Getting to Grips with Cat 2 Cat 3
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Instrument Standard Operating Procedures
INSTRUMENT STANDARD OPERATING PROCEDURES INTRODUCTION PRE-FLIGHT ACTIONS BASIC INSTRUMENT MANEUVERS UNUSUAL ATTITUDE RECOVERY HOLDING PROCEDURES INSTRUMENT APPROACH PROCEDURES APPENDIX TABLE OF CONTENTS INTRODUCTION AND THEORY .......................................................................................................... 1 PRE-FLIGHT ACTIONS ........................................................................................................................ 3 IMC WEATHER ................................................................................................................................... 3 PRE-FLIGHT INSTRUMENT CHECKS ......................................................................................... 3 BASIC INSTRUMENT MANEUVERS ................................................................................................... 6 STRAIGHT AND LEVEL FLIGHT (SLF) ......................................................................................... 6 CHANGES OF AIRSPEEDS .......................................................................................................... 8 CONSTANT AIRSPEED CLIMBS AND DESCENTS ..................................................................... 9 CONSTANT RATE CLIMBS AND DESCENTS ............................................................................ 10 TIMED TURNS TO MAGNETIC COMPASS HEADINGS ............................................................ 12 MAGNETIC COMPASS TURNS ................................................................................................. -
Lighting up to 7 Times Brighter Than Other LED Landing Lights!
Lighting FAA-PMA Approved AeroLEDs Lighting Increase safety and reduce operating cost! See the Difference... Lighting Know the Difference... • Increased safety • Direct replacement • Up to 80% reduced power consumption • Long life - over 50,000 hours! • Lighter weight - no heavy power supply - save up to 3 lbs • Reduced drag • Zero maintenance • 10x more efficient than incandescent! Increased Safety AeroLED lights allow you to comply with the latest FAA recommendations (Operation Lights On) regarding extended use of taxi, landing, and anti-collision lights without fear of reduced light performance or life. They all feature optimized light color (6500k sunlight equivalent) for proven superior air-to-air recognition. The landing and taxi lights also feature an optional pulsed recognition light mode. Reduced Power Consumption High efficiency LED lights use less than 1/3 the power of halogen bulbs. They significantly reduce the load on the electrical system and they won't dim due to low voltage, typical of low RPM final approaches when you need them most! Postition lights aerodynamic design results in less drag than original equipment! Longer Life - Zero Maintenance All AeroLED products are designed to be a "lifetime buy". They last over 50,000 hours when properly installed and do not degrade with on/off cycles. They are extremely rugged and hardened against all kinds of electrical damage, shock, and vibration. Up to 7 times brighter than other LED landing lights! PAR36 Landing Light Comparison Measured Brightness at 50 Ft. Manufacturer Intensity -
Bell 429 Product Specifications
BELL 429 SPECIFICATIONS BELL 429 SPECIFICATIONS Publisher’s Notice The information herein is general in nature and may vary with conditions. Individuals using this information must exercise their independent judgment in evaluating product selection and determining product appropriateness for their particular purpose and requirements. For performance data and operating limitations for any specific mission, reference must be made to the approved flight manual. Bell Helicopter Textron Inc. makes no representations or warranties, either expressed or implied, including without limitation any warranties of merchantability or fitness for a particular purpose with respect to the information set forth herein or the product(s) and service(s) to which the information refers. Accordingly, Bell Helicopter Textron Inc. will not be responsible for damages (of any kind or nature, including incidental, direct, indirect, or consequential damages) resulting from the use of or reliance on this information. Bell Helicopter Textron Inc. reserves the right to change product designs and specifications without notice. © 2019 Bell Helicopter Textron Inc. All registered trademarks are the property of their respective owners. FEBRUARY 2019 © 2019 Bell Helicopter Textron Inc. Specifications subject to change without notice. i BELL 429 SPECIFICATIONS Table of Contents Bell 429 ..................................................................................................................................1 Bell 429 Specification Summary (U.S. Units) ........................................................................4 -
Performance Improvement Methods for Terrain Database Integrity
PERFORMANCE IMPROVEMENT METHODS FOR TERRAIN DATABASE INTEGRITY MONITORS AND TERRAIN REFERENCED NAVIGATION A thesis presented to the Faculty of the Fritz J. and Dolores H. Russ College of Engineering and Technology of Ohio University In partial fulfillment of the requirements for the degree Master of Science Ananth Kalyan Vadlamani March 2004 This thesis entitled PERFORMANCE IMPROVEMENT METHODS FOR TERRAIN DATABASE INTEGRITY MONITORS AND TERRAIN REFERENCED NAVIGATION BY ANANTH KALYAN VADLAMANI has been approved for the School of Electrical Engineering and Computer Science and the Russ College of Engineering and Technology by Maarten Uijt de Haag Assistant Professor of Electrical Engineering and Computer Science R. Dennis Irwin Dean, Russ College of Engineering and Technology VADLAMANI, ANANTH K. M.S. March 2004. Electrical Engineering and Computer Science Performance Improvement Methods for Terrain Database Integrity Monitors and Terrain Referenced Navigation (115pp.) Director of Thesis: Maarten Uijt de Haag Terrain database integrity monitors and terrain-referenced navigation systems are based on performing a comparison between stored terrain elevations with data from airborne sensors like radar altimeters, inertial measurement units, GPS receivers etc. This thesis introduces the concept of a spatial terrain database integrity monitor and discusses methods to improve its performance. Furthermore, this thesis discusses an improvement of the terrain-referenced aircraft position estimation for aircraft navigation using only the information from downward-looking sensors and terrain databases, and not the information from the inertial measurement unit. Vertical and horizontal failures of the terrain database are characterized. Time and frequency domain techniques such as the Kalman filter, the autocorrelation function and spectral estimation are designed to evaluate the performance of the proposed integrity monitor and position estimator performance using flight test data from Eagle/Vail, CO, Juneau, AK, Asheville, NC and Albany, OH. -
Advisory Circular (AC)
U.S. Department Advisory of Transportation Federal Aviation Administration Circular Subject: Parts 91, 121, 125, and 135 Date: 7/30/12 AC No: 120-74B Flightcrew Procedures During Taxi Initiated by: Change: Operations AFS-200/800 1. PURPOSE. This advisory circular (AC) provides guidelines for the development and implementation of standard operating procedures (SOP) for conducting safe aircraft operations during taxiing to avoid causing a runway incursion. In accordance with Federal Aviation Administration (FAA) Order 7050.1, Runway Safety Program, the definition of a runway incursion is any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle, or person on the protected area of a surface designated for the landing and takeoff of aircraft. It is intended for use by persons operating aircraft with two or more pilots on the flight deck under Title 14 of the Code of Federal Regulations (14 CFR) parts 91, 121, 125, and 135. The FAA recommends that these guidelines become an integral part of all SOPs, flight operations manuals (FOM), and formal flightcrew member training programs. The use of flightcrew SOPs should be emphasized and employed during all phases of flight, including ground operations. Appendices 1 and 2 of this AC contain examples of SOPs that are identical or similar to some SOPs currently in use. These appendices are not directive or prescriptive in nature and do not represent a rigid FAA view of Best Practices. SOPs may vary among fleets and among certificate holders and may change over time. Operators may integrate the information contained in Appendices 1 and 2 into their fleet-specific, route-specific, and equipment-specific operations and checklists. -
Estimation of Aircraft Taxi-Out Fuel Burn Using Flight Data Recorder Archives
Estimation of Aircraft Taxi-out Fuel Burn using Flight Data Recorder Archives Harshad Khadilkar∗ and Hamsa Balakrishnany Massachusetts Institute of Technology, Cambridge, MA 02139, USA The taxi-out phase of a flight accounts for a significant fraction of total fuel burn for aircraft. In addition, surface fuel burn is also a major contributor to CO2 emissions in the vicinity of airports. It is therefore desirable to have accurate estimates of fuel consumption on the ground. This paper builds a model for estimation of on-ground fuel consumption of an aircraft, given its surface trajectory. Flight Data Recorder archives are used for this purpose. The taxi-out fuel burn is modeled as a linear function of several factors including the taxi-out time, number of stops, number of turns, and number of acceleration events. The statistical significance of each potential factor is investigated. The parameters of the model are estimated using least-squares regression. Since these parameters are estimated using data from operational aircraft, they provide more accurate estimates of fuel burn than methods that use idealized physical models of fuel consumption based on aircraft velocity profiles, or the baseline fuel consumption estimates provided by the International Civil Aviation Organization. Our analysis shows that in addition to the total taxi time, the number of acceleration events is a significant factor in determining taxi fuel consumption. Nomenclature ICAO International Civil Aviation Organization FDR Flight Data Recorder MTOW Maximum TakeOff Weight Tamb Ambient absolute temperature f Total fuel consumed during taxi-out t Taxi-out time ns Number of stops nt Number of turns na Number of acceleration events I. -
Department of Transportation Federal Aviation Administration
Thursday, October 6, 2005 Part II Department of Transportation Federal Aviation Administration 14 CFR Parts 1, 25, 91, etc. Enhanced Airworthiness Program for Airplane Systems/Fuel Tank Safety (EAPAS/FTS); Proposed Advisory Circulars; Proposed Rule and Notices VerDate Aug<31>2005 16:39 Oct 05, 2005 Jkt 208001 PO 00000 Frm 00001 Fmt 4717 Sfmt 4717 E:\FR\FM\06OCP2.SGM 06OCP2 58508 Federal Register / Vol. 70, No. 193 / Thursday, October 6, 2005 / Proposed Rules DEPARTMENT OF TRANSPORTATION • Mail: Docket Management Facility; before and after the comment closing U.S. Department of Transportation, 400 date. If you wish to review the docket Federal Aviation Administration Seventh Street, SW., Nassif Building, in person, go to the address in the Room PL–401, Washington, DC 20590– ADDRESSES section of this preamble 14 CFR Parts 1, 25, 91, 121, 125, 129 001. between 9 a.m. and 5 p.m., Monday • Fax: 1–202–493–2251. through Friday, except Federal holidays. [Docket No. FAA–2004–18379; Notice No. • Hand Delivery: Room PL–401 on You may also review the docket using 05–08 ] the plaza level of the Nassif Building, the Internet at the Web address in the RIN 2120–AI31 400 Seventh Street, SW., Washington, ADDRESSES section. DC, between 9 a.m. and 5 p.m., Monday Privacy Act: Using the search function Enhanced Airworthiness Program for through Friday, except Federal holidays. of our docket Web site, anyone can find Airplane Systems/Fuel Tank Safety For more information on the and read the comments received into (EAPAS/FTS) rulemaking process, see the any of our dockets, including the name SUPPLEMENTARY INFORMATION section of of the individual sending the comment AGENCY: Federal Aviation this document. -
Cockpit Acceptance Check Primo Ingresso Nel Cockpit E Preparazione – PAG 1/2 1. BATTERY SWITCH
Cockpit Acceptance Check Primo Ingresso nel Cockpit e Preparazione – PAG 1/2 1. BATTERY SWITCH ..................................................................ON 2. DC Selector ……………………..…………………………………..…….BAT 3. Panel Lights..........................................................ON if required 4. GROUND POWER (If Available) ..............................................ON 5. AC Selector (if GND POWER On) …………………………...GRD PWR 6. ELECTRICAL HYDRAULIC PUMP SWITCHES (ALL) …..........OFF 7. PAX/CARGO/SERVICE DOOR LIGHT …….…….…CHECK ALL OFF 8. EMERGENCY EXIT lights switch ………...ARMED (Guard DOWN) 9. WING/ENG ANTI-ICE ………………………….…….……………….….OFF 10. EQUIP COOLINGS ……………………………….….………….…NORMAL 11. NO SMOKING / FASTEN BELTS ....…………..………………..….…ON -------------------------------------------------------------------------------------------------------------------------------------- 12. POSITION LIGHT ……………………………………………..…………………ON 13. LOGO LIGHT ………………………………. ON (Night) …………. OFF (Day) Cockpit Acceptance Check Primo Ingresso nel Cockpit e Preparazione – PAG 2/2 Prima dell’accensione dell’APU eseguire il “Test Sistemi Antincendio” Overheat/Fire Protection before APU Start 1. OVERHEAT DETECTOR SWITCHES…………………………………NORMAL 2. TEST SWITCHES …………..………Hold to FAUL/INOP then OVHT/FIRE 3. During TEST Verify: - the FAULT and WHEEL WELL lights illuminate - the FIRE HORN WILL SOUND - the THREE FIRE HANDLES WILL ILLUMINATE - the ENGINE OVERHEAT WILL ILLUMINATE -------------------------------------------------------------------------------------------------------------------------------------- -
Assessment Method of Fuel Consumption and Emissions of Aircraft During Taxiing on Airport Surface Under Given Meteorological Conditions
sustainability Article Assessment Method of Fuel Consumption and Emissions of Aircraft during Taxiing on Airport Surface under Given Meteorological Conditions Ming Zhang * , Qianwen Huang, Sihan Liu and Huiying Li College of Civil Aviation, Nanjing University of Aeronautics and Astronautics, Nanjing 210016, China; [email protected] (Q.H.); [email protected] (S.L.); [email protected] (H.L.) * Correspondence: [email protected] or [email protected] Received: 27 September 2019; Accepted: 31 October 2019; Published: 2 November 2019 Abstract: Reducing fuel consumption and emissions of aircrafts during taxiing on airport surfaces is crucial to decrease the operating costs of airline companies and construct green airports. At present, relevant studies have barely investigated the influences of the operation environment, such as low visibility and traffic conflict in airports, reducing the assessment accuracy of fuel consumption and emissions. Multiple aircraft ground propulsion systems on airport surfaces, especially the electric green taxiing system, have attracted wide attention in the industry. Assessing differences in fuel consumption and emissions under different taxiing modes is difficult because environmental factors were hardly considered in previous assessments. Therefore, an innovative study was conducted based on practical running data of quick access recorders and climate data: (1) Low visibility and taxiing conflict on airport surfaces were inputted into the calculation model of fuel consumption to set up a modified model of fuel consumption and emissions. (2) Fuel consumption and emissions models under full- and single-engine taxiing, external aircraft ground propulsion systems, and electric green taxiing system could accurately estimate fuel consumption and emissions under different taxiing modes based on the modified model. -
Ice and Rain Protection
SECTION II AIRPLANE AND SYSTEMS MODEL 680 ICE AND RAIN PROTECTION The anti-ice systems are designed to prevent ice formation on the pitot tubes, static ports, angle-of-attack probes, ram air temperature (RAT) probes, engines, wings, wing roots, horizontal stabilizer leading edges, windshields, and overboard water drain lines. The vertical stabilizer does not require anti-icing. The various anti-icing systems use electrical heating elements or hot engine bleed air, and are activated by switches and knobs on the instrument panels. There are many engine instrument and crew alerting system (EICAS) messages that pertain to operation of the anti-icing systems. Some are discussed here, but most are covered in detail under Engine Indicating and Crew Alerting System (EICAS), in Section Three of this manual. ICE AND RAIN PROTECTION Figure 2-23 2-70 Configuration AA 68OM-00 SECTION II MODEL 680 AIRPLANE AND SYSTEMS ANTI-ICE CONTROL PANEL Figure 2-24 DC electric power is used to anti-ice the pitot tubes and static ports, the AOA probes, the ram air temperature (RAT) probes. AC electric power is used for the cockpit windshields and front side windows. High-pressure, or low-pressure bleed air is used to anti-ice the wing leading edges, the wing-mounted landing lights, and the horizontal stabilizer leading edges. Windshield, pitot/static and AOA anti-ice are normally operated full-time in flight. 68OM-00 Configuration AA 2-71 SECTION II AIRPLANE AND SYSTEMS MODEL 680 PITOT-STATIC AND ANGLE-OF-ATTACK (AOA) PROBE ANTI-ICE Electric elements heat the pilot and copilot pitot tubes, static ports, AOA probes, and standby pitot/static system. -
Garmin Reveals Autoland Feature Rotorcraft Industry Slams Possible by Matt Thurber NYC Helo Ban Page 45
PUBLICATIONS Vol.50 | No.12 $9.00 DECEMBER 2019 | ainonline.com Flying Short-field landings in the Falcon 8X page 24 Regulations UK Labour calls for bizjet ban page 14 Industry Forecast sees deliveries rise in 2020 page 36 Gratitude for Service Honor flight brings vets to D.C. page 41 Air Transport Lion Air report cites multiple failures page 51 Rotorcraft Garmin reveals Autoland feature Industry slams possible by Matt Thurber NYC helo ban page 45 For the past eight years, Garmin has secretly Mode. The Autoland system is designed to Autoland and how it works, I visited been working on a fascinating new capabil- safely fly an airplane from cruising altitude Garmin’s Olathe, Kansas, headquarters for ity, an autoland function that can rescue an to a suitable runway, then land the airplane, a briefing and demo flight in the M600 with airplane with an incapacitated pilot or save apply brakes, and stop the engine. Autoland flight test pilot and engineer Eric Sargent. a pilot when weather conditions present can even switch on anti-/deicing systems if The project began in 2011 with a Garmin no other safe option. Autoland should soon necessary. engineer testing some algorithms that could receive its first FAA approval, with certifi- Autoland is available for aircraft manu- make an autolanding possible, and in 2014 cation expected shortly in the Piper M600, facturers to incorporate in their airplanes Garmin accomplished a first autolanding in followed by the Cirrus Vision Jet. equipped with Garmin G3000 avionics and a Columbia 400 piston single. In September The Garmin Autoland system is part of autothrottle. -
14.15 ICG Session 3 Pablo Haro V1
The Use of Satellite Navigation in Aviation: Towards a Multi-Constellation and Multi-Frequency GNSS Scenario ICG Experts Meeting: GNSS Services Session 3 – Applications of GNSS Pablo Haro UNOOSA, Vienna, 15 th December 2015 Table of contents The Use of Satellite Navigation in Aviation: Towards a Multi-Constellation and Multi-Frequency (MCMF) GNSS Scenario o Satellite navigation systems in aviation GNSS as a Communications, Navigation and Surveillance (CNS) element An IFR flight profile MCMF avionics – GNSS sensors a Multi-Constellation a Multi-Constellation and Multi-Frequency GNSS Scenari Challenges raised by MCMF GNSS Mitigation of GNSS vulnerabilities in aviation Evolution of the air navigation infrastructure The Use of Satellite Navigation Aviation:in Towards ISCSMI-154751-1LL 1 15.12.2015 Satellite navigation systems in aviation (I) Cumulative core revenue (%) - 2013-2023 o a Multi-Constellation a Multi-Constellation and Multi-Frequency GNSS Scenari Note: core revenues refer to the value of only GNSS chipsets in a device. The Use of Satellite Navigation Aviation:in Towards ISCSMI-154751-1LL 2 Source: GNSS Market Report, GSA, Issue 4, March 2015 15.12.2015 Satellite navigation systems in aviation (II) GNSS Concept GNSS components in aviation and ICAO standards. o GNSS constellations GPS, Galileo, GLONASS and COMPASSBeiDou ABAS a Multi-Constellation a Multi-Constellation and Multi-Frequency GNSS Scenari (Aircraft Based Augmentation System) RAIM and Inertial systems SBAS (Satellite Based Augmentation System) GBAS (Ground Based