the features. LNAV-only, no LPV, so leveled off at MDA and fortunately saw the runway.<br />
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And then we peeled ourselves out of there and ate lunch.<br />
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Back tomorrow at 6:30 AM!<br />
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<br />Russhttp://www.blogger.com/profile/06271438246152236864noreply@blogger.com0tag:blogger.com,1999:blog-4982873379095996006.post-8583561166065513912019-01-15T20:42:00.004-05:002019-02-03T19:54:10.937-05:00Citation II type rating - Day 7 - First real sim session12:30 PM show for the first sim lesson today! Fortunately when I got there it was empty...<br />
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Okay, that's actually a beautifully restored Link trainer from back in the 30's and 40's in the main atrium at CAE.<br />
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<a href="https://en.wikipedia.org/wiki/Link_Trainer">https://en.wikipedia.org/wiki/Link_Trainer</a><br />
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How the sim sessions work at CAE is you are allocated an hour before the sim for prebrief and an hour afterward for debrief. Each pilot gets about 2 hours as pilot and 2 hours as copilot. So, 12:30 show means 1:30 in the sim and done by 6:30.<br />
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At least that's how it's supposed to work!<br />
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We showed at 12:30 only to find out the sim had broken a little while before and they were trying to fix it. Unfortunately, it also meant that the previous session hadn't been completed and they still had about 3 hours left. Now, there isn't a lot of spare time built into the schedule - I'll be in the sim every day until my checkride on Monday. So lots of different scheduling options were being thrown around (including slipping every, including my checkride, one day - ugh), but it all depended on how quickly the sim could be fixed. Fortunately it didn't take too long (a few hours) so the decision we settled on was to only do half (2 hours) or our sim session today, and do a session and a half tomorrow (6 hours). The instructors and the scheduling office worked quickly together to make sure this would work.<br />
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We finally got into the sim at about 4:00 PM today. Since we were only doing half a session, only one of us got to be pilot. I went ahead and served as copilot for today (but I'll do the exact same flight tomorrow morning as pilot).<br />
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Sim lesson 1 is a pretty basic intro to checklists and flying the sim. No emergencies or abnormal conditions for this flight! On the ground at JFK, we ran through all the startup checklists, and lined up on runway 4R.<br />
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Cleared for takeoff, we flew the Kennedy Five Departure, navigated to a VOR (remember those?) and then proceeded into the "practice area". The main maneuvers for today were steep turns, stalls (clean, landing, and takeoff configuration, that last one with a turn) and an ILS approach.<br />
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The steep turns seemed pretty straightforward, nothing that would be unusual to any Private Pilot. The stalls were also very benign and predictable - having an AOA indicator here helps a lot, you know exactly when it's going to stall. Recoveries were also straightforward, using pretty much the same methods you'd use in a 172. Well, I guess a 172RG anyway. Of course that's all from the right seat, I'll see if I think they're so simple after tomorrow's lesson!<br />
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From the copilot's side I was busy running checklists, calling out speeds, and generally helping the pilot out. Even got to say familiar things like "watch your altitude" - sounds a lot like flight instruction!<br />
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Just about 2 hours total in the sim today. More tomorrow!Russhttp://www.blogger.com/profile/06271438246152236864noreply@blogger.com0tag:blogger.com,1999:blog-4982873379095996006.post-88814530057817704132019-01-14T22:57:00.000-05:002019-01-14T22:57:03.881-05:00Citation II type rating - Day 6 - last day of ground schoolAfter a much-anticipated day off yesterday, today was the last day of ground school. I can't say I'm sad about that. It has been pretty intense and we have covered a lot of material in these six days.<br />
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Today we finished up on abnormal procedures with the remaining aircraft systems that we didn't get to before, such as the pressurization system, spending some time reviewing and running through the checklists for the various conditions.<br />
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To start to prepare us for our first "real" simulator session tomorrow, the instructor took us through some of the maneuvers we would be performing and how to set up for them. These maneuvers should look really familiar to pilots of all types of aircraft!<br />
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<ul>
<li>Steep turns</li>
<li>Stalls (clean)</li>
<li>Stalls (takeoff configuration)</li>
<li>Stalls (landing configuration)</li>
<li>Instrument approach power settings</li>
<li>Visual approach power settings</li>
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We had some time left at the end of the day so we went through a little bit of review for the oral part of the checkride. I'm glad we did, it showed me some areas I need to study a little more!</div>
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One thing I'm trying to get better at is quickly finding the appropriate circuit breakers. This is the pilot's side panel, the co-pilot's side has about the same number of breakers.</div>
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I don't know if this is a lot or not, but it's certainly a lot more than the planes I have flown previously. Further, many of the abnormal checklists require you to pull circuit breakers, so knowing where they are saves a lot of heads-down hunting for them. I'm still working on that.</div>
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But I am very excited to be done with ground school, since of course that means tomorrow we are finally in the sim!</div>
Russhttp://www.blogger.com/profile/06271438246152236864noreply@blogger.com0tag:blogger.com,1999:blog-4982873379095996006.post-77873182988422580042019-01-12T18:01:00.000-05:002019-01-14T22:45:06.964-05:00Citation II type rating - Day 5 (no, no sim today)It's day 5. We started on a Tuesday. Which means that today is Saturday, which of course means that my daughter made fun of me for having to go to school on a Saturday! But, sometimes that's what it takes, right?<br />
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I have found that CAE is a 24-hour a day, 7 day a week school. Fortunately it looks like I won't have any, but there are simulator sessions running all around the clock. I did get my simulator schedule for next week, and it looks like on Tuesday I will be in the simulator from 12:30 PM to 6:30 PM (which includes pre- and post-briefing time), and from then on from 6:30 AM to 12:30 PM. While I don't look forward to getting up early, getting done at lunch will certainly feel nice.<br />
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Today we reviewed many of the aircraft systems, but with a focus on abnormal procedures - what are the failure modes of each, and what to do to correct them (or otherwise deal with the problem). Anything from smoke in the cockpit to battery overtemp to what systems are cut off when the "Engine Fire Push" light is, well, pushed.<br />
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As part of this we worked through many of the checklists, using the mockup of the cockpit to practice identifying where the various switches and circuit breakers are.<br />
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The checklist is way more detailed than any that I'm used to. Anybody seen a 1960 Comanche checklist, for example? Pretty sparse.<br />
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Tomorrow, fortunately is a day off. Time to relax a bit, but still study some. Because after that it's one more day in class, then seven straight days in the simulator!Russhttp://www.blogger.com/profile/06271438246152236864noreply@blogger.com0tag:blogger.com,1999:blog-4982873379095996006.post-75143055245694305962019-01-11T20:10:00.000-05:002019-01-14T22:45:14.016-05:00Citation II type rating - Day 4 - wait, more sim?I am going to stop making predictions about the next time we'll be in the simulator, since I was wrong yet again today!<br />
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This morning we spent some time learning about the various flight profiles used in the Citation II - power settings, speeds and configurations.<br />
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While at first it seemed like there sure was a lot to memorize, it got distilled down to a few basic settings pretty quickly - one configuration for initial approach, one for final approach, etc. Which, I suppose not too surprisingly, is exactly how I teach instrument flying. I just need to translate some of the settings into my "terms" and that will make it much easier. In that regard, this is really turning out to be just another airplane after all - set power and configuration, and you get repeatable performance.<br />
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Every day during ground school we review a little of what we did before (by reviewing the "self check" exercises we did the previous night for homework). This of course, allows us to ask questions now that we've had a few hours to digest the new information and has been very beneficial.<br />
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This afternoon we covered some basics of the Electronic Flight Instrument System (EFIS) that may be installed in some of these airplanes (that we might fly after completing the course) but is not installed in the simulator we are using for the checkride.<br />
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We also covered some of the functions of the Flight Management System (FMS) installed in many of these airplanes, including in the simulator, the UNS-1. The UNS-1 was originally developed in 1982, and it definitely shows when it comes to the interface.<br />
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<tr><td class="tr-caption" style="text-align: center;">Oh, for a QWERTY keyboard - haven't used one like this since the PIDP computers in ATC.</td></tr>
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Once again, our instructor found that the simulator was not going to be in use this afternoon, so we were able to get another short session in it, and used that time to practice using the UNS-1! This was especially helpful for the two of us in the class who have never used an FMS before.<br />
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However, after using it for a few minutes, it was interesting to see that a lot of the basic functions and selection methods used by modern GPS receivers were evident in this unit. It was clearly obvious where the Garmin 430, for example, built on some of the design concepts of the UNS-1 (and assumedly others of the era).<br />
<br />
As far as flying the sim, pretty much all we did was takeoff, enter an approach into the FMS, come around and land again. But it was still valuable experience, especially since it wasn't even on the schedule. More class tomorrow, then a welcome one-day break!Russhttp://www.blogger.com/profile/06271438246152236864noreply@blogger.com0tag:blogger.com,1999:blog-4982873379095996006.post-56832264338280928922019-01-10T21:05:00.000-05:002019-01-10T21:05:31.408-05:00Citation II type rating - Day 3 - the sim!<div class="separator" style="clear: both; text-align: left;">
I was wrong - in the Day 1 post I said we wouldn't get into the simulator for another week. But we did a little in it today! More about that in a minute.</div>
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Spent some time today on the "paper tiger". I have no idea why it's called that.</div>
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<div class="dDoNo gsrt" style="background-color: white; color: #222222; font-family: arial, sans-serif; font-size: xx-large !important; font-weight: lighter !important; line-height: normal; margin-bottom: 0px; text-align: left;">
<span data-dobid="hdw">pa·per ti·ger</span></div>
<div class="vmod" style="background-color: white; color: #222222;">
<div class="lr_dct_ent_ph" style="font-family: arial, sans-serif; font-size: large; text-align: left;">
<span class="lr_dct_ph XpoqFe">/ˈpāpər ˈtīɡər/</span><span class="lr_dct_spkr lr_dct_spkr_off" data-ved="2ahUKEwjr677bzeTfAhUPvKwKHaCYBJAQlfQBMAB6BAgDEAg" jsaction="dob.p" role="button" style="display: inline-block; height: 16px; margin: 0px 2px 4px 5px; opacity: 0.55; vertical-align: middle; width: 16px;" tabindex="0" title="Listen"><input height="14" src="data:image/png;base64,iVBORw0KGgoAAAANSUhEUgAAAA4AAAAOCAQAAAC1QeVaAAAAi0lEQVQokWNgQAYyQFzGsIJBnwED8DNcBpK+DM8YfjMUokqxMRxg+A9m8TJsBLLSEFKMDCuBAv/hCncxfGWQhUn2gaVAktkMXkBSHmh0OwNU8D9csoHhO4MikN7BcAGb5H+GYiDdCTQYq2QubkkkY/E6CLtXdiJ7BTMQMnAHXxFm6IICvhwY8AYQLgCw2U9d90B8BAAAAABJRU5ErkJggg==" style="font-family: arial, sans-serif; font-size: small;" type="image" width="14" /></span></div>
<div class="vmod">
<div class="lr_dct_sf_h" style="font-family: arial, sans-serif; font-size: small; padding-top: 10px; text-align: left;">
<i>noun</i></div>
<div aria-hidden="true" class="xpdxpnd vk_gy" data-mh="-1" style="color: rgb(135, 135, 135) !important; font-family: arial, sans-serif; font-size: small; max-height: 0px; overflow: hidden; transition: max-height 0.3s ease 0s;">
<b></b><b></b></div>
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<div class="lr_dct_sf_sen Uekwlc XpoqFe" style="font-weight: lighter !important; padding-top: 10px;">
<div style="margin-left: 20px;">
<div class="PNlCoe XpoqFe" style="margin-left: -20px; text-align: left;">
<div data-dobid="dfn" style="display: inline;">
a person or thing that appears threatening but is ineffectual.</div>
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</div>
</li>
</ol>
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<br /></div>
<div>
<span style="font-family: inherit;">It's just a simple mockup of the cockpit in the classroom. One thing that's nice about the training here is that the facility is open 24 hours a day. I could come in at 3 AM and practice if I wanted to!</span></div>
<div>
<span style="font-family: inherit;"><br /></span></div>
<div>
<span style="font-family: inherit;">But today I ran through some checklists sitting in front of this thing:</span></div>
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<a href="https://1.bp.blogspot.com/-EEF2GfCOEJQ/XDf05oBaYbI/AAAAAAAABbI/Pw118u9Qnfsga8VdUnXtnspqquEaVBMTQCLcBGAs/s1600/20190110_121001.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="539" data-original-width="719" height="298" src="https://1.bp.blogspot.com/-EEF2GfCOEJQ/XDf05oBaYbI/AAAAAAAABbI/Pw118u9Qnfsga8VdUnXtnspqquEaVBMTQCLcBGAs/s400/20190110_121001.jpg" width="400" /></a></div>
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It definitely helped a lot with figuring out where the various switches and controls are. On the checkride, I don't want to have to hunt for the "Surface De-Ice" switch or the "Windshield Bleed Air" knob. Plus it helped me develop some flows for use with the checklist and some muscle memory.<br />
<br />
But the instructor had a surprise for us later in the day. We were supposed to not be in the simulator for another few days, but he found out that it was going to be free at 2:30 and coordinated for us to have it at that time. Great!<br />
<br />
The intent for this simulator session was really pretty simple - get us in it, see how it works, practice some with the avionics, and fly a little. Very low stress; it was designed to be a relaxed flight. Since there are three of us in the class, we took turns. But that was valuable as we got to see the others work. Next week there will just be two of us at a time for our sim sessions.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://4.bp.blogspot.com/-TW7HEoBCv_Q/XDf05kpa7iI/AAAAAAAABbY/DJtH5Sn4MsQmVwh4n-_RFJCZkjPblCsBACEwYBhgL/s1600/20190110_160729.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="539" data-original-width="719" height="298" src="https://4.bp.blogspot.com/-TW7HEoBCv_Q/XDf05kpa7iI/AAAAAAAABbY/DJtH5Sn4MsQmVwh4n-_RFJCZkjPblCsBACEwYBhgL/s400/20190110_160729.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Obligatory "hero" shot...</td></tr>
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The sim is based on an older Citation II - all round gauges, no glass in sight. But since that's pretty much what I fly with every day, it felt like home.</div>
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<a href="https://4.bp.blogspot.com/-ilMF_6NvGmg/XDf4SRRSkCI/AAAAAAAABbw/bxnfdVcazoQSEY0BnoZ78mu09BDfekWXwCLcBGAs/s1600/20190110_143536%2B%25281%2529.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="588" data-original-width="784" height="300" src="https://4.bp.blogspot.com/-ilMF_6NvGmg/XDf4SRRSkCI/AAAAAAAABbw/bxnfdVcazoQSEY0BnoZ78mu09BDfekWXwCLcBGAs/s400/20190110_143536%2B%25281%2529.jpg" width="400" /></a></div>
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The visuals themselves are perfectly fine, especially since I generally won't have anything to look at anyway (inside of clouds), though the projection system itself is a bit wonky. You have to hold your head just right to get the best view, otherwise there are misalignments and large black areas. But that may just be because it's an older simulator.<br />
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<a href="https://1.bp.blogspot.com/-rYLvZIC5340/XDf5AZoqbiI/AAAAAAAABb4/TjZAF6OrIU8eSRHdfriMk4GG11j_tTX5ACLcBGAs/s1600/20190110_163600%2B%25281%2529.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="588" data-original-width="784" height="300" src="https://1.bp.blogspot.com/-rYLvZIC5340/XDf5AZoqbiI/AAAAAAAABb4/TjZAF6OrIU8eSRHdfriMk4GG11j_tTX5ACLcBGAs/s400/20190110_163600%2B%25281%2529.jpg" width="400" /></a></div>
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Even though it was just the first day, after a simple trip around the pattern the instructor decided to spice it up a little and threw some engine failures at us - I got one below V1 and one above V1 (V1 is the speed at which below that, you will abort on the runway. Above that, you will continue the takeoff and deal with the problem in the air).<br />
<br />
So, a fun day and a good intro to the sim. <u>Now</u> I think I'm correct when I say it will be another 5 days until I get back in it for the real work.Russhttp://www.blogger.com/profile/06271438246152236864noreply@blogger.com0tag:blogger.com,1999:blog-4982873379095996006.post-2101744284597649532019-01-09T20:08:00.000-05:002019-01-09T20:08:32.794-05:00Citation II type rating - Day 2<div class="separator" style="clear: both; text-align: left;">
After finishing my homework last night and getting mostly good sleep, it was on to day 2. Finally today we got into the engines! Sure, yesterday's discussion about electrical systems, emergency equipment and how the flight manual is arranged was necessary, but jet engines have always fascinated me and I was excited to get to this part of the syllabus.</div>
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<a href="https://4.bp.blogspot.com/-kEAYL_qIqlg/XDaYHTt2mLI/AAAAAAAABas/dfMNFrpkvvo6ZclEu-GTiD2g56X4jjPXwCLcBGAs/s1600/20190109_092458.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="576" data-original-width="716" height="321" src="https://4.bp.blogspot.com/-kEAYL_qIqlg/XDaYHTt2mLI/AAAAAAAABas/dfMNFrpkvvo6ZclEu-GTiD2g56X4jjPXwCLcBGAs/s400/20190109_092458.jpg" width="400" /></a></div>
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I can tell you now that each engine has 12 fuel nozzles, 1 exciter and 2 igniters. It makes 2500 pounds of thrust at sea level. It has a centrifugal compressor. Maximum turbine temperature is 700 degrees Celsius for 5 minutes, 680 continuous. Max N1 speed is 104%, N2 is 96%. I have these numbers and more all crammed in my brain right now. Hopefully they will stay there for at least another 12 days!<br />
<br />
Now, while I haven't flown them, jet engines I've worked with and around before. But other topics today, like the fire protection system were completely new to me. Not many fire protection systems on a Cherokee! Similar for the pressurization system and lots of talk about bleed air - where it comes from, where it goes to, and what it's for. And, naturally, anti-ice systems.<br />
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Typical training slide from today:<br />
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<a href="https://1.bp.blogspot.com/-TjoaXCmNvJY/XDaYHWuF7hI/AAAAAAAABaw/opfDu6wvhv0dErqzXgnbS-Sqavscg1YCACEwYBhgL/s1600/20190109_110920.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="625" data-original-width="1069" height="233" src="https://1.bp.blogspot.com/-TjoaXCmNvJY/XDaYHWuF7hI/AAAAAAAABaw/opfDu6wvhv0dErqzXgnbS-Sqavscg1YCACEwYBhgL/s400/20190109_110920.jpg" width="400" /></a></div>
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This is a lot to learn! But it's interesting and I think I'll keep going...Russhttp://www.blogger.com/profile/06271438246152236864noreply@blogger.com0tag:blogger.com,1999:blog-4982873379095996006.post-2616486106441556572019-01-08T21:21:00.002-05:002019-01-08T21:30:19.581-05:00Citation II type rating - Day 1Today I arrived at CAE Simuflite for their 2-week Citation II type rating course!<br />
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<a href="https://4.bp.blogspot.com/-CnJkV6eAU9Y/XDVZlAdlT5I/AAAAAAAABaE/dEGS14WgFJgh6RNfMfbGmDjrlZ8z6ucnQCLcBGAs/s1600/20190108_080953.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="938" data-original-width="1251" height="297" src="https://4.bp.blogspot.com/-CnJkV6eAU9Y/XDVZlAdlT5I/AAAAAAAABaE/dEGS14WgFJgh6RNfMfbGmDjrlZ8z6ucnQCLcBGAs/s400/20190108_080953.jpg" width="400" /></a></div>
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This is my first type rating. I have extremely limited turbine time, consisting of just two "right seat" flights, one in a CJ1+ and one in a Citation II. So I really have very little similar experience to go off of.<br />
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It should be interesting!<br />
<br />
I have leads on some contract pilot work flying Citation II's in the OKC area, so it seemed like now was a perfect time to take that next step. Additionally, I have some remaining GI Bill benefits that will cover much (but not all) of the cost. So with that in mind, why wait?<br />
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Mine is a very small class - 3 people total, one of whom is doing the SIC course and will not be with us for all the simulator sessions. So it was pretty easy to figure out who my sim partner would be. The instructor is an active Citation II pilot when he's not teaching, so he will hopefully be able to share a lot of good information.<br />
<br />
Today's ground school worked through some of the aircraft systems - landing gear, hydraulics, electrical, etc. It was pretty dry stuff.<br />
<br />
Fortunately a friend had gone through the course back in June, and loaned me all his training materials. So I've been studying for a month now and feel pretty ready, although like with most things, I don't really know what I need to know. Though I'm sure the homework (yes, homework!) will help.<br />
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But I'm ready for more - bring it on!<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://3.bp.blogspot.com/-0LHj3O7AUq8/XDVZm0MGbQI/AAAAAAAABaQ/PBWgrylIjOcHtPN7Wb2V_NIg8BDMsTAjQCEwYBhgL/s1600/20190108_091654.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="889" data-original-width="1185" height="300" src="https://3.bp.blogspot.com/-0LHj3O7AUq8/XDVZm0MGbQI/AAAAAAAABaQ/PBWgrylIjOcHtPN7Wb2V_NIg8BDMsTAjQCEwYBhgL/s400/20190108_091654.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Won't see the inside of this for another week - got to finish ground school first!</td></tr>
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<br />Russhttp://www.blogger.com/profile/06271438246152236864noreply@blogger.com2tag:blogger.com,1999:blog-4982873379095996006.post-53825669258478527022018-05-15T14:06:00.000-04:002019-02-03T19:52:58.776-05:00Goodbye /DME, Hello Equipment Requirements Notes!(This article is a companion post to episode 178 of the <a href="http://stuckmicavcast.com/instrument-flying/smac178-goodbye-dme-hello-equipment-requirements-notes/" target="_blank">Stuck Mic AvCast</a>)<br />
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Big news on the instrument approach charting front! In the near future you will not be seeing any more VOR/DME or LOC/DME or anything /DME procedures in the U.S. In fact, it's already started, but beginning with the 5/24/18 chart cycle, even more changes will take place. These changes could all be grouped under the heading "Equipment Requirements Notes".<br />
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Let's take it one thing at a time.<br />
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<h2>
/DME</h2>
<div>
<br />
For as long as I can remember, if you had a VOR/DME or LOC/DME procedure, the /DME in the name signified that you needed to have a DME receiver in order to identify the Final Approach Fix, as in this example. We may or may not need it elsewhere, but we knew we needed it to
identify the FAF, in this case, NUCIK, CNU 12.9 DME.</div>
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<span style="font-size: 13.5pt;"><o:p></o:p></span></div>
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<div>
FAA Order 8260.19H no longer provides for the "/DME" (or /anything else) in the procedure name, so these are being gradually removed. This means that the example VOR/DME RWY 17 above will eventually be simply the VOR RWY 17. But how will we know it requires DME, if it's not in the name? Simply, this removal of /DME from the name is part of a larger move to consolidate all the various equipment requirements notes into one location on the chart, as I'll discuss below.</div>
<div>
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<h2>
Other equipment notes</h2>
<div>
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<div>
We are also used to notes showing up in either the notes box or in the plan view.</div>
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<a href="https://3.bp.blogspot.com/-16zSZcXfUy8/WusSRl1v-MI/AAAAAAAABT0/3TJUkpFtRakyWVA1iPdt5YLHb4FtLBeJACLcBGAs/s1600/DMEpic6.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="258" data-original-width="646" height="252" src="https://3.bp.blogspot.com/-16zSZcXfUy8/WusSRl1v-MI/AAAAAAAABT0/3TJUkpFtRakyWVA1iPdt5YLHb4FtLBeJACLcBGAs/s640/DMEpic6.png" width="640" /></a></div>
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Sometimes this would lead to confusing situations, like this:</div>
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<tr><td style="text-align: center;"><a href="https://1.bp.blogspot.com/-1AtU8zf-EHs/WusTarLtNiI/AAAAAAAABUI/b_iVHMK3zZ4xqX2mE0OZ4KFoaHoaypaogCLcBGAs/s1600/DMEpic7.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="662" data-original-width="662" height="640" src="https://1.bp.blogspot.com/-1AtU8zf-EHs/WusTarLtNiI/AAAAAAAABUI/b_iVHMK3zZ4xqX2mE0OZ4KFoaHoaypaogCLcBGAs/s640/DMEpic7.png" width="640" /></a></td></tr>
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<div>
<br />
Wait, do I need to have ATC radar coverage, or DME, or both?</div>
<div>
<br /></div>
<div>
<div style="margin-bottom: .0001pt; margin: 0in;">
These notes have always been a bit confusing, as the positioning
of the notes affected its meaning. A note such as "DME Required" in
the notes box meant that DME was required on the missed approach. If that same
note was positioned in the planview, however, it meant that it applied to
procedure entry from an IAF. From the AIM 5-4-5a3(b):</div>
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<a href="https://3.bp.blogspot.com/-RTEIL1BpPoc/WusUuPzYNKI/AAAAAAAABUg/eC6cZd5zOJ4pscJta5rI70hy0YOkw91FgCLcBGAs/s1600/DMEpic9.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="284" data-original-width="480" height="236" src="https://3.bp.blogspot.com/-RTEIL1BpPoc/WusUuPzYNKI/AAAAAAAABUg/eC6cZd5zOJ4pscJta5rI70hy0YOkw91FgCLcBGAs/s400/DMEpic9.png" width="400" /></a></div>
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<div>
<div style="margin-bottom: .0001pt; margin: 0in;">
This placement criteria is more than a little confusing, however, so the best rule is to always review each
approach to determine how you will identify each fix, starting at the
appropriate IAF. We're getting out of practice on that with the prevalence of
GPS substitution, so it's extra important to take some time to chair-fly the
approach when we don't have an IFR GPS on board.<o:p></o:p></div>
<div style="margin-bottom: .0001pt; margin: 0in;">
<br /></div>
<div style="margin-bottom: .0001pt; margin: 0in;">
However, that is all changing (gradually).<br />
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<h2 style="margin-bottom: .0001pt; margin: 0in;">
Equipment Requirements Notes</h2>
</div>
<div>
<br /></div>
<div>
<div style="margin-bottom: .0001pt; margin: 0in;">
The FAA Order 8260.19H, which is the FAA document guiding the documentation
of procedures, adds a new box to the approach charts - the "Equipment
Requirements Notes" box. This box, located near the top of the chart, will
spell out what additional equipment is required to the fly the approach, but
more importantly, where that additional equipment is needed.<o:p></o:p></div>
<div style="margin-bottom: .0001pt; margin: 0in;">
<br /></div>
<div style="margin-bottom: .0001pt; margin: 0in;">
Some examples from the 19H are:</div>
<div style="margin: 0in 0in 0.0001pt;">
<o:p></o:p></div>
<div style="margin: 0in 0in 0.0001pt;">
<br /></div>
<div style="margin: 0in 0in 0.0001pt;">
"DME required for
procedure entry"<o:p></o:p></div>
<div style="margin: 0in 0in 0.0001pt;">
<br /></div>
<div style="margin: 0in 0in 0.0001pt;">
"DME required for LOC
only"<o:p></o:p></div>
<div style="margin: 0in 0in 0.0001pt;">
<br /></div>
<div style="margin: 0in 0in 0.0001pt;">
"DME or RADAR required to
define GIGGS"<o:p></o:p></div>
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<br /></div>
<div style="margin: 0in 0in 0.0001pt;">
Procedures with this new box are showing up starting in the 5/24/18 publication cycle. However, like any change of this nature, it will take years for the updates to make it through all the approach charts in the U.S. inventory.</div>
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<br /></div>
<div style="margin: 0in 0in 0.0001pt;">
Here are some actual examples of 5/24/18 charts with those new notes.</div>
<div style="margin: 0in 0in 0.0001pt;">
<br />
First, a VOR/DME that is now going to be a VOR approach with DME required:<br />
<br />
Old:<br />
<br />
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<a href="https://1.bp.blogspot.com/-zEOFIoZqzD8/WvH4vR-kZZI/AAAAAAAABVc/6QZlbml9CREf7pAe3d_doxofzUK_k_vawCLcBGAs/s1600/DMEpic11.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="138" data-original-width="650" height="132" src="https://1.bp.blogspot.com/-zEOFIoZqzD8/WvH4vR-kZZI/AAAAAAAABVc/6QZlbml9CREf7pAe3d_doxofzUK_k_vawCLcBGAs/s640/DMEpic11.png" width="640" /></a></div>
<br />
New:<br />
<br />
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<a href="https://4.bp.blogspot.com/-A6elLIu_y50/WvH4vm0DCYI/AAAAAAAABVg/QK2iuJspVOAWT9XbsrvwtoQcuEeSExIIgCLcBGAs/s1600/DMEpic12.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="151" data-original-width="609" height="155" src="https://4.bp.blogspot.com/-A6elLIu_y50/WvH4vm0DCYI/AAAAAAAABVg/QK2iuJspVOAWT9XbsrvwtoQcuEeSExIIgCLcBGAs/s640/DMEpic12.png" width="640" /></a></div>
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More examples:</div>
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<a href="https://4.bp.blogspot.com/-sSebL87lnCE/WvH5ZmCDB5I/AAAAAAAABVw/9E3A5-wtsDEVhG69vbsXKcvG2qUP5-06QCLcBGAs/s1600/DMEpic14.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="633" data-original-width="629" height="640" src="https://4.bp.blogspot.com/-sSebL87lnCE/WvH5ZmCDB5I/AAAAAAAABVw/9E3A5-wtsDEVhG69vbsXKcvG2qUP5-06QCLcBGAs/s640/DMEpic14.png" width="634" /></a></div>
<br />
On this one, there is no valid fix makeup for DACCA (no DME source, and the angle for the FKL VOR radial would be too obtuse), so RADAR is required. Once you get past DACCA, though, no special equipment or RADAR is required.<br />
<br />
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<a href="https://3.bp.blogspot.com/-aTkn7SHC7hI/WvH6Pvsy3XI/AAAAAAAABWA/nR35zQm-Hn00M7hT4zWRWPTUxER8Ro0fACLcBGAs/s1600/DMEpic15.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="642" data-original-width="630" height="640" src="https://3.bp.blogspot.com/-aTkn7SHC7hI/WvH6Pvsy3XI/AAAAAAAABWA/nR35zQm-Hn00M7hT4zWRWPTUxER8Ro0fACLcBGAs/s640/DMEpic15.png" width="628" /></a></div>
<br />
Here you need either an ADF to fly the procedure turn based on the VEELS LOM, or a DME receiver to fly the arcs. Once you're established on that 131 course, though, normal ILS, VOR and marker beacon receivers can get you all the way to the missed approach holding fix:<br />
<br />
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<a href="https://2.bp.blogspot.com/-XX_YQ-LEgJo/WvH6waQ2QgI/AAAAAAAABWI/bI_YMPfXRU8IexYtVbtAUERMewYfQGwXACLcBGAs/s1600/DMEpic16.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="638" data-original-width="631" height="640" src="https://2.bp.blogspot.com/-XX_YQ-LEgJo/WvH6waQ2QgI/AAAAAAAABWI/bI_YMPfXRU8IexYtVbtAUERMewYfQGwXACLcBGAs/s640/DMEpic16.png" width="632" /></a></div>
<br />
<br />
Of course, if you have an IFR-certified GPS receiver, you can usually use it to substitute for these equipment requirements (following the appropriate AIM and AC 90-108 guidance). But putting "or GPS" in every single one of these notes would be a bit redundant...<br />
<br />
<br /></div>
<h2 style="margin: 0in 0in 0.0001pt;">
PBN Equipment Notes</h2>
<div>
<br /></div>
<div>
So far I've discussed only conventional, non-RNAV approaches. But don't worry, RNAV approaches get similar changes as well, there just aren't as many different possibilities. However, the changes introduce some terms that will be new to many people.</div>
<div>
<br /></div>
<div>
Very simply, there is a broad concept called "Performance-Based Navigation", or "PBN". PBN systems not only have an accuracy requirement, but among other things also have an alerting requirement for when it calculates it's not able to provide that accuracy. </div>
<div>
<br /></div>
<div>
Think about a VOR - it has an accuracy requirement (30-day VOR checks), but if the accuracy right at the moment you're using it is degraded for any reason (signal problems, internal equipment errors, who knows), it has no way of determining it and telling you. A "NAV" flag on the VOR will indicate that the VOR transmitter itself is not working, but there's no way for the unit to check itself or the accuracy of the transmitter.</div>
<div>
<br /></div>
<div>
A PBN system, however, has to be able to tell you if the accuracy is degraded. The most popular type of PBN system in GA is, of course, an IFR-approved GPS receiver. But there are other systems - DME/DME/IRU being one of them. The new PBN requirements introduce levels of performance specifications that the aircraft equipment must meet to fly various procedures.<br />
<br />
Different types of procedures require different levels of performance. The Required Navigation Performance specification is abbreviated "RNP". Rather than go into too much more discussion here, the AIM paragraph 1-2-2 has the details.<br />
<br />
While PBN and RNP concepts can be very confusing, allow me to simplify - most light GA aircraft with a IFR-approach approved GPS receiver meet the "RNP APCH" NavSpec.</div>
<div>
<br /></div>
<div>
The term RNP has actually been around longer than we realize. We're all familiar with the DME/DME RNP-0.3 NA note, it has been on every RNAV (GPS) approach chart for a long time:</div>
<div>
<br /></div>
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<a href="https://3.bp.blogspot.com/-9M-V8CdTzYU/Wuy3-c_moNI/AAAAAAAABVA/CEBB5i0alwUmESQ1BMxDm47TeBHaTOYUACLcBGAs/s1600/DMEpic10.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="116" data-original-width="507" height="91" src="https://3.bp.blogspot.com/-9M-V8CdTzYU/Wuy3-c_moNI/AAAAAAAABVA/CEBB5i0alwUmESQ1BMxDm47TeBHaTOYUACLcBGAs/s400/DMEpic10.png" width="400" /></a></div>
<div>
<br /></div>
<div>
Most of us have been glossing over it during an approach briefing because it doesn't mean anything to the majority of light-airplane GA pilots whose airplanes have never had a DME/DME RNAV system. This note is going away. </div>
<div>
<br /></div>
<div>
What will be replacing it is a note saying "RNP APCH":<br />
<br />
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<a href="https://3.bp.blogspot.com/-hLqoS1qSMco/WvH-BL4p0LI/AAAAAAAABWg/OFEsvhfXE084EayBlS90XokmDvtTWC-UACLcBGAs/s1600/DMEpic17.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="479" data-original-width="635" height="482" src="https://3.bp.blogspot.com/-hLqoS1qSMco/WvH-BL4p0LI/AAAAAAAABWg/OFEsvhfXE084EayBlS90XokmDvtTWC-UACLcBGAs/s640/DMEpic17.png" width="640" /></a></div>
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<div style="margin: 0in 0in 0.0001pt;">
This makes effectively no difference to the vast majority of GA pilots because as mentioned above, most popular IFR GPS installations in light GA aircraft meet the requirements for "RNP APCH". But seeing it on the chart could confuse some to think it's talking about RNAV (RNP) approaches, which are still only for airplanes that have a higher level of equipment and for aircrews that have received special training.<br />
<br />
These will still be named RNAV (RNP) in the title, but will have the equipment note "RNP AR APCH" (AR for Authorization Required), as in the example below. (Note that this example has the additional requirement that the equipment has to be capable of flying Radius-to-Fix legs (RF required), since all routes into the procedure require such a leg type.) </div>
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<a href="https://3.bp.blogspot.com/-fCMpj_wAvzo/WvMz7Lcmr_I/AAAAAAAABXE/ZPCLmSFWYqg6Z6yot4uAq7NLXElWGn5FACLcBGAs/s1600/DMEpic18.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="676" data-original-width="636" height="640" src="https://3.bp.blogspot.com/-fCMpj_wAvzo/WvMz7Lcmr_I/AAAAAAAABXE/ZPCLmSFWYqg6Z6yot4uAq7NLXElWGn5FACLcBGAs/s640/DMEpic18.png" width="602" /></a></div>
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<br />
<h2>
Conclusion</h2>
<div>
Hopefully, these new notes and placement will make the charts a bit easier to understand, although there is always a learning curve with anything like this.</div>
<div>
<br /></div>
<div>
Garmin has published a list of their equipment and RNP levels each one meets:</div>
<div>
<a href="https://fly.garmin.com/fly-garmin/support/icao-flight-plans">https://fly.garmin.com/fly-garmin/support/icao-flight-plans</a></div>
<div>
(Near the bottom, titled <i style="background-color: white; color: #222222; font-family: "Helvetica Neue", Helvetica, Arial, sans-serif; font-size: 13px;"><strong>Garmin Flight Plan Information Excel file</strong></i>)</div>
<div>
<br /></div>
<div>
I could not find such a document from the other GA IFR GPS manufacturers, but will link to it if someone can point it out to me.</div>
<div>
<br /></div>
<div>
All of the above chart samples were obtained at the FAA's website, where you can download the actual charts 19 days before each pub day. Also, you can get advanced notice and draft versions of upcoming approaches, obstacle departures, SIDs and STARs from their IFP Information Gateway.</div>
<div>
<br /></div>
<div>
Actual charts obtained from: </div>
<div>
<a href="https://www.faa.gov/air_traffic/flight_info/aeronav/digital_products/dtpp/search/">https://www.faa.gov/air_traffic/flight_info/aeronav/digital_products/dtpp/search/</a></div>
<div>
<br /></div>
<div>
IFP Information Gateway: </div>
<div>
<a href="https://www.faa.gov/air_traffic/flight_info/aeronav/procedures/">https://www.faa.gov/air_traffic/flight_info/aeronav/procedures/</a></div>
</div>
</div>
Russhttp://www.blogger.com/profile/06271438246152236864noreply@blogger.com2tag:blogger.com,1999:blog-4982873379095996006.post-27879493364800266352017-02-10T17:59:00.000-05:002017-02-10T17:59:00.167-05:00I can't get my holding pattern timing to work!As I was preparing for a lesson with an instrument student on holding patterns the other day, I got to thinking - why does the timing seldom seem to work out with several recent students? How bad could my teaching be?<br />
<br />
As a refresher, for most non-RNAV holding patterns, you want the inbound leg to be 1 minute long.<br />
<br />
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<a href="https://4.bp.blogspot.com/-M-aYPtQkiw0/WJ4N1Rp6TQI/AAAAAAAABFI/X-yvN66GurAV52x5V2YOjELROWjNuW6OACLcB/s1600/Holding9.png" imageanchor="1"><img border="0" src="https://4.bp.blogspot.com/-M-aYPtQkiw0/WJ4N1Rp6TQI/AAAAAAAABFI/X-yvN66GurAV52x5V2YOjELROWjNuW6OACLcB/s1600/Holding9.png" /></a></div>
<br />
<br />
To make it 1 minute, you adjust the outbound leg timing to be more or less than a minute depending on the wind. You know, you see it in all the training references, and they give examples like "if your inbound time is 50 seconds, then make your outbound leg 1 minute and 10 seconds" or similar examples where the time difference is reasonably small.<br />
<br />
And it usually works out that way.<br />
<br />
But I distinctly remember noticing with my last instrument student that it didn't seem to work out very well, and I couldn't explain why! He'd time the inbound leg, adjust the outbound leg, and still be quite off. It wasn't his airspeed control, that was just fine.<br />
<br />
So I started digging into it and ran a few mathematical simulations, because that's the kind of thing I do.<br />
<br />
Turns out, the "add or subtract the difference in time" only really works in light wind. Now, none of us expect that in 50 kt gale force wind any of this would work, but what I found is that the simple method really starts to break down at some fairly routine wind speeds, at least my part of the country (Oklahoma).<br />
<br />
Remember turns around a point from Private Pilot training, and how you keep correcting for the wind to maintain that constant radius from the point? If there was no wind, you would maintain a constant bank angle and end up right where you started. Your ground track would draw a perfect circle.<br />
<br />
However, what would happen if you had a headwind and maintained a constant bank angle? Your ground track would look roughly like this, the only thing that would change is the amount of elongation depending on the wind speed.<br />
<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://3.bp.blogspot.com/-RZmTS609nzA/WJ3a4lcg2bI/AAAAAAAABCM/ytMGxwxOsmgpnD8c0wQ7cQRXyMeomKiZQCLcB/s1600/Holding1.png" imageanchor="1"><img border="0" height="328" src="https://3.bp.blogspot.com/-RZmTS609nzA/WJ3a4lcg2bI/AAAAAAAABCM/ytMGxwxOsmgpnD8c0wQ7cQRXyMeomKiZQCLcB/s400/Holding1.png" width="400" /></a></div>
<br />
Can we calculate the distance between the beginning of the turn and the end of the turn? Of course we can, and it's especially easy when we're talking about instrument flight and using a standard rate turn of 3 degrees per second, or a "2-minute turn". Since the 360 degrees of turn will take two minutes, the downwind displacement in that amount of time is simply the distance that the wind will move in that amount of time.<br />
<br />
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<a href="https://1.bp.blogspot.com/-Ou7ZlASL5pM/WJ3bYNvGuSI/AAAAAAAABCQ/NM9Qn7qidpYH1J58RE6dyv3XtzWZxW91QCLcB/s1600/Holding2.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="64" src="https://1.bp.blogspot.com/-Ou7ZlASL5pM/WJ3bYNvGuSI/AAAAAAAABCQ/NM9Qn7qidpYH1J58RE6dyv3XtzWZxW91QCLcB/s320/Holding2.png" width="320" /></a></div>
<br />
<br />
For example, if the wind is 10 knots, then the distance between start and end points is 0.33 nm.<br />
<br />
At the midpoint of the turn we are half that distance "downwind" from the start point.<br />
<br />
Of course, in Private Pilot training we adjust our bank angle to keep that ground track looking like a nice circle. But we don't have that luxury in instrument flying (there being no ground references), so the same principles greatly affect our holding patterns.<br />
<br />
And that's what was causing my student's (and my) confusion.<br />
<br />
Here in Oklahoma, as with much of the central U.S., most of our holding is done somewhere around 3000 MSL (as in the example above). As I write this, the winds aloft at 3000 at 230 at 45 knots! Now, it is certainly a windy day today, but it is very commonplace here for the wind at 3000 to be about 20-30 knots. And this makes getting quality practice on holding patterns very tricky.<br />
<br />
Let's assume a not-unusual wind from the north at 30 knots and a holding speed of 90 knots, also typical for airplanes used in instrument training, like a Cessna 172 or many of the Piper PA-28s. Our mind's conception of a holding pattern looks basically like this:<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://1.bp.blogspot.com/-dWLGjtCsJao/WJ3eOZAfR2I/AAAAAAAABCw/CrOWt0PbxxE-fmAtFlq75omvClj4ztg7gCLcB/s1600/Holding3.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="320" src="https://1.bp.blogspot.com/-dWLGjtCsJao/WJ3eOZAfR2I/AAAAAAAABCw/CrOWt0PbxxE-fmAtFlq75omvClj4ztg7gCLcB/s320/Holding3.png" width="154" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Yes, this is actually TO SCALE! That might be a first for this blog.</td></tr>
</tbody></table>
That's great for no wind. We know any wind is going to distort it some. But how much?<br />
<br />
With a 30-knot headwind, our outbound turn adopts a shape more like this (in red):<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://4.bp.blogspot.com/-k0UiffOKBM8/WJ3nlyxtVWI/AAAAAAAABDU/i0Sczg9-JQA7FCMNSYyZuoDtXCD-NGssQCLcB/s1600/Holding4.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="345" src="https://4.bp.blogspot.com/-k0UiffOKBM8/WJ3nlyxtVWI/AAAAAAAABDU/i0Sczg9-JQA7FCMNSYyZuoDtXCD-NGssQCLcB/s400/Holding4.png" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Keeping the nominal holding pattern on there for reference. Everything is approximately to scale.</td></tr>
</tbody></table>
<br />
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</div>
The end of the outbound turn is clearly quite some distance down the outbound leg - since this turn took 1 minute (standard rate) and the wind speed was 30 knots, that means the rollout point is 0.5 nm past the abeam point. Also, since we start timing the outbound leg when we are abeam the holding fix, this rollout point is somewhere about 17 seconds into the nominal 1-minute outbound leg (the wind is on our tail for this portion of the maneuver, and it's almost a complete tailwind, meaning our average ground speed is close to but not quite 120 knots which would cover the 0.5 nm in 15 seconds).<br />
<br />
So we fly outbound for 43 more seconds (at a ground speed of 120 knots), traveling another 1.4 nm downwind, and begin our turn back to the inbound course. Of course, now we're turning into a headwind, so our ground track is a mirror image of what it was before, and our ground speed is slowing. We now have to claw back about 2.4 nm at a ground speed of only 60 knots, which will take about 2 min and 24 seconds!<br />
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<a href="https://2.bp.blogspot.com/-HxK_HQDdcqM/WJ3riAFAS8I/AAAAAAAABDo/NHTBlcIRfnQ2I5Y7t5OQB9vYMgP5LGI7ACLcB/s1600/Holding5.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="383" src="https://2.bp.blogspot.com/-HxK_HQDdcqM/WJ3riAFAS8I/AAAAAAAABDo/NHTBlcIRfnQ2I5Y7t5OQB9vYMgP5LGI7ACLcB/s400/Holding5.png" width="400" /></a></div>
<br />
Huh. Well, we want to get a nice 1 minute inbound leg, so we have to take some time off the outbound leg. But, the normal guidance is you subtract the amount of time from the outbound leg that you were over on the inbound leg - which in this case, is 2:24 - 1:00 = 1:24. Subtract 1:24 from our 1:00 outbound leg? That's a problem. My stopwatch doesn't work on "negative time".<br />
<br />
About the best we can do is never stop turning - literally, make a aerial "circle" once we cross the fix the first time. What happens when we do this?<br />
<br />
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<a href="https://4.bp.blogspot.com/-9cG-jjEMQKs/WJ3tkP7zFUI/AAAAAAAABD8/-oJ4SWH3BlQakbCmzuaayBiNwyoqGxjVACLcB/s1600/Holding6.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="356" src="https://4.bp.blogspot.com/-9cG-jjEMQKs/WJ3tkP7zFUI/AAAAAAAABD8/-oJ4SWH3BlQakbCmzuaayBiNwyoqGxjVACLcB/s400/Holding6.png" width="400" /></a></div>
Our ground track looks exactly like the first image in this article!<br />
<br />
It turns out that we now are left with the "perfect" case, where we roll out on the inbound course 1 nm from the fix, which at 60 knots ground speed will take right at 1 minute.<br />
<br />
So, somewhere between a light breeze and 30 knots of wind, the rule-of-thumb for adjusting timing fails us. That's why it's a "rule of thumb" of course - an attempt to perform easy calculations that work most of the time. Unfortunately, as I have found, it's pretty far off at just 20 knots of wind as well, which is a normal day here in the plains states.<br />
<br />
Interestingly, I was recently up with an instrument student on a day when the wind aloft was 40 knots. Pretty smooth actually, but a lot of wind. He was in the holding portion of the syllabus but I knew we weren't going to get much useful practice in that wind. However, for an even worse example of the situation discussed above, we flew a holding pattern directly into the wind. I had him do as stated above and just keep a standard rate turn going through all 360 degrees after hitting the fix. Sure enough, we rolled out on the inbound course and it took about 1:30 to get back to the fix!<br />
<br />
It seems that once the wind speed at your holding altitude gets to 1/3 of your holding true airspeed, you would need to do the continuous turn. Any wind speed greater than that will cause you to not be able to obtain a 1-minute inbound leg using standard holding methods.<br />
<br />
But the headwind is actually the easier case! At least you have time to adjust and get established on the inbound course.<br />
<br />
<b>What about a tailwind?</b><br />
<b><br /></b>
About this time you probably regret starting instrument training...<br />
<br />
This is about what it looks like if you time a 1-minute outbound leg.<br />
<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://4.bp.blogspot.com/-ZLTuy5EuvAQ/WJ32BVUnpnI/AAAAAAAABEY/dj60KgAeVZYxTT8LPtEKe5B3lw6aY39TgCLcB/s1600/Holding7.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="293" src="https://4.bp.blogspot.com/-ZLTuy5EuvAQ/WJ32BVUnpnI/AAAAAAAABEY/dj60KgAeVZYxTT8LPtEKe5B3lw6aY39TgCLcB/s400/Holding7.png" width="400" /></a></div>
15 second inbound leg, that's not much time to get established on the course! That's basically entirely within the "cone of confusion" at these speeds.<br />
<br />
For this one, I'll skip ahead to the answer.<br />
<br />
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To make a 1-minute inbound leg using this tailwind, we will need to head outbound for 2:30 before turning in. That's a lot longer than the rule-of-thumb would give you!<br />
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<b>Disclaimer</b><br />
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Yes, I know. We fly real airplanes in real conditions and nothing works out perfectly like the math says - there are a million additional variables involved. But I did find it interesting to see how some of these scenarios would work even if everything was "ideal". And finding out that the headwind scenario doesn't work at all when the wind is greater than 1/3 of your TAS was pretty interesting!<br />
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<strike><b>What if the wind was a crosswind?</b></strike><br />
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I think that will have to wait for another day!Russhttp://www.blogger.com/profile/06271438246152236864noreply@blogger.com0tag:blogger.com,1999:blog-4982873379095996006.post-21934367335750501722016-05-15T15:45:00.000-04:002016-05-15T15:48:04.561-04:00Dead Reckoning legs on Instrument Approach ProceduresI was looking for some unusual approach types to discuss with my current instrument student and came across the "dead reckoning" situation. You don't see this a whole lot, but if you face it while flying it could definitely be a little confusing.<br />
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What I'm talking about is an example like this, the Springfield, IL (KSPI) VOR/DME RWY 31:<br />
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Look at that leg starting at LATHA. It has the text "3100 NoPT to PUWGO 246 (7.9) and 296 (4.5)". It doesn't show a radial to fly off of LATHA, it just gives a heading. So what gives?</div>
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Instrument approach charts don't exist in a vacuum. Often to understand them, we must also refer to the appropriate enroute chart:</div>
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Notice that LATHA is sitting on V50 between AXC and SPI VORs, on the AXC R-276. To fly this approach, however, you are expected to fly heading 246 degrees from LATHA. This takes you OFF of the radial, and in fact you have no course guidance at all for this leg!</div>
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That's why it's called a "dead reckoning" leg. It's just a heading to fly. In this case, you will fly the heading 246 from LATHA until intercepting the SPI R-296 inbound on the approach. This should take about 7.9 nm according to the charted distance. Then you will fly another 4.5 nm on that R-296 until reaching PUWGO. The distances are approximate, of course, as wind drift will affect your actual track, but are there to give some idea of how long it should take for the intercept.<br />
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Notice there is a fix called (CFBVH) - with parentheses - at the intersection of the heading and the final approach course. This is known as a Computer Navigation Fix and is there solely for reference by GPS receivers and FMSes, helping them to align you on the proper course.<br />
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Now, you can imagine that with a 7.9 nm leg that has no course guidance, you could be pretty far off course if you have a strong crosswind - and you'd be right. Fortunately that is accounted for in the procedure design and the protected areas are HUGE, and get larger the farther away you get from the starting point.<br />
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You tend to find these more often on ILS procedures, as the localizer signal doesn't always point in a convenient direction. Two more examples are at Champaign-Urbana, IL (CMI) ILS or LOC RWY 32R (see the leg from NEWMY),<br />
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and the Salina, KS (KSLN) ILS or LOC RWY 35 (legs from both ANTON <u>and</u> GUTER).<br />
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There are many more examples, of course, but with ATC radar vectors, we fortunately don't have to fly them very often. Do you have any favorites? Let me know!Russhttp://www.blogger.com/profile/06271438246152236864noreply@blogger.com4tag:blogger.com,1999:blog-4982873379095996006.post-71344401172869387082016-03-01T08:21:00.000-05:002016-03-01T08:21:18.978-05:00Procedure turns - when can you descend?This blog is a tie-in with the <a href="http://stuckmicavcast.com/podcast/smac115-hold-in-lieu-of-procedure-turn/" target="_blank">Stuck Mic AvCast episode 115, available here!</a><br />
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On the podcast we talked about the procedure turn (PT) and hold-in-lieu-of-procedure-turn (HILPT), and specifically, WHEN can you descend when executing the maneuver?<br />
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This type of question comes up often in instrument rating checkrides, job interviews, and of course in real flying and it's important to know the proper point to begin your descent in all phases of flight. So let's get right to specifics!<br />
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The first procedure discussed was the Pocatello, Idaho VOR RWY 3:<br />
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This procedure has a fairly standard layout, with one exception which we will get to in a bit. But first, some definitions!<br />
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Let's say we are starting from somewhere east of the field, cleared direct to the PIH VOR, maintain 8000, and cleared for the approach. When can we descend? There is a "7200" minimum altitude depicted on the left of the profile view, so at some point we know we can descend to that altitude - but where to start?<br />
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From the FAA's Instrument Procedures Handbook, Chapter 4:<br />
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<i>"The altitude prescribed for the procedure turn is a minimum altitude until the aircraft is established on the inbound course."</i><br />
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Also,<br />
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<i>"Descent to the PT completion altitude from the PT fix altitude (when one has been published or assigned by ATC) must not begin until crossing over the PT fix or abeam and proceeding outbound."</i><br />
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The result of this is that we remain at 8000 (since that's what was assigned by ATC) until crossing the PIH VOR/DME. As we turn to that outbound course of 235, we can then begin descending to our procedure turn completion altitude of 7200. We do not have to wait until we're turned around inbound - in fact on some procedures, depending on the amount of altitude we need to lose, that might cause problems in itself! The descent gradients established within a procedure turn are based on the expectation that we will begin descending when crossing the PT fix - the longer we wait, the steeper and steeper we will have to descend to make the FAF altitude (or MDA if there is no FAF).<br />
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Once we are turned around and established on the inbound course, THEN we can continue our descent to the FAF altitude - 5600 in this case. From there on in, the procedure is flown like any other.<br />
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I skipped over something for a bit - that "PT Fix altitude" of 7800 in this case. Not all procedures with a PT have these. This is an established minimum altitude we must maintain until crossing the fix outbound. In our example, ATC cleared us to the fix at 8000 - so we're above the PT Fix Altitude and there is no problem. But maybe we're flying along an airway, say V21 southwest-bound:<br />
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Note the MEA along V21 is only 7000. If we don't plan ahead and are flying right at the MEA, we may find ourselves having to CLIMB to 7800 to meet the PT Fix Altitude! If there is no PT Fix Altitude (as is usually the case), then the PT Completion Altitude is the minimum for entry as well (of course - you wouldn't climb in a PT).</div>
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The method of indicating the PT Fix Altitude above is the current charting standard. However, you will still see approaches that have the altitude shown as in this example from Livingston, MT (LVM):</div>
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The next example we discussed on the show was the Twin Falls, ID (TWF) ILS OR LOC RWY 26:</div>
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This procedure incorporates a holding pattern in lieu of a procedure turn, often called a hold-in-lieu or a HILPT. Just like a procedure turn, the holding pattern is established as a means of turning ourselves around. The only expectation is that we perform the holding pattern entry (using any method, such as the three "standard" holding pattern entries). Then, when we are established on the inbound course we continue on with the procedure. ATC does NOT expect us to perform multiple circuits of the holding pattern, and if we need to do so (in order to get established or maybe to lose altitude) we are required to inform ATC prior to doing so. Again, from the Instrument Procedures Handbook, chapter 4:<br />
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<i>"If pilots elect to make additional circuits to lose excessive altitude or to become better established on course, it is their responsibility to so advise ATC upon receipt of their approach clearance."</i><br />
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This procedure has a slight bit of an unusual twist, in that once we are established on the inbound course of 258, we can descend an extra 100 feet, down to 5900 for glideslope intercept.<br />
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The last procedure we discussed on the show was the Asheville, NC (AVL) ILS OR LOC RWY 35:<br />
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Here's the question - if we are inbound from the SUG VORTAC on the established feeder, where can we descend and to what altitude? The answer is that if we are cleared for the approach from over the SUG VORTAC, we can descend to 6200 while flying that feeder route to the BRA NDB. Once crossing the NDB (which is the HILPT Fix) we can further descend to 5200 while outbound on the holding pattern entry (which, using one of the three standard entries would be a parallel entry). We would stay at 5200 as we turned inbound and all the way back to the NDB. Once crossing the NDB we would begin our descent to 4000 for glideslope intercept.</div>
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Those were the three procedures we talked about on the show, but there are a couple more examples of unusual situations that I want to mention.<br />
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Some PTs even have a MAXIMUM altitude established at the PT Fix, like Twin Falls, ID (TWF) again, this time the VOR RWY 26:<br />
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Notice that we must cross the TWF VORTAC to begin our PT at no higher than 10,000! Maximum altitudes are rarely used on procedures but here one is. Often they are at the request of ATC, but when it comes to PTs they can also be used to limit the size of the evaluated area. For a given Indicated Airspeed, True Airspeed increases with altitude, and therefore turn radius does as well, so PTs above 10,000 have a larger area for obstacle evaluation than those at lower altitudes.</div>
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This procedure also has a stepdown fix along the inbound course at 3 DME (XULXU). Just like with any stepdown fix in final, if you can't identify it you have to use the higher set of minimums. In this case, if you find that once you get established inbound you're already inside 3 DME, then you can begin further descent right away. </div>
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One last example, the Kremmling, CO (20V) VOR/DME-A (notice how all of the fun examples are in mountainous states?):</div>
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This one actually has a 15NM PT distance limitation, to give pilots more distance to deal with the high altitudes and descents involved. There are some 16,000 and 17,000 foot MEAs on nearby airways, so descent planning becomes a very real consideration!<br />
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Notice the PT Completion Altitude of 13,000 is also the first stepdown fix altitude at HADLA, 10 DME. Further descent is allowed to 11,800 at 4 DME, then crossing the VOR is the FAF at 10600. When is the best time to figure this all out? Obviously on the ground during flight planning!<br />
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I think that's enough about PTs for now. Thanks for reading (and listening to the show), and let me know if you have any comments or questions!<br />
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<br />Russhttp://www.blogger.com/profile/06271438246152236864noreply@blogger.com4tag:blogger.com,1999:blog-4982873379095996006.post-81052415629944705532016-01-25T22:14:00.002-05:002016-01-25T22:14:57.875-05:002015 Cirrus SR22T ReviewI know it has been a long time between blogs recently. Been busy flying!<br />
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I saw an advertisement in the <u>NAFI Mentor</u> magazine for CFIs to take demonstration flights in Cirrus aircraft. Obviously this is intended to introduce CFIs to the capabilities of Cirrus aircraft so that we can make informed recommendations to clients. I figured, why not?<br />
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Well, a few days ago I had the pleasure of taking a beautiful 2015 Cirrus SR22T GTS Xi up on a demo flight with Jeff Sandusky, Regional Sales Director for Cirrus Aircraft. Based at Wiley Post Airport in Oklahoma City, this is a special airplane. Not only because it is the top of the line Cirrus model, it is also the 6000th aircraft Cirrus has produced, and therefore has some definite "appearance" upgrades (seats, trim, etc.). This aircraft has the G1000 panel with 12" screens, synthetic vision, infrared enhanced vision, air conditioning, built-in oxygen, ADS-B in/out traffic and weather, FIKI, dual AHRS, Envelope Protection, XM music and about a million other features. I was pretty excited to step on in and take it up!<br />
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<tr><td class="tr-caption" style="text-align: center;">My chariot for the morning!</td></tr>
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Given that it was a breezy 32 or so degrees outside, Jeff gave me a brief (but still thorough) look at some of the exterior features of this airplane. I was especially interested in the stall protection designed into the wing, in a few distinct locations.</div>
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The wing root has a large vortex generator that controls airflow over the root of the wing. The first stall strip ensures that the stall starts there, inboard, and not further out.</div>
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<tr><td class="tr-caption" style="text-align: center;">I wonder how many people have accidentally stepped on that vortex generator? It's really perfectly positioned to be a step.</td></tr>
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At about mid-wing there is a noticeable break in the leading edge that causes the outboard portion of the wing to have a lower angle of incidence than the inboard portion, so aileron control is maintained while the inboard portion is stalled. I got to test out the stall characteristics later in the flight.</div>
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<tr><td class="tr-caption" style="text-align: center;">Cirrus wings look funny, but it's all about stall control.</td></tr>
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With all the custom appearance options, the interior was very nice. The seat was noticeably firm at first, but after some initial commenting, I did not notice or think about it for the rest of the flight. The 4-point harness made me feel secure, though it did have a tendency (as these do) to ride up if not adjusted tight enough. Maybe that's just a signal to tighten it? This harness was equipped with airbags in each shoulder strap.</div>
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<tr><td style="text-align: center;"><a href="http://3.bp.blogspot.com/-r16QfbDI0AA/VqLY9CQiHLI/AAAAAAAAAw8/3aMkPWIzNkQ/s1600/WP_20160122_008.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="225" src="http://3.bp.blogspot.com/-r16QfbDI0AA/VqLY9CQiHLI/AAAAAAAAAw8/3aMkPWIzNkQ/s400/WP_20160122_008.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Nice high quality leather and styling touches awaited me.</td></tr>
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The back seat was the "60/40 Flex Seating" split seat designed for three passengers. Clearly for three to fit, these must be smaller passengers, children, or very friendly with each other. </div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://1.bp.blogspot.com/-FwKjl_FNdvY/VqLZfiqGb1I/AAAAAAAAAxI/mZSEGZxPBqk/s1600/WP_20160122_009.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="225" src="http://1.bp.blogspot.com/-FwKjl_FNdvY/VqLZfiqGb1I/AAAAAAAAAxI/mZSEGZxPBqk/s400/WP_20160122_009.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">I cannot report on the comfort of the back seat!</td></tr>
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As someone who flies "club" airplanes a lot, I really liked the ability of the G1000 to store up to 25 user profiles for screen setup and configuration. </div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://2.bp.blogspot.com/-febhhrwuiTk/VqLad0N2G2I/AAAAAAAAAxU/XpEYYh3ius0/s1600/WP_20160122_010.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="225" src="http://2.bp.blogspot.com/-febhhrwuiTk/VqLad0N2G2I/AAAAAAAAAxU/XpEYYh3ius0/s400/WP_20160122_010.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Want a different configuration for IFR and VFR? Local and longer flights? No problem!</td></tr>
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I quickly figured out that this handle was not a door handle or something to pull on to help adjust my seat! This is, of course, the Cirrus Aircraft Parachute System handle overhead. The parachute has a minimum deployment altitude of 600 AGL. Above that, standard Cirrus training is for the parachute to be pulled immediately in the event of any serious malfunction up to 2000 AGL. Above 2000 AGL, Cirrus trains pilots to go ahead and troubleshoot before pulling the parachute.</div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://2.bp.blogspot.com/-skwOyjMXvME/VqLayy0aS6I/AAAAAAAAAxg/tM_D0zPhAxw/s1600/WP_20160122_011.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="225" src="http://2.bp.blogspot.com/-skwOyjMXvME/VqLayy0aS6I/AAAAAAAAAxg/tM_D0zPhAxw/s400/WP_20160122_011.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Fortunately we didn't have to pull this, although that would have certainly made for a very interesting article!</td></tr>
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What is this? An actual keyboard in a light single! No more twisting knobs to enter waypoints or frequencies. Most of the other radio and autopilot functions are replicated on this center console as well. Note the blue "LVL" button in the middle. More about that later. The keyboard would take some getting used to, as it's not a QWERTY layout. But it's still faster than turning knobs to enter airports or intersections.</div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://2.bp.blogspot.com/-OtMYbZsWi5E/VqLcVsMrOoI/AAAAAAAAAxs/BUGTejbf_WA/s1600/WP_20160122_013.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="400" src="http://2.bp.blogspot.com/-OtMYbZsWi5E/VqLcVsMrOoI/AAAAAAAAAxs/BUGTejbf_WA/s400/WP_20160122_013.jpg" width="225" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Almost all of the controls you need within easy reach of your right hand.</td></tr>
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Ah, standby instruments! Situated right above the pilot's knees. In this model, they are all digital. The altimeter setting can be slaved to the primary display, so you only need to set it once. Nice.</div>
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<tr><td style="text-align: center;"><a href="http://3.bp.blogspot.com/-d5cy5G6Tj5g/VqLeR49r4NI/AAAAAAAAAx4/ozTMzm3jATA/s1600/WP_20160122_014.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="225" src="http://3.bp.blogspot.com/-d5cy5G6Tj5g/VqLeR49r4NI/AAAAAAAAAx4/ozTMzm3jATA/s400/WP_20160122_014.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Previous versions had analog instruments, but these were all digital.</td></tr>
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Okay, enough about the systems. You know that I was really ready to fly this thing! Due to a solid cloud layer from about 2800 MSL (1500 AGL) to 4000 MSL or so, we had filed IFR. The temperature was right around freezing so there was the chance of some ice - however with the TKS weeping-wing system this Cirrus is approved for Flight Into Known Icing. We quickly popped above the layer and tried to negotiate a block altitude and area for maneuvering from Oklahoma City Approach - but they weren't having any of that (unusual, I've requested and received this many times before). So we headed north 30 miles or so until we entered Kansas City Center's airspace and made the same request - no problem!</div>
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At this point Jeff ran me through a pretty thorough demo flight - explaining the capabilities, letting me experience the handling and systems, and stressing the myriad safety features on the airplane. </div>
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First, cruise. At 10,000 feet, 30.3 inches of MP equaled 87% power (easy to set with the single-lever power control). This gave us 18.7 gph and a TAS of 183 kts, which is right at book value. As this is the turbo model, TAS gets faster up into the Flight Levels where 210+ KTAS is achievable. Obviously this is a high cruise power setting and 75% or 65% power settings will result in slower airspeeds but commensurately lower fuel burns.</div>
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<a href="http://4.bp.blogspot.com/-yl7jtnfBIG8/VqLeu8JgPQI/AAAAAAAAAyE/wHDrJj1c3gE/s1600/WP_20160122_023.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="225" src="http://4.bp.blogspot.com/-yl7jtnfBIG8/VqLeu8JgPQI/AAAAAAAAAyE/wHDrJj1c3gE/s400/WP_20160122_023.jpg" width="400" /></a></div>
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On the MFD I need to point out the leaning procedure - you lean the mixture until the fuel flow is at the blue line (left side of the screen, 1/3 of the way down). That's it - simple.</div>
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<a href="http://4.bp.blogspot.com/-92jcvNMv3Q8/VqLezCkXiRI/AAAAAAAAAyQ/bIjAojExNNs/s1600/WP_20160122_024.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="225" src="http://4.bp.blogspot.com/-92jcvNMv3Q8/VqLezCkXiRI/AAAAAAAAAyQ/bIjAojExNNs/s400/WP_20160122_024.jpg" width="400" /></a></div>
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Time for a little hand-flying, though. I found the stick forces and response to be both interesting and exciting. Gentle pressure on the controls resulted in equivalently gentle maneuvering of the airplane and it felt "normal". Move the stick a little more than normal, for quick maneuvering, and the whole personality of the airplane changed - response was quick, solid and immediate. More "aerobatic-like" than the traditional single-engine airplane feel. This is enhanced by the control system having a spring-return to neutral.</div>
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Handling and stability in the stall was fantastic. There was no tendency to drop a wing and the ailerons remained effective throughout the stall. This really felt like an affront to my traditional stall experience, as I teach using the rudders to keep the wings level in a stall for the usual reason of spin avoidance. But in this airplane, it was no problem. Sure felt weird though.</div>
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The Perspective system includes Garmin's "Electronic Stability and Protection" system, ESP, which I got to give a thorough workout. This system "helps" the pilot avoid unusual attitudes by assisting in returning the airplane to normal attitudes using the autopilot servos (even though the autopilot is off). With the ESP system on, banks of up to 45 degrees are normal. Past that the airplane pushes back, and keeps pushing until bank is at 30 degrees. This push is definitely noticeable but easily overcome if you want to - just push the stick a little harder and it will let you do what you're trying to do. However, there will be no mistaking that you are exceeding its built in parameters. The same is true for pitch, with different limits. The ESP system can be temporarily disengaged by simply holding the autopilot disconnect button on the stick, if needed for maneuvering.</div>
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Jeff did an interesting demo of the ESP system. While holding the plane level, he increased the aileron trim to full left, trimmed full nose down and added full power. When he released the stick, the airplane immediately rolled to the left and the nose pitched down as expected. (I say "as expected". I lie a little. Although he warned me what it was going to do beforehand, and conceptually of course I knew wat was going to happen, having an airplane roll hard to the left and dive with nobody holding the controls was certainly weird and a little uncomfortable.) Once it got past 45 degrees of bank, the airplane tried to right itself in bank. Simultaneously, as the nose lowered and the speed built up rapidly, the airplane tried to fix that too, using the only tool it had available - pitch (no autothrottles, yet). The aircraft pulled up surprisingly hard in an attempt to limit the airspeed gain - I'd say about 2 g's but can't find that in the POH. After a few oscillations it returned to a "normal" pitch and bank attitude and held it there. Not to straight and level flight, but within the established parameters for pitch and bank.</div>
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That's what this next thing is for - the GFC 700 autopilot has the "blue level button" which I got to press a couple of times. It does as advertised - returns the airplane to straight and level flight from whatever strange attitude you've managed to get into. More than just an emergency button though, I could see it as useful when hand flying and having to copy down an ATC clearance or other similar temporary distraction.</div>
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I really like these features from a safety standpoint. It would be very hard to not notice getting into an unusual attitude (for example through spatial disorientation), and the airplane would keep trying to get you back to normal, both helping you and giving you the tools to do it yourself. Great stuff.</div>
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At this point I really wanted to see the airplane on approach, especially the "Highway in the Sky" symbology since the last aircraft I flew with a G1000 didn't have that option.</div>
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Back into the cloud deck, we did pick up just the slightest trace of rime on the leading edges. Not enough to bother with engaging the TKS system, though of course we watched it closely for further accumulation.</div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://2.bp.blogspot.com/-He4jKnuu_yM/VqLe4Vh07oI/AAAAAAAAAyc/QlSonWuSsPU/s1600/WP_20160122_029.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="225" src="http://2.bp.blogspot.com/-He4jKnuu_yM/VqLe4Vh07oI/AAAAAAAAAyc/QlSonWuSsPU/s400/WP_20160122_029.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Just the tiniest little bit of ice if you look closely.</td></tr>
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Cleared for the RNAV (GPS) RWY 35R approach into Wiley Post (KPWA), we intercepted the glideslope and started on down. Of course the autopilot is fully integrated and can fly the whole procedure hands-off with the pilot only making power changes and then flaring to land. But I was most interested in the "Highway in the Sky". "Flight simulator" computer programs as far back as the 1980's had HITS depictions as a "futuristic" guidance option. Well, now it's the future, and HITS is here! When hand flying an approach, all the pilot has to do is keep the flight path marker (green circle with crosshairs) within the magenta squares, pointed at the runway and it will be a perfect approach every time.</div>
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<tr><td style="text-align: center;"><a href="http://1.bp.blogspot.com/-HbebxaHdBYg/VqLe9Q37gEI/AAAAAAAAAyo/WJwezqt7UAw/s1600/WP_20160122_032.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="225" src="http://1.bp.blogspot.com/-HbebxaHdBYg/VqLe9Q37gEI/AAAAAAAAAyo/WJwezqt7UAw/s400/WP_20160122_032.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">With all these navigational aids, it would be hard to go wrong.</td></tr>
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Short final was flown at 80 kts, and the landing was straightforward and uneventful (fortunately!) with a different sight picture than many single-engine pilots are used to. The nose drops away and the panel is low, so the impression is that you need to pull back more than you really do. It's like some twins in that regard - you feel like you're landing flat but you aren't.</div>
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A few takeaways:</div>
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- I can see why these airplanes are so popular. </div>
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- The integration of all the aircraft systems was amazing to me. Like many pilots I am used to an almost random array of instrumentation from different eras and manufacturers in the airplanes I routinely fly. In this airplane, everything talks to each other.</div>
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- The handling was enjoyable. The sidestick took exactly zero time to get familiar with.</div>
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- The seating position felt a little odd at first (very high up for me). I did wish the seats had more adjustability, but I stopped noticing as soon as we started moving and promptly forgot about it, so apparently this wasn't as big a deal as I thought.</div>
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- I can't believe I forgot to test the enhanced vision system!</div>
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- Getting in and out of the airplane took a different routine than I am used to and I'm sure I looked funny doing it.</div>
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- This aircraft would be a great (and quick) way to travel. 180+ KTAS and long range will get you many places.</div>
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- I need to convince Cirrus to let me evaluate this aircraft on a longer flight - with my wife. Say to Florida. Or Phoenix. Or anywhere warmer than Oklahoma this winter.</div>
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Many thanks to Jeff and Cirrus for giving me this great look into the capabilities of a fantastic airplane!</div>
Russhttp://www.blogger.com/profile/06271438246152236864noreply@blogger.com0tag:blogger.com,1999:blog-4982873379095996006.post-27078196696892339382015-10-22T22:01:00.001-04:002015-10-22T22:12:35.527-04:00Why is the LNAV/VNAV DA sometimes higher than the LNAV MDA?<div class="MsoNormal">
Sometimes this instrument stuff just doesn't make any intuitive sense, does it? You’ll see an
approach chart with minimums like these:</div>
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<o:p> </o:p> </div>
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<a href="http://1.bp.blogspot.com/-SCR3dxV6H7g/Vikm5OlXhMI/AAAAAAAAAuI/owzW1ev_3dw/s1600/LNAV-VNAV%2B1.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="130" src="http://1.bp.blogspot.com/-SCR3dxV6H7g/Vikm5OlXhMI/AAAAAAAAAuI/owzW1ev_3dw/s400/LNAV-VNAV%2B1.png" width="400" /></a></div>
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The LNAV MDA and visibility are lower than the LNAV/VNAV DA and vis! We “assume”
that because the LNAV/VNAV offers a glideslope, that it must be better than the
LNAV. “Better” is a subjective term of course, but in this case it doesn’t mean “lower”.<o:p></o:p></div>
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Why?<o:p></o:p></div>
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Well, let me tell you. Here’s where it gets a little
involved.<o:p></o:p></div>
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<i>(Note: The vast majority of LNAV/VNAV procedures out there were
evaluated using the criteria in FAAO 8260.54A. While this has been replaced by
the 8260.58, the concepts and calculations are similar. I will use the 54A in
my examples below, since that’s what most current procedures are based on.)<o:p></o:p></i></div>
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It’s really all a matter of WHERE the most significant
obstacle in final is located. This is called the “controlling obstacle”, and is
the one which causes the highest MDA or DA.<o:p></o:p></div>
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For a non-vertically guided approach, like an LNAV,
Localizer, or VOR, the evaluation can be very simple. Find the highest obstacle
in final, and add 250 feet to it, then round up:<o:p></o:p></div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://2.bp.blogspot.com/-uFfDj7BTlxg/Vikm7hIc1NI/AAAAAAAAAuk/9BymcfF6dIg/s1600/Slide2.PNG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="232" src="http://2.bp.blogspot.com/-uFfDj7BTlxg/Vikm7hIc1NI/AAAAAAAAAuk/9BymcfF6dIg/s640/Slide2.PNG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Yes, that's the Eiffel tower. Why not? Note: not to scale!</td></tr>
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That’s your MDA! (It’s not always as simple as this, but it
can be. I’m leaving out some details for brevity.)<o:p></o:p></div>
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But what about a vertically-guided approach? It’s different
for LPV and ILS than it is for LNAV/VNAV, and LNAV/VNAV has some serious
handicaps. LNAV/VNAV was originally designed for use with barometric altimetry –
meaning that the “glideslope” you would follow was calculated by your FMS using
barometric pressure – basically an internal altimeter – NOT an electronic
signal. For the most part, only business jets were ever equipped with this technology. Also, we know that altimeters have many errors as a result of non-standard
temperatures.<o:p></o:p></div>
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See <a href="http://cfiruss.blogspot.com/2014/02/its-cold-are-you-too-low.html" target="_blank">HERE</a> and <a href="http://cfiruss.blogspot.com/2014/03/ils-intermediate-stepdown-fixes-and.html" target="_blank">HERE</a> for more discussion on that topic.</div>
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<o:p></o:p></div>
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This was called “Baro-VNAV” and the formulas have
to account for varying temperature limits. That’s why you’ll often see in the
notes for an RNAV (GPS) approach procedure something like this:<o:p></o:p></div>
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<a href="http://3.bp.blogspot.com/-YjmahuO3sG0/Vikm5LKkh3I/AAAAAAAAAuM/YQItLiZLlnY/s1600/LNAV-VNAV%2B2.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="16" src="http://3.bp.blogspot.com/-YjmahuO3sG0/Vikm5LKkh3I/AAAAAAAAAuM/YQItLiZLlnY/s640/LNAV-VNAV%2B2.png" width="640" /></a></div>
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The errors introduced here require a little more “cushion”
when it comes to obstacle clearance, so instead of something nice and simple like the LNAV evaluation,
the evaluated area is composed of two general regions:<o:p></o:p></div>
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<br /></div>
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<a href="http://3.bp.blogspot.com/-x1YpQayjTkw/Vikm7u9IW5I/AAAAAAAAAuw/4tkAeSVg4o8/s1600/Slide3.PNG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="380" src="http://3.bp.blogspot.com/-x1YpQayjTkw/Vikm7u9IW5I/AAAAAAAAAuw/4tkAeSVg4o8/s640/Slide3.PNG" width="640" /></a></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
That flat part of the dashed red line extends about a mile
from the runway threshold, dependent on altitude and how cold it gets at that airport during
the winter (yes, really). If there are no obstacles that penetrate that dashed
red line, then the LNAV/VNAV will get great minimums. But if an obstacle DOES
penetrate, then the DA is highly dependent on WHERE it penetrates and by how
much. An obstacle that penetrates that flat area has a comparatively small
effect. However, an obstacle that penetrates the sloped portion can have a
significant effect on DA.<o:p></o:p></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
The new DA is determined by placing the DA at a point on the
glidepath above where the obstacle clearance surface is at the same height as
the obstacle. Now that’s a mouthful, a picture hopefully is a little clearer:</div>
<div class="MsoNormal">
<br /></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="http://2.bp.blogspot.com/-z3jBlTcYszI/Viko_34o49I/AAAAAAAAAvA/2957xX1q6J4/s1600/Slide4.PNG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="348" src="http://2.bp.blogspot.com/-z3jBlTcYszI/Viko_34o49I/AAAAAAAAAvA/2957xX1q6J4/s640/Slide4.PNG" width="640" /></a></div>
<div class="MsoNormal">
<br /></div>
<div class="separator" style="clear: both; text-align: center;">
</div>
<div class="MsoNormal">
Whatever the glidepath height is at that distance from the
runway, well, there’s your DA.</div>
<div class="MsoNormal">
<o:p></o:p></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
It works out that an obstacle that penetrates the surface within
a mile of the runway will usually not cause the LNAV/VNAV DA to be higher than the LNAV MDA.
But an obstacle that penetrates more than a mile out will! So when you see this
situation occur, you know there’s an obstacle maybe 1-2 miles from the runway. If the obstacle is further away than that, the DA gets really high!<o:p></o:p></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
Okay, clear as mud. But what about that visibility value? <o:p></o:p></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
Fortunately that’s a little easier to explain. <o:p></o:p></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
Visibility values are set so that the pilot has at least a
reasonable chance of seeing the runway from the missed approach point.
Hopefully sooner, of course, but at least by then. On any vertically-guided
approach, this is pretty straightforward – how far is the airplane from the
runway at the DA point? Convert that to statute miles, and there’s your visibility.<o:p></o:p></div>
<div class="MsoNormal">
<br /></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="http://2.bp.blogspot.com/-sCs3XKKsyBo/Vikm7x2ZnMI/AAAAAAAAAus/1CS6dQOmFdQ/s1600/Slide5.PNG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="356" src="http://2.bp.blogspot.com/-sCs3XKKsyBo/Vikm7x2ZnMI/AAAAAAAAAus/1CS6dQOmFdQ/s640/Slide5.PNG" width="640" /></a></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
At approximately 318 feet per nautical mile for a 3 degree
glidepath, a Height Above Touchdown (HAT) of 688 ft as in the example above
gives a distance, and therefore visibility, of just shy of 2.50 sm. So it’s
rounded up to 2 1/2, and published.
Approach lighting systems, if installed, get figured into this too, essentially
by subtracting the length of the approach lights from the calculated visibility.
It’s all in a table that the procedure developers refer to.</div>
<div class="MsoNormal">
<o:p></o:p></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
For non-vertically guided procedures, however, there is no “DA”
point, and most often the MAP is either at the runway end or relatively close
to it (sometimes past it on a VOR procedure). For these procedures, the visibility is determined one of two ways. For
Cats C and D, the same table as for vertically-guided approaches is used, so
the visibility is the same for a given HAT.<o:p></o:p></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
For Cats A and B though, a different table is used, and is
greatly simplified. A basic visibility of 1 sm is used until HATs start
getting over 740 ft for Cat B and 880 for Cat A, at which point it starts increasing. So you will see many,
many LNAV (and LOC and VOR) approaches with 1 sm of visibility. Since many Cat A and B aircraft are capable of making a perfectly safe descent at steeper than 3 degree glidepaths, the lower visibility requirement actually gives them a little more flexibility than the faster aircraft.<o:p></o:p></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
Like before, approach lights can help here too. There
are some other limitations as well.<o:p></o:p></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
To briefly recap:<o:p></o:p></div>
<div class="MsoNormal">
1. The LNAV/VNAV DA may be higher than the LNAV DA if the
obstacle is sufficiently far from the runway due to the geometry of the
evaluated areas. This is a result of the original design of Baro-VNAV.<o:p></o:p></div>
<div class="MsoNormal">
2. The visibility values are calculated differently because the approaches are flown differently, and
therefore LNAV visibility for Cats A and B will often be less than the
LNAV/VNAV Cats A and B.<o:p></o:p></div>
<div class="MsoNormal">
<br /></div>
Simple, huh? I hope this answers some questions about this seemingly strange situation!<br />
<div class="MsoNormal">
<o:p></o:p></div>
Russhttp://www.blogger.com/profile/06271438246152236864noreply@blogger.com2tag:blogger.com,1999:blog-4982873379095996006.post-87136071377578764552015-07-13T22:42:00.000-04:002016-05-16T12:18:09.695-04:00My ATP checkride<div class="separator" style="clear: both; text-align: left;">
On Saturday, 7/11/2015 I took and passed my ATP-AMEL checkride! Like many others, I needed to get it done before my grandfathered-in written test expired next summer. Here's a little write-up on how it went.</div>
<div class="separator" style="clear: both; text-align: left;">
<br /></div>
<div class="separator" style="clear: both; text-align: left;">
My examiner was a well-known DPE from Tulsa, OK, Jennifer Wise. The aircraft was a very nice and well-equipped 2011 Beechcraft Baron G58 from Oklahoma Aviation at Wiley Post Airport in Oklahoma City, KPWA.</div>
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<br /></div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://2.bp.blogspot.com/-BG1W3nJuUpg/VaRtE6ZgETI/AAAAAAAAAfM/6hgJP3z3uzE/s1600/WP_20150710_015%255B1%255D.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="225" src="https://2.bp.blogspot.com/-BG1W3nJuUpg/VaRtE6ZgETI/AAAAAAAAAfM/6hgJP3z3uzE/s400/WP_20150710_015%255B1%255D.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">My ride for the ride!</td></tr>
</tbody></table>
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://4.bp.blogspot.com/-i-kcPVs8WDg/VaRtHOUcZoI/AAAAAAAAAfU/bQjKa2z93H4/s1600/WP_20150710_018%255B1%255D.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="225" src="https://4.bp.blogspot.com/-i-kcPVs8WDg/VaRtHOUcZoI/AAAAAAAAAfU/bQjKa2z93H4/s400/WP_20150710_018%255B1%255D.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">It's hard to see, but if you look near the right bend of the pilot's yoke, you'll see a little switch labeled "A/C". Yes, it had air conditioning! I never want to take another checkride without it...</td></tr>
</tbody></table>
<br />
<div class="MsoNormal">
<b>Training:</b> </div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
As mentioned, I trained out of Oklahoma Aviation at PWA. My
instructor (Bret Wyatt) and I met on Tuesday and worked in their Redbird AATD
for the first 3 days, a couple hours a day. The Redbird decently replicated the
power settings and configurations of the Baron, and the G1000 panel was close
enough to the real thing to be a good training tool. On Friday, 7/10/15 we went
on two flights in the airplane, running through all the required maneuvers for
the checkride. By the end of the second flight I felt comfortable and ready for
the practical test.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
The morning of the checkride Bret and I flew the aircraft to
Tulsa/Riverside Airport, KRVS, where we met the examiner in her office (she was
the only examiner in OK able to do ATP checkrides in a Baron).</div>
<div class="MsoNormal">
<o:p></o:p><br /></div>
<br />
<div class="MsoNormal">
<b>Ground portion:</b><o:p></o:p></div>
<div class="MsoNormal">
<b><br /></b></div>
<div class="MsoNormal">
We had been told that an FAA inspector would probably be
observing this checkride as part of the examiner’s annual requirement, however
he was not there yet so we got started with some of the paperwork. When he
showed up he briefed that in addition to the usual three possible outcomes of a
checkride (pass, fail, or discontinue), there could be a fourth outcome – the
examiner herself failed his observation and he would have to take over
conducting the checkride. I can only imagine how painful that would have been!<o:p></o:p></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
The oral examination was pretty straightforward except for
one thing – the weight and balance and resulting performance calculations. You
see, with him on board, with the fuel load we had, we were going to be over max
gross weight by a decent margin (about 50 pounds). He was insistent that he had
to ride along on the checkride, so the examiner and I were trying every which
way to figure out how to do it. She asked if we flew for a while by ourselves
and burned off some gas, then came back and picked him up to finish, if that
would be okay and he eventually agreed.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
Still, at just below max gross weight the performance
numbers were not too exciting, even with 300 hp per side. It was a pretty warm
day which negatively affected takeoff and climb performance. Our main concern
was the accelerate-go distance, the distance it would take for an engine to
fail right after liftoff and for us to be able to climb to 50’ AGL. At max
gross it was about 9100 feet. The runway at Riverside is about 5100 feet long,
and there are some takeoff obstacles listed in the departure procedures that
are closer than 4000 feet from the runway. Even worse was the situation at
Okmulgee (KOKM), where we planned to go for approaches and landings. So it was
a reasonable safety call for us to fly most of the checkride without him, and
he reluctantly agreed to just observing one takeoff, one approach and one
landing.</div>
<div class="MsoNormal">
<o:p></o:p><br /></div>
<br />
<br />
<div class="separator" style="clear: both; text-align: center;">
<br /></div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://3.bp.blogspot.com/-cae2yBFC0lI/VaRwzobgx0I/AAAAAAAAAf8/xqehdhJyWFs/s1600/OKM%2Bto%2Bmins.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="245" src="https://3.bp.blogspot.com/-cae2yBFC0lI/VaRwzobgx0I/AAAAAAAAAf8/xqehdhJyWFs/s400/OKM%2Bto%2Bmins.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">This is the departure procedure at KOKM. Note the takeoff obstacles listed for RWY 18 - 100 foot trees 1303' from the end of the runway, or just about 6300 feet from the beginning. With a 9100' accelerate-go distance, this was an actual concern.</td></tr>
</tbody></table>
<br />
<div class="MsoNormal">
The rest of the oral examination consisted mostly of
questions about the various systems onboard the airplane – describe the fuel
system, the landing gear system, what type of anti-ice and de-ice systems does
the airplane have, that kind of thing. I was well-prepared for these questions
both as a result of reading the POH and a great publication on the G58 produced
by the FlightSafety company. She asked a few questions for clarification but
there were no surprises. Really, she went right down the list of systems in the PTS. Couldn't have asked for more straightforward!<o:p></o:p></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
I will add that the ATP written test and the ATP oral exam
are completely different. This was really welcome news. The ATP written was
full of arcane questions like “how many flight attendants are required on an
airplane with 235 seats if only 150 are occupied” and location of emergency
flashlights and such. The oral exam only covered the systems and performance
for the airplane being used. Thank goodness!<o:p></o:p></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<b>Flight portion:</b><o:p></o:p></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
(Note: as far as I can tell, we performed all the required
maneuvers from the PTS. If I left something out it’s probably just me forgetting about
it. Also, virtually all of this checkride is done “under the hood” so I had the
foggles on most of the time except for takeoff and landing, and during circle-to-land
maneuvers.)</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
The examiner and I got in the plane and taxied out, leaving
the FAA inspector to join us later. Lined up for takeoff on 19R, advanced the
throttle, accelerated down the runway, liftoff, gear up, and whoosh - the door
came open! (Really, it wasn’t an examiner’s trick.) The airplane, like most
small airplanes, flies perfectly fine with the door cracked open, it’s just
noisier inside. She had closed it before takeoff and it felt secure to me, but
the Beechcraft door locking mechanism is a bit tricky and takes some getting
used to (I’ve had it happen myself with a student in a Bonanza). We were
already climbing out, so she asked me if it was alright if she called an
“audible”, changed our plan (did I really have a choice?), and instead of
airwork first, we go do a single-engine ILS RWY 18 approach to landing at KOKM
as our first item. Sounded like a good idea to me, so I set up the procedure
and she gave me vectors, “failing” the engine somewhere before the FAF and
setting zero thrust (the power setting that simulates the reduced drag of a
feathered propeller). Although I couldn’t use the autopilot for this approach,
the G1000 avionics, flight director and synthetic vision make simple work of
staying on course and glidepath. The approach and landing went well, we exited
the runway and then got the door solidly closed.</div>
<div class="MsoNormal">
<o:p></o:p><br /></div>
<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://4.bp.blogspot.com/-DD5TMYeKcK0/VaRtNbNFseI/AAAAAAAAAfk/4FrJmdeB86k/s1600/WP_20150710_027%255B1%255D.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="225" src="https://4.bp.blogspot.com/-DD5TMYeKcK0/VaRtNbNFseI/AAAAAAAAAfk/4FrJmdeB86k/s400/WP_20150710_027%255B1%255D.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">As if having a flight director didn't make it easy enough to fly an ILS, keeping the flight path marker (green circle) right on the runway makes for a perfect approach anyway! (This was taken prior to the checkride and using the autopilot to get the picture, but hand-flying was almost as easy.)</td></tr>
</tbody></table>
<div class="MsoNormal">
We started our takeoff roll and she “failed” an engine again
with the mixture control while on the runway. I brought both throttles back and
braked to a stop, maintaining centerline and runway heading reasonably well.<o:p></o:p></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
She gave me back the engine and we took off again. After
departure she provided me with vectors for the ILS RWY 18 again, but with both
engines this time. During the ATP checkride, if the airplane has an autopilot,
you are expected to use it for some of the approaches under the idea of “automation
management”. Each approach I would ask “can I use the autopilot” to make sure I
wasn’t making it harder than necessary! Fortunately this airplane had the
fully-G1000-integrated GFC700 autopilot, which is a fantastic device. I
basically just watched it do its thing all the way down final. Upon reaching DA
she told me to “go visual and land.” At about 50 feet AGL she tried to make up
some reason for me to go around, and it came out as “elephants on the runway”,
which made us laugh – good as a tension reliever anyway! So I went around and
climbed back up, putting the foggles back on, back into the fake clouds.<o:p></o:p></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
This was followed by the missed approach into the
established holding pattern at the OKM VOR. After entering the hold, she gave
me vectors and a climb out to the west for airwork.<o:p></o:p></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
The next items were in about this order:<o:p></o:p></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
- Steep turns. These were 180 degrees of turn to the left at
a 45 degree bank angle, followed immediately by 180 degrees to the right. These
were no problem due to the power settings I had figured out in practice –
18”/2300 rpm gave about 140 kias at the entry. When rolling into the turn,
bringing power up to about 21” and adding back pressure held it right on
airspeed and altitude. But the best part was the flight path marker displayed
as part of the G1000 synthetic vision system. Keep the flight path marker on
the horizon line, and the airplane will easily stay within 20 feet of altitude.<o:p></o:p></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
- Stalls. A series of three stalls is required – clean,
landing, and takeoff configuration. One of them was while in a turn. These were
conventional and not much different than those on the Private Pilot checkride,
except the recovery was to take place at the “first indication” of a stall.<o:p></o:p></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
- Unusual attitudes. We did two unusual attitudes, one in a
nose-high turn and one in a nose-low turn. She had me tilt my head down and
close my eyes while she set up for these. The first one was recovering using my
primary instruments (the G1000), the second one was using the standby
instruments (standard attitude/altitude/airspeed indicators, but way over on
the far right side of the panel).<o:p></o:p></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
- Engine shutdown and restart. She “failed” an engine on me
and had me go through the actions required to completely feather, shut down,
and secure the engine, then start it back up again. I paid careful attention to
heading and altitude control since those are what she’s really paying attention
to.<o:p></o:p></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
- Emergency descent. I think she just told me “let’s see an
emergency descent”, so I brought the power to idle, gear and flaps out (at
appropriate speeds), and rolled it over into a 45 degree bank, maintaining
airspeed near the top of the white arc, just like I teach my students in an
engine fire scenario, for example. This resulted in a pretty rapid descent, so
we made maybe only a full turn and she had me roll out.<o:p></o:p></div>
<div class="MsoNormal">
<o:p></o:p><br /></div>
<br />
That was about it for the airwork, and we had one more
approach and landing to make before picking up the FAA inspector. She had me
call Approach Control to get vectors for the KRVS RNAV (GPS) RWY 01L, circle to
land. This was flown with a simulated failure of the Primary Flight Display,
which was simulated by her covering it up. I went to reversionary mode on the
G1000 and used the Multi-Function Display to fly the procedure. I think I
probably used the autopilot on this one as well, but maybe not. We were
instructed to circle to the east of the runway. In actual instrument conditions
this is prohibited by the approach procedure, and for good reason – once I got
down to the Circling MDA and went visual, there I was staring at the CityPlex
towers near Oral Roberts University (anyone familiar with Tulsa will know what
I mean) sticking 648 feet up from the ground about 1.3 nm east of the runway. She told me to just fly my
downwind inside that tower which is a local procedure.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://upload.wikimedia.org/wikipedia/commons/5/56/CityPlex_Towers.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="400" src="https://upload.wikimedia.org/wikipedia/commons/5/56/CityPlex_Towers.jpg" width="397" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">That tower rises far above anything within the immediate vicinity and sure looked close once I took off the foggles!</td></tr>
</tbody></table>
<div class="MsoNormal">
We landed and taxied back in to pick up the FAA inspector. Since
she hadn’t told me I had failed, I knew I was passing up until this point. Just
a few more minutes to go, but with double the sets of eyes watching me! Since
this airplane has rear passenger doors behind the wing (and therefore well
clear of the engines), we had coordinated that he would just come on out and
climb on board with the engines running. Of course I verified his seatbelt was
fastened the best I could, and knew that his visibility would be limited since
he was sitting in the rear-facing middle row.<o:p></o:p></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
After takeoff, I contacted departure and was cleared direct
to the GNP VOR a few miles south of the field for the full VOR RWY 01L
procedure with a circle-to-land. Somewhere in here the FAA inspector unbuckled,
turned around and took up some kind of kneeling-on-the-seats position so that
he could watch. Quickly setting up the approach, I let the autopilot fly the
published procedure turn via GPS courses. Established back inbound, I elected
to fly the final approach course by hand, for one reason only – I knew I had to
switch the CDI from GPS to VOR mode for the final approach segment (and
announced that I was doing this), but I didn’t want to accidentally get into
some weird autopilot mode depending on my timing of this change. Admittedly,
this just wasn’t something I had done in this airplane, with this autopilot and
equipment, so was I hesitant to try something new at this exact moment. I knew
I could easily fly it by hand, though, so that seemed the safer way out.<o:p></o:p></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
Tower instructed us to break off the approach before I was
down at MDA, and to circle to the west for RWY 19R. At that point, to comply
with passenger seatbelt regulations, I had to tell the FAA inspector that he
needed to turn around and put his seat belt back on. My landing went pretty
well, we taxied back in, and I was able to finally relax – I had passed!<o:p></o:p></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
Debrief was pretty short, which is exactly what you want I
suppose. She said I did well (obviously well enough anyway) and we finished up
the paperwork!<o:p></o:p></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
Total time in the airplane maybe about 1:45, which includes
taxiing back to pick up the FAA inspector. The ride went very quickly,
especially since the Baron gets between airports and approaches in no time!</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
My overall impression of the examiner (Jennifer Wise) was
that she made me feel very comfortable. Especially given the difficult
circumstances with the extra observer, she made me feel relaxed and at ease.
She was friendly and the quizzing during the oral and flight portions was
conversational in nature. She was able to find out that I knew the material,
without having to resort to trick questions or impossible scenarios. Highly
recommended!</div>
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<a href="http://4.bp.blogspot.com/-Za89a-5Ubsg/VaRtPfLf_BI/AAAAAAAAAfs/qYdVwrkRZ-k/s1600/WP_20150711_005%255B1%255D.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="225" src="https://4.bp.blogspot.com/-Za89a-5Ubsg/VaRtPfLf_BI/AAAAAAAAAfs/qYdVwrkRZ-k/s400/WP_20150711_005%255B1%255D.jpg" width="400" /></a></div>
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A few general notes about the checkride and really
instrument flying in general. I used the power setting information available
from the American Bonanza Society (they handle Barons too). Flying
by-the-numbers was critical to being able to free up extra brain cells for other
tasks. For instance, on an approach I used 17”/2500 rpm until just prior to the
FAF. Then it was flaps to approach and gear down to descend down the ILS. This resulted in
almost exactly 120 kias and a descent rate that kept me right on glideslope. On
a non-precision approach, at MDA bring it back up to 22” (since now the gear is
down it takes more power to stay level). Reliable 120 kias all the time. I
already mentioned the settings for steep turns. It’s the way I teach my instrument
students to fly, and it really works well. Figure out the numbers for your
airplane and speeds and try it!<o:p></o:p></div>
Russhttp://www.blogger.com/profile/06271438246152236864noreply@blogger.com4tag:blogger.com,1999:blog-4982873379095996006.post-59037080151533511632015-03-27T22:20:00.000-04:002015-03-27T22:27:31.965-04:00"What's it doing now?", or GPS turn anticipation-gone-wild...<div class="MsoNormal">
I was on a recent flight with an instrument student in a very
well-equipped Bonanza that provided a very instructive example of a few things:<o:p></o:p></div>
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1. Know your avionics equipment.<o:p></o:p></div>
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2. Know your autopilot.<o:p></o:p></div>
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3. When flying instruments, slowing down is your friend!<o:p></o:p></div>
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We were headed from Wichita, KS (ICT) to the Stillwater, OK
VOR (SWO) in more or less a direct routing as part of the required “long IFR
cross country”. The intent was to fly the KSWO VOR RWY 17 with the procedure
turn and everything for training purposes. Kansas City Center provided us with
“direct SWO VOR” and “maintain 4000 until established”.<o:p></o:p></div>
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Our approximate course:<o:p></o:p></div>
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<a href="http://1.bp.blogspot.com/-HSf8AYFKZNs/VRYDIy0HcQI/AAAAAAAAAdE/TRf1mwyfQDI/s1600/SWO%2Bdirect.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://1.bp.blogspot.com/-HSf8AYFKZNs/VRYDIy0HcQI/AAAAAAAAAdE/TRf1mwyfQDI/s1600/SWO%2Bdirect.jpg" height="400" width="232" /></a></div>
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The procedure for reference:<o:p></o:p></div>
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<a href="http://1.bp.blogspot.com/-HMumDB3qOxc/VRYDImojerI/AAAAAAAAAc8/UMll13aaI9w/s1600/SWO%2BVOR%2B17.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://1.bp.blogspot.com/-HMumDB3qOxc/VRYDImojerI/AAAAAAAAAc8/UMll13aaI9w/s1600/SWO%2BVOR%2B17.jpg" height="640" width="404" /></a></div>
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Now, this is in an area where Center’s radar coverage does
not go all the way to the ground – that’s why the clearance was only down to
4000. You may also notice that there is a feeder route from the PER VOR to SWO
VOR published at 3000. Though we were close, we weren’t actually on the PER-SWO
route, so we had to maintain 4000 as assigned. In addition, I wanted us to start at 4000 - it would set up a great scenario for the “slowing down and going down”
dilemma faced by faster, slipperier airplanes – you can descend OR slow down,
but it’s hard to do both at the same time. Being at 4000 once we started the
outbound procedure turn, then down to 2600, then down to 2100 once inbound
could mean a lot of juggling and planning of power settings and configuration
changes (as we all know, CFI's love to inflict this kind of torture…).</div>
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<o:p></o:p></div>
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We descended to 4000, but hadn’t slowed down yet – we still
had a ways to go, after all. Eventually the GTN 750 showed about 10 miles to go to the
VOR, and we were doing around 155 kts GS (and airspeed too, it was pretty
calm). The GTN's CDI output was in “GPS” mode – appropriate for this phase of the flight,
and the autopilot was in GPSS mode, following the GPS course exactly.<o:p></o:p></div>
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Note - the following screen captures are from Garmin's GTN 750 simulator - so they're not from the real flight. However, they're representative of what was going on and pretty accurately depict what was happening.</div>
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<a href="http://3.bp.blogspot.com/-hee7TxyeR04/VRYDGcssH9I/AAAAAAAAAcc/2jEnFquTLXY/s1600/Capture1.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://3.bp.blogspot.com/-hee7TxyeR04/VRYDGcssH9I/AAAAAAAAAcc/2jEnFquTLXY/s1600/Capture1.JPG" height="376" width="400" /></a></div>
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At about 10 miles out, the pilot told me he’s going to start
slowing down. Okay. Shortly thereafter, the GTN then shows us the following
course:<o:p></o:p></div>
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<a href="http://2.bp.blogspot.com/-UeQbLA4BX8g/VRYDGQ-GI7I/AAAAAAAAAcg/lu9RMv8rrCo/s1600/Capture2.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://2.bp.blogspot.com/-UeQbLA4BX8g/VRYDGQ-GI7I/AAAAAAAAAcg/lu9RMv8rrCo/s1600/Capture2.JPG" height="373" width="400" /></a></div>
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Holy turn anticipation, Batman! The GTN plotted a course that would turn before the VOR (as expected) to intercept the procedure turn outbound course. However, due to our ground speed and the angle of turn, it had to lead the turn by several miles. (If you're interested, the turn radius of a standard-rate turn at 155 KTAS is about 5000 feet, so twice that to make essentially a 180-degree turn). This several-mile lead turn would make us roll out on the procedure turn outbound PAST where the GPS had also calculated we should have finished the procedure turn and been back inbound (dashed white line). Notice the "miles to go" in the bottom right corner (7.4nm) is still showing the distance to the VOR. How far until the turn starts is not depicted.<o:p></o:p></div>
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At this point the pilot realized he'd sure better get slowed down. The Bonanza is pretty slippery, of course, and we were only able to drop a few knots by the time the turn started. We elected to leave the autopilot on to "see what it's going to do" now - something I wouldn't have recommended in actual IMC, but a possibly informative moment in training.</div>
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<a href="http://3.bp.blogspot.com/-Kbeu90CY3kc/VRYDGXtS4TI/AAAAAAAAAcY/t6Ftrzu83Fw/s1600/Capture3.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://3.bp.blogspot.com/-Kbeu90CY3kc/VRYDGXtS4TI/AAAAAAAAAcY/t6Ftrzu83Fw/s1600/Capture3.JPG" height="373" width="400" /></a></div>
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The GPS started around the turn as expected, and rolled out on the PT outbound course. The GPS auto-sequenced to now highlight the PT course. Notice that we have not yet started the PT yet, and are at the end of it - we should be pointed the opposite way. Also, our TAS (GS) is still pretty high (105-110 is normal in the Bonanza) because of the previously-discussed need to descend and slow down simultaneously:</div>
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<a href="http://1.bp.blogspot.com/-ICnAn27eTfg/VRYDHKsNwKI/AAAAAAAAAdg/RduWOm7hXN8/s1600/Capture5.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://1.bp.blogspot.com/-ICnAn27eTfg/VRYDHKsNwKI/AAAAAAAAAdg/RduWOm7hXN8/s1600/Capture5.JPG" height="376" width="400" /></a></div>
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Now I was really intrigued - how is the GPS going to get out of this? Keeping in mind that GPS-steering essentially tries to correct left/right deviations from course - and at this point we are well left of the intended course, which is over a mile southeast of us at this time. So it should correct to the right, right?</div>
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And it did!</div>
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<a href="http://3.bp.blogspot.com/-eNfbUXgHy30/VRYDHY2yaUI/AAAAAAAAAco/FNsg_PG4dkI/s1600/Capture6.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://3.bp.blogspot.com/-eNfbUXgHy30/VRYDHY2yaUI/AAAAAAAAAco/FNsg_PG4dkI/s1600/Capture6.JPG" height="373" width="400" /></a></div>
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<o:p>At this point the programming of the GPS apparently decided we must have already completed the procedure turn and therefore should be inbound, as it did two things - one, it highlighted the inbound course as our current leg, and two, it kept us turning around to the right to intercept, the "opposite" way that a PT is normally flown:</o:p></div>
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<o:p><br /></o:p></div>
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<a href="http://2.bp.blogspot.com/-gRih3YHalAA/VRYDHsxlPKI/AAAAAAAAAcs/OnBX6HZL_sw/s1600/Capture7.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://2.bp.blogspot.com/-gRih3YHalAA/VRYDHsxlPKI/AAAAAAAAAcs/OnBX6HZL_sw/s1600/Capture7.JPG" height="373" width="400" /></a></div>
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<a href="http://3.bp.blogspot.com/-GyFRlVxKXlk/VRYDH9lx44I/AAAAAAAAAcw/kj1p_RhYrmM/s1600/Capture8.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://3.bp.blogspot.com/-GyFRlVxKXlk/VRYDH9lx44I/AAAAAAAAAcw/kj1p_RhYrmM/s1600/Capture8.JPG" height="375" width="400" /></a></div>
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Finally, having intercepted the final approach course, the GPS and autopilot did line us up nicely on final:</div>
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<a href="http://2.bp.blogspot.com/-6pb7eInAV3o/VRYDISgX75I/AAAAAAAAAc0/HvnCxeEa35o/s1600/Capture9.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://2.bp.blogspot.com/-6pb7eInAV3o/VRYDISgX75I/AAAAAAAAAc0/HvnCxeEa35o/s1600/Capture9.JPG" height="375" width="400" /></a></div>
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Back on course, the pilot switched from GPS to VLOC mode and the mean instructor made him turn the autopilot off and hand-fly the rest.</div>
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I love educational moments like this! There were several lessons to be learned:</div>
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- SLOW DOWN! There's never such a thing as slowing down to approach speed and configuration too early, especially when you have a big turn coming up. Had we been down at 105-110 KTAS before the first turn started, the turn radius would have been much smaller and the outbound course would have been intercepted in plenty of time to perform a "normal" PT.</div>
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- PLAN AHEAD! An approach briefing is more than just reading the altitudes and heading off the chart. Know where you are on the chart. How are you going to get into the approach? What altitude? What are you going to have to do to make that altitude? When to slow down? How much turn? Lead it or don't lead it?</div>
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- Don't give up CONTROL to the machines! If you don't know what "it" is doing, whether "it" is the GPS or the autopilot, take over and fly it by hand. I had no idea how this was going to turn out, and I wouldn't have wanted to find out in actual IMC.</div>
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- As much as you can, KNOW your equipment and how it functions. Sadly, I looked in the GTN750 pilot's guide and couldn't find much about how it calculates turn anticipation, or at what point it starts showing it (note that the first picture above doesn't even show the turn yet).</div>
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Lots to learn in this flight, but that's one of the main purposes of the "long IFR XC" in training. I'd say mission accomplished!</div>
Russhttp://www.blogger.com/profile/06271438246152236864noreply@blogger.com3tag:blogger.com,1999:blog-4982873379095996006.post-27418855030225623202015-02-11T18:17:00.001-05:002015-02-11T18:36:56.015-05:00Flying "teardrop" procedure turns<div class="MsoNormal">
An interesting situation was brought to my attention a few
days ago by a reader (and former instrument student). He (for reasons known
only to him) decided to fly the RMN ILS OR LOC RWY 33, in the simulator, using
only one VOR and an ADF. Yes, your guess as to why is as good as mine. However,
he (correctly) identified that the turn radius depicted by the initial segment
starting at HIGAP and arcing to (AFUWY) is way larger than needed in the
airplane he was flying (a typical four-place single). <o:p></o:p></div>
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<a href="http://3.bp.blogspot.com/-9peqrrGD8ZA/VNvZeutk8RI/AAAAAAAAAX0/tu9OKca__pE/s1600/RMN%2BILS.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://3.bp.blogspot.com/-9peqrrGD8ZA/VNvZeutk8RI/AAAAAAAAAX0/tu9OKca__pE/s1600/RMN%2BILS.jpg" height="400" width="270" /></a></div>
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Let’s talk about this type of procedure turn a bit, since
you don’t see them very often. Actually, many pilots studying for the
instrument written for the last 10 or 20 years have probably seen one at least
once, as the Duncan, OK (DUC) LOC RWY 35 used to be an example procedure on the
test, and used to have this type of procedure turn. However, it has since been
modified and has a (regular) procedure turn. And may not be on the test any
longer, though I’ll have to defer to those of you studying for it to let me
know about that.<o:p></o:p></div>
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Regardless, it had the same geographic setup as RMN – a VOR
a few miles away on final, but offset to one side a couple of miles. How to use
it to get turned around and lined up on final? This is a situation where the
teardrop procedure turn can be used by the procedure developer. Essentially,
from the BRV VORTAC you fly the 122 radial outbound until 10 DME (or
intersection with the 279 bearing to EZF), then begin a right turn around to
intercept the final approach course on the localizer.<o:p></o:p></div>
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Of course, that turn radius depicted has to cover all speeds
of airplanes, right? Accordingly, it is WAY larger than you would need for a
light single-engine airplane. If you measure the distance between HIGAP and
(AFUWY), it’s about 5.7 nm, meaning a turn radius of half that. But what is the
turn radius of, say, a Cessna 172 at 90kts in a standard rate turn?<o:p></o:p></div>
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(Note – way geeky content ahead. <a href="http://cfiruss.blogspot.com/2015/02/flying-teardrop-procedure-turns.html#ungeek"><span style="font-size: large;">CLICK HERE</span></a> to just skip
ahead to the answer and keep reading from there.)<o:p></o:p></div>
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You can easily figure this out if you pull out your copy of
“Aerodynamics for Naval Aviators”. What, you say you don’t have one? Of course
you do, this is 2015 after all:<br />
<br />
<a href="https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/">https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/</a><o:p></o:p></div>
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This book really has a lot of good stuff in it, which is why
it’s still used as a reference, unchanged, since 1965. A quick (?) browse will
take you to page 178, which has formulas for turn radius and turn rate. As we
are in a standard rate turn, we know our Rate Of Turn (ROT) is 3 degrees per
second. What we need to determine is our bank angle from the second equation,
then use that in the turn radius formula. <o:p></o:p></div>
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In the second question, solving for phi:<o:p></o:p></div>
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<a href="http://4.bp.blogspot.com/-KRzn7FIV8GY/VNvZd24_lgI/AAAAAAAAAXk/lMNn1tVYkSI/s1600/2015-02-11_8-59-50.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://4.bp.blogspot.com/-KRzn7FIV8GY/VNvZd24_lgI/AAAAAAAAAXk/lMNn1tVYkSI/s1600/2015-02-11_8-59-50.jpg" /></a></div>
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Using V = 90 KTAS and ROT = 3 degrees per second, phi (angle
of bank) = 13.9 degrees.<o:p></o:p></div>
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Inserting phi = 13.9 into the first equation gives us a turn
radius of……….<o:p></o:p></div>
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2907 ft.<o:p></o:p></div>
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Alternately, you can use Figure 2.29 on the next page if you
prefer a chart format. Notice there are two sets of “bank angle” curves,
you use one to solve for radius and the other for rate. Since we know rate, we
can work backwards from there. Personally, I prefer the formula method, but
that’s me.<o:p></o:p></div>
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<br />
<a href="https://www.blogger.com/null" id="ungeek"></a>Okay, so if you skipped right to here, the radius of a
standard rate turn at 90 KTAS is about 2900 feet, or about 1 nm in diameter.</div>
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<o:p></o:p></div>
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So back to the RMN ILS teardrop – if we entered a standard
rate turn at HIGAP, we would be well right of the final approach course after
completing the turn. So how to combat that – fly a half-standard-rate turn?
Quarter standard rate? No, no need to try to stay on the line – it’s not a DME
arc. Instead, begin your turn at HIGAP but then roll out to establish a normal
intercept angle to the final approach course. Don’t worry, that whole area
between the outbound and inbound legs has been evaluated for obstacles, and as
long as you stay at or above 3000 feet until on final, you’ll be safe. <o:p></o:p></div>
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<a href="http://1.bp.blogspot.com/-oZik4CRO5NI/VNvZd5wtOoI/AAAAAAAAAXo/tE0hPtm4WKU/s1600/2015-02-11_10-26-33.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://1.bp.blogspot.com/-oZik4CRO5NI/VNvZd5wtOoI/AAAAAAAAAXo/tE0hPtm4WKU/s1600/2015-02-11_10-26-33.jpg" height="266" width="320" /></a></div>
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Remember the effect that wind might have on your ground
track – a north or northeast wind will tend to push you toward final quicker
than normal, and a wind from the west will have the opposite effect, “holding
you back” from intercepting the final approach course. The segment between
HIGAP and intercepting final is essentially a dead-reckoning course.<o:p></o:p><br />
<br />
Alternately, another solution could be to fly a 10 DME arc from the VORTAC - but obviously this would only work if the facility had DME and the value was published. </div>
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I know what you’re wondering, because I was too. What true
airspeed would allow an aircraft to maintain that arc in a standard-rate turn
(no wind)? I calculate about 536 KTAS (the method how is left as an exercise
for the reader). Not too likely in a Skyhawk, and even more, a “standard-rate”,
3 degrees per second turn at 536 knots requires a bank angle of about 56
degrees. That’s “slightly” past the limit for passenger comfort in commercial
air travel, and 536 ktas is “slightly” above the speed limit of 250 KIAS below
10,000 feet anyway (yes, I know, the speed limit is “indicated airspeed” not
“true”, but c’mon now).<br />
<o:p></o:p></div>
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<div class="MsoNormal">
So what’s the deal with this huge turn radius on the
approach?<o:p></o:p></div>
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<br /></div>
<div class="MsoNormal">
Above about 180 KTAS, a standard rate turn requires greater
than 25 degrees of bank. As a result, faster aircraft use 25 degrees of bank as
a maximum, regardless of the “degrees-per-second” that result. (Note I am not a
jet pilot, but this comes from AIM 5-3-8j6, which admittedly only references
holding patterns. Please correct me if I am wrong.)<o:p></o:p></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
At 25 degrees of bank, the speed necessary for that 4.7 nm
diameter circle is “only” 273 KTAS. Still pretty quick, but not out of the
realm of possibility at the maximum 250 KIAS, depending on atmospheric
conditions!<o:p></o:p></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
This type of teardrop used to be seen quite often on the
military “HI” approach charts, where the idea was to cross the field at a high
altitude then have an outbound and inbound leg long enough for the descent – a
“high-altitude penetration turn”. But even then, many U.S. military bases do
not have them anymore. I’ll have to defer to any military aviators who read
this to let me know why.<o:p></o:p></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
I have no idea how many of these teardrop procedure turns
are around. It doesn’t seem to be very many, and the number is likely getting
smaller as the teardrop is replaced with other options. But if you see one, now
you know what it’s all about!<o:p></o:p></div>
Russhttp://www.blogger.com/profile/06271438246152236864noreply@blogger.com6tag:blogger.com,1999:blog-4982873379095996006.post-56784101037569748752015-01-13T20:10:00.002-05:002015-01-13T20:11:39.376-05:00"Higher in a minute" vs. "Climb via the SID"This isn't really a TERPS article like most of the rest of mine, but it's an important point that a friend's recent corporate jet flight out of Teterboro, NJ brought up.<br />
<br />
Here's what happened:<br />
<br />
He was cleared to depart runway 24 using the TETERBORO NINE departure, then to "climb via the SID, expect FL xxx 10 minutes after departure...". The TEB9 departure requires a couple of intermediate level offs before climbing up to your cleared altitude:<br />
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After takeoff, having leveled off at 1500 on heading 280, but prior to reaching 4.5 DME, ATC told him in the initial call, "Off of Teterboro, N12345, radar contact. Higher in a minute." In typical NYC-area fashion, the other nonstop radio communications prevented any immediate clarification.<br />
<br />
His question was the same as mine and yours - what exactly does the controller mean by "higher"? That's not standard phraseology. Higher than what in a minute? Typically something like this would be used when a delay is expected to the final altitude, FL xxx in this case. But since in this case there are some intermediate altitudes, there are essentially two possibilities:<br />
<br />
1. I can't clear you to FL xxx right now, but can soon. Since you were already cleared to climb via the SID, climbing to 2000 is fine but I'll have your "higher" altitude in a minute.<br />
2. I want you down at 1500 feet for now, don't climb up to 2000 yet. I can get you "higher" than you are currently in a minute.<br />
<br />
Who really knows what ATC wanted? The pilot chose (wisely) to assume the worst and stay at 1500. Fortunately, immediately upon crossing 4.5 DME he received a climb to 11,000, so the issue resolved itself without any further difficulties.<br />
<br />
The FAA has recently (April 2014) been implementing new "Climb via the SID" terminology, which in large part is designed to reduce this kind of ambiguous situation. However, it actually caused the confusion this time.<br />
<br />
NBAA has a great write-up and slideshow briefing on "Climb via" (and its sibling "Descend via" for STARs) at the following link. It's worth a read if you fly anywhere that you're commonly issued SIDs and STARs.<br />
<br />
http://www.nbaa.org/ops/cns/pbn/climb-via/<br />
<br />
Notice that subsequent altitude assignments effectively cancel the "climb via" authorization. A case could be made that in this example, that's exactly what happened.<br />
<br />
But I think the most important thing to take out of this scenario is what we all learn in Private Pilot training - if you don't understand what ATC wants you to do, don't assume, ask! If the frequency is so busy that you can't get in a word, then use good judgment and take what action is necessary. In this case, the PIC and SIC both decided they would stay at 1500 - in my opinion, the absolute right move.<br />
<br />
A long time ago (yes, in a galaxy far, far away too), someone told me that whenever you're trying to decide to doing something that you're not sure about, think how you would sound trying to explain your decision to a jury (or the NTSB for example). "Well, the controller told me 'higher in a minute', so I went ahead and climbed from 1500 to 2000 because I thought he meant I could go higher NOW, but even HIGHER in a minute." Doesn't sound very convincing, does it?<br />
<br />
It may very well have been what the controller wanted, but we don't know. Good communication is the key!<br />
<br />Russhttp://www.blogger.com/profile/06271438246152236864noreply@blogger.com0tag:blogger.com,1999:blog-4982873379095996006.post-87045480412817457182014-11-13T20:35:00.000-05:002014-11-13T20:37:29.477-05:00"Diverse Departure" procedures<div class="MsoPlainText">
I've written about various types of departure procedures
before - <a href="http://cfiruss.blogspot.com/2014/09/ifr-departures-visual-climb-over-airport.html" target="_blank">VCOAs here</a> and the option for <a href="http://cfiruss.blogspot.com/2014/08/00-takeoffs-for-part-91.html" target="_blank">Part 91 operators to take off in "0/0" conditions here</a>.<o:p></o:p></div>
<div class="MsoPlainText">
<br /></div>
<div class="MsoPlainText">
But I recently received some questions from a friend and
reader based on a recent flight of his from Denton, Texas to McAlester,
Oklahoma (MLC) and returning, which you can read about on <a href="http://pilottangocharlie.blogspot.com/" target="_blank">his blog at pilottangocharlie.blogspot.com</a>. After stopping at MLC, he got his clearance
which consisted of the MLC VOR as the first fix. There were some real
instrument conditions around, so this was a for-real instrument departure. But
the only departure "procedure" that is published for MLC is a set of
takeoff minimums. He realized this situation wasn't covered real well in his
instrument training, and needed a little refresher on how this works. <o:p></o:p></div>
<div class="MsoPlainText">
<br /></div>
<div class="MsoPlainText">
I can sympathize! My
instrument training was in southeast coastal Virginia, where the flat terrain
makes Obstacle Departure Procedures (ODP's) purely an academic exercise for the
most part. Add in that radar coverage was excellent and most IFR releases
simply started with "Fly runway heading..." and the result was that ODPs
were not covered very well during my IFR training (in fact, they may not have been covered at all). In my experience this is pretty common, which is unfortunate
because every flight starts with a departure!<o:p></o:p></div>
<div class="MsoPlainText">
<br /></div>
<div class="MsoPlainText">
McAlester actually has a good example of a basic textual
obstacle departure procedure (or lack thereof):<o:p></o:p></div>
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<br />
<div class="MsoPlainText">
From Runway 2 it has a pretty typical set of takeoff
minimums or a minimum climb gradient. This situation I covered in my
<a href="http://cfiruss.blogspot.com/2014/08/00-takeoffs-for-part-91.html" target="_blank">"0/0" article</a>, so I won't go into it here. But remember that
while these takeoff minimums aren't required for Part 91 operations, they are a
REALLY good idea.<o:p></o:p></div>
<div class="MsoPlainText">
<br /></div>
<div class="MsoPlainText">
From Runway 20 there are the same two options, plus a
third new one - the option to reduce takeoff distance by 1900 feet. This allows
the airplane to climb at a standard rate and still clear the nearby obstacle
with an acceptable safety margin. Obviously you would have to carefully plan to
make sure your airplane, on that day, given those weather conditions and
loading, can be off the ground by then. Seems like a small additional amount of
safety factor, and it is, but the reason for the shorter takeoff roll option is
just because some obstacle just barely penetrated the clearance surface and
this slight reduction resolves it.<o:p></o:p></div>
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This is a good time to note the "cross departure end
of the runway at least 35 feet AGL" wording in various training and
reference publications. This requirement has been removed from the TERPS - the
procedure design standards - but is still referenced in many FAA publications,
such as the Aeronautical Information Manual, <a href="http://www.faa.gov/air_traffic/publications/atpubs/aim/aim0502.html#aim0502.html.5" target="_blank">para 5-2-8b1</a> and the Instrument Procedures Handbook, page 1-14. Both of these say
substantially the same thing:<o:p></o:p></div>
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<br /></div>
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<i>"...required obstacle clearance for all departures,
including diverse, is based on the pilot crossing the departure end of the
runway at least 35 feet above the departure end of runway elevation..."</i><o:p></o:p></div>
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<br /></div>
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Which, while a good idea from a safety perspective, is not technically accurate any
longer. I believe the issue was one of planning - how do you determine whether
you can cross the departure end 35 feet high? Many light aircraft performance
charts give a 50-foot figure, but how do you extrapolate? So the standards were
revised to the easier-to-determine method of just getting airborne by the end
of the runway, unless otherwise specified.<o:p></o:p></div>
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Okay, so you took off, but now what?<o:p></o:p></div>
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<br /></div>
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In the MLC example, he was departing from runway 2, but
the first fix in his clearance was the MLC VOR to the south - behind him. How
to go about getting there?<o:p></o:p></div>
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<br /></div>
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In the absence of a departure procedure or specific ATC
instructions, the short answer is "however you want" (within reason
of course). There are only a couple of restrictions, both spelled out in the
same AIM paragraph linked above:<o:p></o:p></div>
<div class="MsoPlainText">
<br /></div>
<div class="MsoPlainText">
1. You climb on runway heading to 400 AGL before turning.<o:p></o:p></div>
<div class="MsoPlainText">
2. You keep climbing at the standard rate (200 feet per
nm) or as specified in the takeoff minimums up to your cleared altitude.<o:p></o:p></div>
<div class="MsoPlainText">
<br /></div>
<div class="MsoPlainText">
So in this case, the way to go would be to climb straight
ahead to a comfortable altitude, then turn direct to the VOR and proceed on
your cleared route. Depending on the ceiling and visibility, I might not turn
all the way around at 400 feet, though it should be safe to do so - a little
more altitude might be prudent in low IMC, plus it allows a little more time to
get turned around and tracking direct to the VOR, which is still very close
behind you.<o:p></o:p></div>
<div class="MsoPlainText">
<br /></div>
<div class="MsoPlainText">
This is what's known as a "diverse departure".
"Diverse" in this sense meaning "any direction", as there
are no restrictions placed on the pilot as far as routing goes. In
non-mountainous areas of the country like McAlester, Oklahoma, the safety of a
"200 feet per nm" climb gradient is evaluated out to 25 nm from the
airport. In mountainous areas, it's 46 nm. This is almost always enough to get
you on a published airway, above the OROCA, or into radar contact. And
if you're wondering what the definition of "mountainous area" is, the
FAA defines that as well in <a href="http://www.ecfr.gov/cgi-bin/retrieveECFR?gp=&SID=9b70afc60916091da9b3c6509edd0bb5&n=pt14.2.95&r=PART&ty=HTML#sp14.2.95.b" target="_blank">14 CFR 95</a>.<o:p></o:p></div>
<div class="MsoPlainText">
<br /></div>
<div class="MsoPlainText">
The map of the continental U.S. leads to some humorous
observations, like Scottsbluff, NE being considered mountainous. I suppose they
had to draw a line somewhere!<o:p></o:p></div>
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<br /></div>
<div class="MsoPlainText">
The great thing about takeoff minimums and departure
procedures is that you can always (and should always) review them, on the
ground, before even getting in the airplane. Once in flight you may have to
land at an unplanned airport, but I haven't yet heard of the takeoff happening
at a different airport!<o:p></o:p></div>
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Russhttp://www.blogger.com/profile/06271438246152236864noreply@blogger.com0tag:blogger.com,1999:blog-4982873379095996006.post-53863419047188616502014-10-29T22:20:00.000-04:002014-10-29T22:20:02.971-04:00TAA's and ILSes (and other acronyms!)<div class="MsoPlainText">
Be ready for a few acronyms!<o:p></o:p></div>
<div class="MsoPlainText">
<br /></div>
<div class="MsoPlainText">
The FAA has recently begun adding GPS routes into ILS
procedures, which in my opinion is a great thing! This combination of GPS and
ground-based navigation allows for more flexibility for routing and easier flyability
among other benefits. Here's what I'm talking about, see this example at
Statesville, NC (KSVH).<o:p></o:p></div>
<div class="MsoPlainText">
<br /></div>
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<a href="http://4.bp.blogspot.com/-_2SBWRokAkg/VFGermUBdCI/AAAAAAAAAVE/jij4jO6hejo/s1600/TAA1.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://4.bp.blogspot.com/-_2SBWRokAkg/VFGermUBdCI/AAAAAAAAAVE/jij4jO6hejo/s1600/TAA1.JPG" height="400" width="275" /></a></div>
<div class="MsoPlainText">
<br /></div>
<div class="MsoPlainText">
If you're not familiar with TAA's (Terminal Arrival
Areas), they are on many RNAV (GPS) approaches already but are just now being
added to ground-based approaches as well:<o:p></o:p></div>
<div class="MsoPlainText">
<br /></div>
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<a href="http://4.bp.blogspot.com/-MR3omCTy6pE/VFGernkfcEI/AAAAAAAAAU0/RHTC9WJIxdk/s1600/TAA3.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://4.bp.blogspot.com/-MR3omCTy6pE/VFGernkfcEI/AAAAAAAAAU0/RHTC9WJIxdk/s1600/TAA3.JPG" height="296" width="320" /></a></div>
<div class="MsoPlainText">
<br /></div>
<div class="MsoPlainText">
TAA's allow you to be cleared for the approach anywhere
within the depicted area, usually within 30nm of the fix shown (in this case
PEGTE). The minimum altitude you must be at depends on distance and what your
course is to that fix. So, in this example, coming from the west the minimum
altitude is 4300 until within 6 nm of PEGTE, then 3400. From the east it's
simpler, just 3400 all the way to PEGTE. Also notice that any course to the fix
from 195 clockwise to 015 is considered a "NoPT" segment, so you can
skip the depicted Hold-in-lieu-of-Procedure-Turn (HILPT). From the western half
of the TAA you are still required to execute the HILPT in the example.<o:p></o:p></div>
<div class="MsoPlainText">
<br /></div>
<div class="MsoPlainText">
Another benefit of the TAA is that they do not require a
VOR-based route into the procedure. Notice that the IF, PEGTE, is not anywhere
on the Low Enroute chart (though there are some crossing radials, it's not on
an airway). The TAA gives you the flexibility to be on a published segment of
the approach, flying direct to PEGTE from anywhere within 30nm.<o:p></o:p></div>
<div class="MsoPlainText">
<br /></div>
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<a href="http://2.bp.blogspot.com/-_HAwZ1_bbok/VFGesEw1gAI/AAAAAAAAAU8/W8IM8kH7a0E/s1600/TAA4.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://2.bp.blogspot.com/-_HAwZ1_bbok/VFGesEw1gAI/AAAAAAAAAU8/W8IM8kH7a0E/s1600/TAA4.JPG" height="231" width="400" /></a></div>
<div class="MsoPlainText">
<br /></div>
<div class="MsoPlainText">
Another example is that at Rock Hill, SC (KUZA).<o:p></o:p></div>
<div class="MsoPlainText">
<br /></div>
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<a href="http://4.bp.blogspot.com/-4HYJzpiQoBk/VFGersXWeqI/AAAAAAAAAU4/8fisnLSG_Hw/s1600/TAA2.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://4.bp.blogspot.com/-4HYJzpiQoBk/VFGersXWeqI/AAAAAAAAAU4/8fisnLSG_Hw/s1600/TAA2.JPG" height="400" width="272" /></a></div>
<div class="MsoPlainText">
<br /></div>
<div class="MsoPlainText">
This one has a complete "T" setup of IAFs and
the TAA to match. Unlike at KSVH, this allow you to come from essentially any
direction and avoid flying the HILPT. If you're coming from the northwest,
you'd fly direct to GUCRE, then be on a NoPT segment after reaching GUCRE headed
to CONEL. The same idea with TAGCU from the northeast. From the south, you'd
fly to CONEL and then proceed straight-in after reaching it.<o:p></o:p></div>
<div class="MsoPlainText">
<br /></div>
<div class="MsoPlainText">
One caution - if like in many airplanes, you're
displaying both your GPS and ILS guidance on the same CDI, make sure to switch
the CDI source as you reach the IF.<o:p></o:p></div>
<div class="MsoPlainText">
<br /></div>
<div class="MsoPlainText">
Another great benefit of a TAA is that ATC can clear you
for the approach from a long way away. In order for ATC to clear you for the
approach, you are required to either be on radar vectors OR established on a
published segment of that approach. Since being within the TAA is considered to
be on a published segment of the approach, you might be 28nm from GUCRE and
hear a very simple "N123, Cleared ILS Y runway 2 approach"!<o:p></o:p></div>
<div class="MsoPlainText">
<br /></div>
<div class="MsoPlainText">
Now, many of these TAA-to-ILS approaches probably also
have an RNAV (GPS) approach to the same runway with LPV minimums. In that case,
if you have a WAAS-equipped GPS receiver, you'd probably just fly the GPS
approach. But sometimes the minimums aren't quite the same, or there isn't an LPV
approach to that runway for various reasons, so the TAA-to-ILS might be a
benefit even with a WAAS receiver. If you AREN'T WAAS equipped, then the
TAA-to-ILS is great, because it doesn't take a WAAS receiver to fly it!<o:p></o:p></div>
<div class="MsoPlainText">
<br /></div>
<div class="MsoPlainText">
<o:p>For more about TAA's themselves, please see BruceAir's great blog post about them <a href="https://bruceair.wordpress.com/2011/06/02/terminal-arrival-areas-taa/" target="_blank">here.</a> Highly recommended reading!</o:p></div>
<div class="MsoPlainText">
<o:p><br /></o:p></div>
<div class="MsoPlainText">
I expect to see more and more of these published as time
goes on. Let me know if you see a new one!<o:p></o:p></div>
<div class="MsoPlainText">
<br /></div>
<div class="MsoPlainText">
<span style="font-size: x-small;">(Acronym count: 12. I guess that's not too
bad.)</span><o:p></o:p></div>
Russhttp://www.blogger.com/profile/06271438246152236864noreply@blogger.com0