DOCSLIB.ORG

Rudder Reversals Task

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text

Load more

Federal Register / Vol. 76, No. 59 / Monday, March 28, 2011 / Notices 17183 Below we provide FAA’s projected ACTION: Notice of new task assignment In two additional events, commonly average estimates for the next three for the Aviation Rulemaking Advisory known as the Miami Flight 903 event years: 1 Committee (ARAC). and the Interflug event, pilot Current Actions: New collection of commanded pedal reversals caused information. SUMMARY: The FAA assigned ARAC a A300–600/A310 fins to experience loads Type of Review: New Collection. new task to consider whether changes to greater than their ultimate load level. Affected Public: Individuals and part 25 are necessary to address rudder Both airplanes survived because they Households, Businesses and pedal sensitivity and rudder reversals. possessed greater strength than required Organizations, State, Local or Tribal This notice is to inform the public of by the current standards. Government. this ARAC activity. In January 2008, an Airbus 319 Average Expected Annual Number of FOR FURTHER INFORMATION CONTACT: encountered a wake vortex. The pilot activities: 2. Robert C. Jones, Propulsion/Mechanical responded with several pedal reversals. Respondents: 2,813. Systems Branch, ANM–112, Transport Analysis shows that this caused a fin Annual responses: 2,813. Airplane Directorate, Federal Aviation load exceeding limit load by Frequency of Response: Once per Administration, 1601 Lind Avenue, approximately 29 percent. The pilot request. SW., Renton, Washington 98057, eventually stabilized the airplane and Average minutes per response: 15. telephone (425) 227–1234, facsimile safely landed. The Transportation Safety Burden hours: 704. (425) 227–1149; e-mail Board (TSB) Canada investigated this An agency may not conduct or [email protected]. event, with the NTSB providing sponsor, and a person is not required to SUPPLEMENTARY INFORMATION: accredited representatives. respond to, a collection of information On May 27, 2005, a de Havilland unless it displays a currently valid Background DHC–8–100 (Dash 8) airplane Office of Management and Budget The FAA established the Aviation (registration C–GZKH, serial number control number. Rulemaking Advisory Committee 117) was on a passenger revenue flight Public Comments Invited: You are (ARAC) to provide advice and from St. John’s to Deer Lake, asked to comment on any aspect of this recommendations to the FAA Newfoundland, with 36 passengers and information collection, including (a) Administrator on the FAA’s rulemaking 3 crew on board. During the climb-out Whether the proposed collection of activities with respect to aviation- from St. John’s, the indicated airspeed information is necessary for FAA’s related issues. This includes obtaining gradually decreased to the point that the performance; (b) the accuracy of the advice and recommendations on the airplane entered an aerodynamic stall. estimated burden; (c) ways for FAA to FAA’s commitments to harmonize Title The airplane descended rapidly, out of enhance the quality, utility and clarity 14, Code of Federal Regulations (14 control, losing 4200 feet before recovery of the information collection; and (d) CFR), with its partners in Europe, was effected approximately 40 seconds ways that the burden could be Canada, and Brazil; in this instance, on later. The incident occurred during minimized without reducing the quality rudder pedal sensitivity and rudder daylight hours in instrument of the collected information. The agency reversals. The committee will address meteorological conditions. There were will summarize and/or include your the task under the ARAC’s Transport no injuries and the airplane was not comments in the request for OMB’s Airplane and Engine Issues, and will damaged. During this event, the pilot clearance of this information collection. reestablish the Flight Controls commanded a pedal reversal. Issued in Washington, DC, on March 21, Harmonization Working Group, to assist The FAA sponsored studies 1 to 2011. in analysis of this task. understand parameters that affect the Carla Scott, Recent research shows that regardless way pilots use the rudder. These studies FAA Information Collection Clearance of training, pilots make inadvertent and included a survey of transport pilots Officer, IT Enterprises Business Services erroneous rudder inputs, some of which from all over the world and real time Division, AES–200. have resulted in pedal reversals. piloted flight simulation. One of the [FR Doc. 2011–7179 Filed 3–25–11; 8:45 am] Accident and incident data show studies found that many experienced BILLING CODE 4910–13–P airplanes that have experienced pedal pilots misused the rudder after wake reversals that surpassed the airplane’s vortex encounters. A follow-on study structural limit load and sometimes showed that the key parameter leading DEPARTMENT OF TRANSPORTATION ultimate load. One case resulted in loss to excessive pedal use is short pedal of the vertical fin, the airplane and 265 travel. The analysis of a survey of large Federal Aviation Administration lives. airplane pilots found: On November 12, 2001, an Airbus 1. Pilots use the rudder more than Aviation Rulemaking Advisory A300–600 crashed at Belle Harbor on previously thought and often in ways Committee; Transport Airplane and climb-out resulting in 265 deaths and an Engine Issues—New Task airplane hull loss. The National 1 1. DOT/FAA/AM–10/14, The Rudder Survey Transportation Safety Board (NTSB) Technical Report. For a copy, call Sarah Peterson AGENCY: Federal Aviation at (405) 954–6840. found ‘‘that the probable cause of this Administration (FAA), DOT. 2. DOT/FAA/AR–09–5, Pilot Simulations Study accident was the in-flight separation of to Develop Transport Aircraft Rudder Control System Requirements Phase 1 Simulator Motion 1 The 60-day notice included the following the vertical stabilizer as a result of the System Requirements and Initial Results, Authors estimate of the aggregate burden hours for this loads beyond ultimate design that were Hoh, Desrochers, Niscoll, 18 April 2007. generic clearance Federal-wide: created by the first officer’s unnecessary Note: HAI is about to release another report that Average Expected Annual Number of activities: and excessive rudder pedal inputs. has additional and more important results 25,000. Contributing to these rudder pedal (essentially that pilot tendency to over-control Average number of Respondents per Activity: correlates very strongly with pedal travel). 200. inputs were characteristics of the Airbus A300–600 rudder system design and 3. DOT/FAA/AR–10/17, Piloted Simulation Annual responses: 5,000,000. Study to Develop Transport Aircraft Rudder Control Frequency of Response: Once per request. elements of the American Airlines System Requirements Phase 2 Develop Criteria for Average minutes per response: 30. Advanced Aircraft Maneuvering Rudder Overcontrol, Authors Hoh, Desrochers, Burden hours: 2,500,000. Program.’’ Niscoll. VerDate Mar<15>2010 19:08 Mar 25, 2011 Jkt 223001 PO 00000 Frm 00081 Fmt 4703 Sfmt 4703 E:\FR\FM\28MRN1.SGM 28MRN1 Emcdonald on DSK2BSOYB1PROD with NOTICES 17184 Federal Register / Vol. 76, No. 59 / Monday, March 28, 2011 / Notices not recommended by the design discourage pilots from making pedal 5. Are there any regulations or approval holders (DAHs). reversals (reduce pedal sensitivity). guidance material that might conflict 2. Pilots make erroneous pedal inputs, If ARAC determines new with the proposal? and some erroneous pedal inputs requirements are necessary, it must 6. Does current technology exist to include rudder reversals. recommend performance-based support implementation of new 3. After years of training, many pilots standards that allows manufacturers the requirements? are not aware that they should not make flexibility to design airplanes to meet 7. What are the effects and pedal reversals, even below design their needs while ensuring airplane implications of any proposed change maneuvering speed (VA). Note: Over the safety. ARAC would also need to regarding commonly used system past 4 years, training and Airplane recommend methods of compliance designs? For example, would a new Flight Manual (AFM) changes have (criteria), such as background standard cause adverse interaction with directed the pilot not to make cyclic simulation or piloted simulation, to currently used fly-by-wire flight control control inputs, but events occurred support the rule change. systems, stability augmentation or auto- despite this effort. In addition, ARAC must consider the flight systems, or with current 4. Pilots in airplane upset situations need to revise 14 CFR parts 26, 121, 125, operations? (e.g., wake vortex encounters) may 129, and 135, or to write airworthiness 8. Does the proposed solution present revert to prior training and make directives to address the safety concerns any issues relating to specific flight excessive pedal inputs that they may posed by rudder reversals in the existing phases or environmental conditions? If then counter with pedal reversals. so, what are they, and how should they The current standards in part 25 transport airplane fleet. Finally, ARAC must recommend criteria that can be be addressed? address large pedal inputs at airspeeds 9. What recommended guidance used to determine the need for retrofit. up to the design dive airspeed (VD). This material is needed? ensures safe structural airplane ARAC is expected to provide a report 10. After reviewing airworthiness characteristics throughout the flight that addresses the following
Recommended publications
  • Use of Rudder on Boeing Aircraft

    Use of Rudder on Boeing Aircraft

    12ADOBL02 December 2011 Use of rudder on Boeing aircraft According to Boeing the Primary uses for rudder input are in crosswind operations, directional control on takeoff or roll out and in the event of engine failure. This Briefing Leaflet was produced in co-operation with Boeing and supersedes the IFALPA document 03SAB001 and applies to all models of the following Boeing aircraft: 707, 717, 727, 737, 747, 757, 767, 777, 787, DC-8, DC-9, DC-10, MD-10, md-11, MD-80, MD-90 Sideslip Angle Fig 1: Rudder induced sideslip Background As part of the investigation of the American Airlines Flt 587 crash on Heading Long Island, USA the United States National Transportation Safety Board (NTSB) issued a safety recommendation letter which called Flight path for pilots to be made aware that the use of “sequential full opposite rudder inputs can potentially lead to structural loads that exceed those addressed by the requirements of certification”. Aircraft are designed and tested based on certain assumptions of how pilots will use the rudder. These assumptions drive the FAA/EASA, and other certifica- tion bodies, requirements. Consequently, this type of structural failure is rare (with only one event over more than 45 years). However, this information about the characteristics of Boeing aircraft performance in usual circumstances may prove useful. Rudder manoeuvring considerations At the outset it is a good idea to review and consider the rudder and it’s aerodynamic effects. Jet transport aircraft, especially those with wing mounted engines, have large and powerful rudders these are neces- sary to provide sufficient directional control of asymmetric thrust after an engine failure on take-off and provide suitable crosswind capability for both take-off and landing.
  • Using an Autothrottle to Compare Techniques for Saving Fuel on A

    Using an Autothrottle to Compare Techniques for Saving Fuel on A

    Iowa State University Capstones, Theses and Graduate Theses and Dissertations Dissertations 2010 Using an autothrottle ot compare techniques for saving fuel on a regional jet aircraft Rebecca Marie Johnson Iowa State University Follow this and additional works at: https://lib.dr.iastate.edu/etd Part of the Electrical and Computer Engineering Commons Recommended Citation Johnson, Rebecca Marie, "Using an autothrottle ot compare techniques for saving fuel on a regional jet aircraft" (2010). Graduate Theses and Dissertations. 11358. https://lib.dr.iastate.edu/etd/11358 This Thesis is brought to you for free and open access by the Iowa State University Capstones, Theses and Dissertations at Iowa State University Digital Repository. It has been accepted for inclusion in Graduate Theses and Dissertations by an authorized administrator of Iowa State University Digital Repository. For more information, please contact [email protected]. Using an autothrottle to compare techniques for saving fuel on A regional jet aircraft by Rebecca Marie Johnson A thesis submitted to the graduate faculty in partial fulfillment of the requirements for the degree of MASTER OF SCIENCE Major: Electrical Engineering Program of Study Committee: Umesh Vaidya, Major Professor Qingze Zou Baskar Ganapathayasubramanian Iowa State University Ames, Iowa 2010 Copyright c Rebecca Marie Johnson, 2010. All rights reserved. ii DEDICATION I gratefully acknowledge everyone who contributed to the successful completion of this research. Bill Piche, my supervisor at Rockwell Collins, was supportive from day one, as were many of my colleagues. I also appreciate the efforts of my thesis committee, Drs. Umesh Vaidya, Qingze Zou, and Baskar Ganapathayasubramanian. I would also like to thank Dr.
  • Touring Rudder Sit-On Top Kit Kit to Fit Rudder Enabled Sit-On Tops with a 10Mm Rudder Fixing Point

    Touring Rudder Sit-On Top Kit Kit to Fit Rudder Enabled Sit-On Tops with a 10Mm Rudder Fixing Point

    touring rudder sit-on top kit Kit to fit rudder enabled sit-on tops with a 10mm rudder fixing point. Note: It is easier to fit the Touring Rudder System if you have a screw hatch fitted to the rear stowage area of the kayak. If your kayak does not have this screw hatch and you wish to fit one, please contact a Perception dealer for advice. These instructions explain how to fit the rudder kit to a kayak with or without a rear screw hatch in place. Please make sure you follow the correct steps for your version of sit-on top kayak. This kit should contain the following: 1x rudder assembly with up-haul rope & split ring 4x deck fittings 4x length of rudder hose 5x self tapping screws 2x Dyneema control line - with cord end assembly 2x oval toggle 1x pair of Tip-Toes control footrests with foam washers 1x length of 4mm shock cord 6x footrest screws, washers and nuts - pre-fitted 1x rudder park - inc. hook, shock cord & fixing block You will also require some tools to fit this kit: Drill with 3mm, 5mm and 6mm drill bits Marker pen Short phillips screwdriver Wire cutters Small adjustable spanner or pair of pliers Lighter Tape measure Small amount of sticky tape Please read these instructions carefully before fitting! Step 1 - Control line entry points The rudder will need to have two control lines attached, each one running through hose sections inside the kayak from the rudder to the Tip-Toes footrests. This kit has four hose sections (two pairs) as two sections are needed per control line.
  • Boeing 737 Postmaintenance Test Flight Encounters Uncommanded Roll-And-Yaw Oscillations

    Boeing 737 Postmaintenance Test Flight Encounters Uncommanded Roll-And-Yaw Oscillations

    FLIGHT SAFETY FOUNDATION Accident Prevention Vol. 55 No. 5 For Everyone Concerned with the Safety of Flight May 1998 Boeing 737 Postmaintenance Test Flight Encounters Uncommanded Roll-and-yaw Oscillations Fluid leaking from the cabin onto the yaw-damper coupler in the electronic-and-equipment bay affected electronic signals transmitted to the yaw-damper actuator and caused a dutch-roll oscillation. FSF Editorial Staff On Oct. 22, 1995, a Boeing 737-236 Advanced was • “Sufficiently conductive contaminant paths in straight-and-level flight at Flight Level (FL) 200 between certain adjacent pins had affected the (20,000 feet), at an indicated airspeed of 290 knots phase and magnitude of the signals transmitted when roll-and-yaw oscillations began. The flight crew to the yaw-damper actuator, thereby stimulating disengaged the autopilot, autothrottles and yaw a forced dutch-roll mode of the aircraft; damper, but the uncommanded roll-and-yaw oscillations continued. • “The location of the E&E bay — beneath the cabin floor in the area of the aircraft doors, galleys The crew declared an emergency and descended to and toilets — made it vulnerable to fluid ingress 7,000 feet. The oscillations stopped when airspeed was from a variety of sources; [and,] reduced to about 250 knots. After a satisfactory check of the aircraft’s low-speed handling characteristics, the • “The crew actions immediately following the crew returned to London (England) Gatwick Airport onset of the dutch-roll oscillations did not result and landed without further incident. in the disengagement of the malfunctioning yaw- damper system.” The U.K. Air Accidents Investigation Branch (AAIB), in its final report on the incident, identified four causal factors: The B-737, operated by British Airways, was built in 1980 and had accumulated 37,871 hours in service.
  • Aerosport Modeling Rudder Trim

    Aerosport Modeling Rudder Trim

    AEROSPORT MODELING RUDDER TRIM Segment: MOBILITY PARTS PROVIDERS | Engineering companies Application vertical: MOBILITY AND TRANSPORTATION | AircraFt Application type: FINAL PART: Short runs THE CUSTOMER FINAL PART: SHORT RUNS AEROSPORT MODELING RUDDER TRIM COMPANY DESCRIPTION APPLICATION TRADITIONAL MANUFACTURING Some planes are equipped with small tabs on the control surfaces (e.g., rudder trim Assembly of 26 different machined and standard parts Aerosport Modeling & Design was established in tabs, aileron tabs, elevator tabs) so the pilot can make minute adjustments to pitch, September 1996, and since then, they have worked to yaw, and roll to keep the airplane flying a true, clean line through the air. This produce the highest-possible quality prototypes, improves speed by reducing drag from the larger, constant movements of the full appearance models, working models, and machined rudder, aileron, and elevator. parts, and to meet or exceed client expectations. The company strives to be seen as a partner to their Many airplanes also have rudder and/or aileron trim systems. On some, the rudder clients and an extension of their design and trim tab is rigid but adjustable on the ground by bending: It is angled slightly to the development team, not just a supplier of prototyping left (when viewed from behind) to lessen the need for the pilot to push the rudder services. pedal constantly in order to overcome the left-turning tendencies of many prop- driven aircraft. Some aircraft have hinged rudder trim tabs that the pilot can adjust Aerosport Products spun off from sister company in flight. Aerosport Modeling & Design in 2009 to develop products for experimental aircraft, the first of which When a servo tab is employed, it is moved into the slipstream opposite of the was the RV-10 Carbon Fiber Instrument Panel.
  • 11ADOBL04 December 2010

    11ADOBL04 December 2010

    11ADOBL04 December 2010 Use of rudder on Airbus A300-600/A310 (extracted from former FCOM Bulletin N°15/1 – Subject N°40) Reason for issue On February 8th, 2002, the National Transportation Safety Board (NTSB), in cooperation with the French Bureau d'Enquêtes et d'Analyses (BEA), issued recommendations that aircraft manufacturers re-emphasize the structural certification requirements for the rudder and vertical stabilizer, showing how some maneuvers can result in exceeding design lim- its and even lead to structural failure. The purpose of this Bulletin is to re-emphasize proper operational use of the rudder, highlight certification requirements and rud- der control design characteristics. Yaw control General In flight, yaw control is provided by the rudder, and directional stability is provided by the vertical stabilizer. The rudder and vertical stabilizer are sized to meet the two following objectives: Provide sufficient lateral control of the aircraft during crosswind takeoffs and landings, within the published crosswind limits (refer to FCOM Operating Limitations chapter). Provide positive aircraft control under conditions of engine failure and maximum asymmetric thrust, at any speed above Vmcg (minimum control speed - on ground). The vertical stabilizer and the rudder must be capable of generating sufficient yawing moments to maintain directional control of the aircraft. The rudder deflection, necessary to achieve these yawing moments, and the resulting sideslip angles place significant aerodynamic loads on the rudder and on the vertical stabilizer. Both are designed to sustain loads as prescribed in the JAR/FAR 25 certification requirements which define several lateral loading conditions (maneuver, gust loads and asymmetric loads due to engine failure) leading to the required level of structural strength.
  • B737-800 FTD System Failures

    B737-800 FTD System Failures

    IOS B737 FTD System Failures 0 Welcome The information contained within this document is believed to be accurate at the time of publication. However, it is subject to change without notice and does not represent a commitment on the part of Multi Pilot Simulations (MPS). Multi Pilot Simulations assumes no responsibility or liability for any errors or inaccuracies that may appear in this document. Boeing, Boeing 737 and Boeing 737NG are registered trademarks of Boeing Company. Airbus, Airbus A320 are registered trademarks of Airbus. All other trademarks mentioned herein are the property of their respective owners. All rights reserved. No rights or claims can be derived from data in this document. WELCOME-1 FSTD: B737 FTD 1 Index Applicability: - Failures marked with a @-sign in the failure title are available on FNPT II/MCC and FTD1/FTD2 FSTDs - Failures without a @-sign are available on FTD1/FTD2 FSTDs only 0 WELCOME .................................................................................................................................. 1 CONTACT INFORMATION ................................................................................................................................ 1 DOCUMENT OWNER ....................................................................................................................................... 1 REVISION HISTORY ......................................................................................................................................... 1 1 INDEX ...................................................................................................................................
  • Commercial Aftermarket Services About Moog

    Commercial Aftermarket Services About Moog

    Commercial Aftermarket Services About Moog Moog Inc. is a worldwide designer, manufacturer, and integrator of precision motion control products and systems. Over the past 60 years, we have developed a reputation for delivering innovative solutions for the most challenging motion control applications. As a result, we have become a key supplier to the world’s leading aircraft manufacturers and are positioned on virtually every platform in the marketplace – supplying reliable actuation systems that are highly supportable and add significant value for our customers. A key element of our success has been our customer focus. With Moog, you will find a team of people ready to deliver quality products and support services, all while being flexible and responsive to your needs. Our superior products and services directly reflect the creativity, work ethic and remarkable attention to purpose of our people. We exhibit our commitment by supporting our products throughout the life cycle of a platform, from idea conception and design of original parts, to aftermarket support and 24/7 service. With Moog, you will find a wide spectrum of products, services and support from a dedicated and trustworthy organization. Our culture, coupled with our commitment to our customers, process control and product innovation, will continue to drive the success of our company and yours. 2 Moog Products & Services Moog is the world’s premier supplier of high performance products and support services for commercial, military and business jet aircraft. We offer a complete range of technologies, an extensive heritage in systems integration, and stand behind our products with an unparalleled global customer support network.
  • COURSE INFORMATION M1

    COURSE INFORMATION M1

    AII/1 Standard Wheel Orders All wheel orders given should be repeated by the helmsman and the officer of the watch should ensure that they are carried out correctly and immediately. All wheel orders should be held until countermanded. The helmsman should report immediately if the vessel does not answer the wheel. When there is concern that the helmsman is inattentive s/he should be questioned: "What is your heading ?" And s/he should respond: "My heading is ... degrees." Order Meaning 1. Midships Rudder to be held in the fore and aft position. 2. Port / starboard five 5° of port / starboard rudder to be held. 3. Port / starboard ten 10°of port / starboard rudder to be held. 4. Port / starboard fifteen 15°of port / starboard rudder to be held. 5. Port / starboard twenty 20° of port / starboard rudder to be held. 6. Port / starboard twenty-five 25°of port / starboard rudder to be held. 7. Hard -a-port / starboard Rudder to be held fully over to port / starboard. 8. Nothing to port/starboard Avoid allowing the vessel’s head to go to port/starboard . 9.Meet her Check the swing of the vessel´s head in a turn. 10. Steady Reduce swing as rapidly as possible. 11. Ease to five / ten Reduce amount of rudder to 5°/10°/15°/20° and hold. / fifteen / twenty 12. Steady as she goes Steer a steady course on the compass headin g indicated at the time of the order. The helmsman is to repeat the order and call out the compass heading on receiving the order.
  • National Transportation Safety Board Washington, Dc 20594 Aircraft

    National Transportation Safety Board Washington, Dc 20594 Aircraft

    PB99-910401 ‘I NTSB/AAR-99/01 DCA94MA076 NATIONAL TRANSPORTATION SAFETY BOARD WASHINGTON, D.C. 20594 AIRCRAFT ACCIDENT REPORT UNCONTROLLED DESCENT AND COLLISION WITH TERRAIN USAIR FLIGHT 427 BOEING 737-300, N513AU NEAR ALIQUIPPA, PENNSYLVANIA SEPTEMBER 8, 1994 6472A Abstract: This report explains the accident involving USAir flight 427, a Boeing 737-300, which entered an uncontrolled descent and impacted terrain near Aliquippa, Pennsylvania, on September 8, 1994. Safety issues in the report focused on Boeing 737 rudder malfunctions, including rudder reversals; the adequacy of the 737 rudder system design; unusual attitude training for air carrier pilots; and flight data recorder parameters. Safety recommendations concerning these issues were addressed to the Federal Aviation Administration. The National Transportation Safety Board is an independent Federal Agency dedicated to promoting aviation, raiload, highway, marine, pipeline, and hazardous materials safety. Established in 1967, the agency is mandated by Congress through the Independent Safety Board Act of 1974 to investigate transportation accidents, study transportation safety issues, and evaluate the safety effectiveness of government agencies involved in transportation. The Safety Board makes public its actions and decisions through accident reports, safety studies, special investigation reports, safety recommendations, and statistical reviews. Recent publications are available in their entirety at http://www.ntsb.gov/. Other information about available publications may also be obtained from the Web site or by contacting: National Transportation Safety Board Public Inquiries Section, RE-51 490 L’Enfant Plaza, East, S.W. Washington, D.C. 20594 Safety Board publications may be purchased, by individual copy or by subscription, from the National Technical Information Service.
  • Flight Deck Solutions, Technologies and Services Moving the Industry Forward Garmin Innovation Brings Full Integration to Business Flight Operations and Support

    Flight Deck Solutions, Technologies and Services Moving the Industry Forward Garmin Innovation Brings Full Integration to Business Flight Operations and Support

    FLIGHT DECK SOLUTIONS, TECHNOLOGIES AND SERVICES MOVING THE INDUSTRY FORWARD GARMIN INNOVATION BRINGS FULL INTEGRATION TO BUSINESS FLIGHT OPERATIONS AND SUPPORT From web-based flight planning, fleet scheduling and tracking services to integrated flight display technology, head-up displays, advanced RNP navigation, onboard weather radar, Data Comm datalinks and much more — Garmin offers an unrivaled range of options to help make flying as smooth, safe, seamless and reliable as it can possibly be. Whether you operate a business jet, turboprop or hard-working helicopter, you can look to Garmin for industry-leading solutions scaled to fit your needs and your cockpit. The fact is, no other leading avionics manufacturer offers such breadth of capability — or such versatile configurability — in its lineup of flight deck solutions for aircraft manufacturers and aftermarket upgrades. When it comes to bringing out the best in your aircraft, Garmin innovation makes all the difference. CREATING A VIRTUAL REVOLUTION IN GLASS FLIGHT DECK SOLUTIONS By presenting key aircraft performance, navigation, weather, terrain routings and so on. The map function is designed to interface with a and traffic information, in context, on large high-resolution color variety of sensor inputs, so it’s easy to overlay weather, lightning, traffic, displays, today’s Garmin glass systems bring a whole new level of terrain, towers, powerlines and other avoidance system advisories, as clarity and simplicity to flight. The screens offer wide viewing angles, desired. These display inputs are selectable, allowing the pilot to add advanced backlighting and crystal-sharp readability, even in bright or deselect overlays to “build at will” the map view he or she prefers for sunlight.
  • Hondajet Model HA-420

    Hondajet Model HA-420

    Honda Aircraft Company PILOT’S OPERATING MANUAL HondaJet Model HA-420 Original Issue: December 10, 2015 Revision B2: March 3, 2017 This Pilot’s Operating Manual is supplemental to the current FAA Approved Airplane Flight Manual, HJ1-29000-003-001. If any inconsistencies exist between this Pilot’s Operating Manual and the FAA Approved Airplane Flight Manual, the FAA Approved Airplane Flight Manual shall be the governing authority. These commodities, technology, or software were exported from the United States in accordance with the Export Administration Regulations. Diversion contrary to U.S. law is prohibited. P/N: HJ1-29000-005-001 Copyright © Honda Aircraft Company 2016 FOR TRAINING PURPOSES ONLY Honda Aircraft Company Copyright © Honda Aircraft Co., LLC 2016 All Rights Reserved. Published by Honda Aircraft Company 6430 Ballinger Road Greensboro, NC 27410 USA www.hondajet.com Copyright © Honda Aircraft Company 2016 FOR TRAINING PURPOSES ONLY Honda Aircraft Company LIST OF EFFECTIVE PAGES This list contains all current pages with effective revision date. Use this list to maintain the most current version of the manual: Insert the latest revised pages. Then destroy superseded or deleted pages. Note: A vertical revision bar in the left margin of the page indicates pages that have been added, revised or deleted. MODEL HA-420 PILOT’S OPERATING MANUAL Title Page ...................................................................... March 3, 2017 Copyright Page ............................................................. March 3, 2017 List of Effective Pages .................................................. March 3, 2017 Record of Revisions ..................................................... March 3, 2017 Record of Temporary Revisions ................................... March 3, 2017 List of Service Bulletins ............................................... March 3, 2017 Documentation Group .................................................. March 3, 2017 SECTION 1 – SYSTEMS DESCRIPTION Pages 1 – 232 ..........................................................