Instrument Ground School September 18-20, 2015 Introductionintroduction
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Instrument Ground School September 18-20, 2015 IntroductionIntroduction 2 Instructor • Robert “Bob” Gray – Commercial Pilot • Aircraft single & multi-engine land • Helicopter – Instrument – Advanced Ground Instructor – Instrument Ground Instructor – 817-437-4136, [email protected] 3 Textbooks • ASA PM3 – Instrument Flying (Sixth Edition) – Instrument Pilot – ISBN 1-56027-790-4 • ASA Instrument Test Prep (Red) – 2016 – ISBN 978-1-61954-236-5 4 Miscellaneous Information • American Pilot Academy – 817-900-9224 – Class is 0800-1700 • 1200-1300 lunch • If class agrees, we will do working lunch – Wi-Fi • APAGuest, 8179009224 5 Schedule • Friday, September 18 – Attitude Flight (Chapters 1-9) – Navigation Aids (Chapters 10-13) • Saturday, September 19 – Navigation Aids (Chapters 14-16 – IFR Meterology (Chapters 17-23 • Sunday, September 20 – IFR Regulations (Chapter 24) – IFR Procedures & Operations (Chapters 25-30) 6 General Class Procedure • Ask a lot of questions. • If the instructor doesn’t know, he will say so, and find out. • There is a lot of material to cover. Read the book and the sample questions. • Class hours 8-5. Lunch from 12-1, breaks as needed. Working lunch is preferred, if class concurs. • Coffee is in the back. Restrooms front and back. • Remember to bring your logbook on Sunday, for knowledge test endorsement. • Review questions as part of homework. This is not a “3-day and exam” class. You need to do the questions. • You are ready for the FAA test when you can repeatedly score 85% or better on the practice exams. 7 A Lifetime of Learning • “Being a pilot commits you to a lifetime of learning.” • “For more and more Americans today, flying an airplane is one of life's greatest pleasures. This is your opportunity and invitation to participate in the adventure of a lifetime.” • “The ability to learn is one of the most outstanding human characteristics. Learning occurs continuously throughout a person's lifetime.” 8 KnowledgeIntroduction Test Info 9 FAA Requirements • §61.35 – Knowledge test: Prerequisites and passing grades. • (a) An applicant for a knowledge test must have: – (1) Received an endorsement, if required by this part, from an authorized instructor certifying that the applicant accomplished the appropriate ground- training or a home-study course required by this part for the certificate or rating sought and is prepared for the knowledge test; and – (2) Proper identification at the time of application that contains the applicant's— • (i) Photograph; • (ii) Signature; • (iii) Date of birth, which shows the applicant meets or will meet the age requirements of this part for the certificate sought before the expiration date of the airman knowledge test report; and • (iv) If the permanent mailing is a post office box number, then the applicant must provide a current residential address. • (b) The Administrator shall specify the minimum passing grade for the knowledge test. (Note: currently 70%) 10 Instrument Knowledge Test Guide 11 General Test Information • Test is computerized • Two authorized testing services – Computer Assisted Testing Service (CATS) • 1-800-947-4228 • http://candidate.catstest.com/sitesearch.php – PSI / LaserGrade Computer Testing • 1-800-211-2753 • http://www.lasergrade.com/locatefaa.html • Fees run $150-165 currently 12 General Test Information • Instrument Airplane written exam • 60 questions • 2 hours, 30 minutes • 70% is passing (42 correct) • All questions have 3 multiple-choice answers • There may be “evaluation” questions – Greater than 60 questions – You will not be told which are the evaluation questions – They do not count on your score 13 Test Updates • January, 2015 – AOPA • Questions being deleted covered outdated topics including – automatic direction finder/nondirectional beacon (ADF/NDB) – radar summary charts – the En Route Flight Advisory Service (EFAS) – Medevac – and transcribed weather broadcasts (TWEB). • The FAA will also delete from the knowledge test "questions involving scalability (i.e., those questions requiring the use of nonstandard scales for measurement or calculation),” and aircraft performance and weather questions “that involve multiple interpolations across multiple charts." 14 Tips for test taking • Read each question carefully and completely. • Read all the answer choices. • For calculation questions, pick the closest answer. • You can go back. The computer can show you all questions not yet answered. • If worried about time, do the “quick” questions first, then do the longer ones. • You can use manual or electronic E6B, or calculators. • You can NOT use smartphones or tablets. • “The use of electronic calculators incorporating permanent or continuous type memory circuits without erasure capability is prohibited.” (from FAA-G-8082-5) • If you fail, there is no minimum waiting period for re-take, but you must have a new instructor endorsement (must cover missed topics). 15 Tips for test taking • Things to bring: • Photo ID • Logbook with endorsement • Several sharp pencils • Straight-edge or aviation protractor • Calculator (testing center may provide one, but better to use one with which you are familiar) • Manual or electronic E6B • If you have a manual E6B, have a clean eraser • Appropriate payment (usually credit card) 16 ChapterIntroduction 1 Introduction 17 Basic Principle Attitude + Power + Configuration = Performance (Performance is Flight Path and Speed) • Attitude = Roll and pitch (yaw and trim also) • Power = RPM and Manifold Pressure • Configuration = Gear, Flaps, Weight 18 Flight Controls • The elevator controls the airspeed. • The throttle controls the altitude. (or maybe not…) http://flighttraining.aopa.org/magazine/1998/May/199805_Featur es_Yoke_or_Throttle.html 19 Performance Card 20 3 Fundamental Skills • Instrument Cross-Check (instrument scan) • Instrument Interpretation (understand) • Airplane Control (airplane on flight path) • Standard conditions • Partial panel • Unusual attitudes 21 Laser Ring Gyro 22 Laser Ring Gyro 23 Angle of Attack (AoA) – page 11 24 Instrument Practical Test Guide 25 Chapter 1 - Forces • Curved Propellers • A scimitar propeller is shaped like a scimitar sword, with increasing sweep along the leading edge. Typically scimitar propellers are constructed of lightweight or composite materials. In the early 1900s they were made of laminated wood. The combination of light weight and efficient aerodynamics results in more power and reduced noise. • Propfan engines use contra-rotating scimitar propellers to achieve turboprop efficiency levels at high subsonic air speeds comparable to that of turbofans. • Turboprops have a fairly narrow sweet spot at speeds below about 450 mph. All propellers lose efficiency at high speed, due to an effect known as wave drag which occurs just below supersonic speeds. This powerful form of drag exhibits sudden onset, and it led to the concept of a sound barrier when it was first encountered in the 1940s. In the case of a propeller, this effect can happen when the prop is spun fast enough that the tips of the prop start traveling near the speed of sound, even if the plane itself is not moving forward. • This can be controlled to some degree by adding more blades to the prop, absorbing more power at a lower rotational speed. This is why some World War II fighters started with two-blade props and were using five-blade designs by the end of the war. The only downside to this approach is that adding blades makes the propeller harder to balance and maintain. At some point, though, the forward speed of the plane combined with the rotational speed of the propeller will once again result in wave drag problems. For most aircraft, this will occur at speeds over about 450 mph. • A method of decreasing wave drag was discovered by German researchers in WWII: sweeping the wing backward. Today, almost all aircraft designed to fly much above 450 mph (700 km/h) use a swept wing. In the 1940s, NACA started researching propellers with similar sweep. Since the inside of the prop is moving more slowly than the outside, the blade becomes progressively more swept toward the outside, leading to a curved shape similar to that of a scimitar. 26 ChapterIntroduction 2 Instrument Scanning 27 FAA Instrument Flying Handbook – Chapter 4 28 Flight Instruments 29 Control & Performance Instruments 30 Primary & Supporting Instruments 31 HSI – Horizontal Situation Indicator 32 Glass Cockpit 33 Flight Instruments – page 21 34 ChapterIntroduction 3 The Instruments 35 Gyroscopic Precession 36 Modes 37 Chapter 3 – Instruments – Page 35 • Speeds – ICE-T is a Pretty Cool Drink – Indicated • Position correction – Calibrated • Compression correction (n/a for small aircraft) – Equivalent • Density altitude correction – True 38 Pressure Altitude • If you did not adjust your altimeter, your actual altitude would change as you moved to different columns. The rule-of-thumb is that 1” Hg of pressure equals 1000’ of altitude. • “From high (pressure) to low (pressure), look out below”. 30.20 – 29.92 = 0.28 0.28 x 1000’ = 280’ 3000’ + 280’ = 3280” 3280’ ° 29.92 – 29.30 = 0.62 ° ° 0.62 x 1000’ = 620’ 3000’ – 620’ = 2380” 3000’ 2380’ Sea Level 29.30” Hg 29.92” Hg 30.20” Hg 39 Flight Instruments – page 52 40 Horizontal Situation Indicator 41 Glass Cockpit – page 62 42 G1000 – Rate of Turn 43 AHRS • Attitude & Heading Reference System This light-weight sensor (45 grams) includes a MEMS-based Inertial Measurement Unit (IMU) integrating three gyroscopes, three magnetometers, and three accelerometers. Running an extended Kalman filter