DOCSLIB.ORG

Jly Jjl1 J!JJ~

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Jly Jjl1 J!JJ~ Numt er 90 1975 * AUSTRALIAN DEPARTMENT OF TRANSPORT JlY JJl1 J!JJ~ . ~ jJ\111Y !)J!JJ,;)1 ~ I - • _.., \ Number 90 1975 CONTENTS Libelle Sheds Wings in Flight . .......... ....... 2 6 ( Tree Hazards ... ...... .. .. ... .. .. .... · · I False Alarm - Boeing 707 Over-runs . ... ...... 10 ..... - ~-=­ ~'~ Is Air-Sickness \'our Problem? .. .. .... .. ....... · 13 Going Around ...... .... .. ....... .. 14 Hansa Fails to Become Airborne . ........ .. .... 16 Asymmetric Operation - Can You Handle It? ..... 20 Auto-pilot Disengagement •.••....... ... .. .... 26 The Real Thing! . .. .. ... .. .. .. .. .. · . · · · 27 A Moot Point! ...... .. ....... .. · · · · · · · · · · · · · · 28 "1 l'ia1io11 Safer1· Digest i.1 prepared in the Air Safety /rt1'estiga1io11 Bra11C'i and puhlished for the Depart111e111 of 7ra11spor1 1hro11gh 1he A11s1rult1w Go1,ernme111 P11hlisl1111g Ser1•1ce m p11r.1ua11a of RegulalttJll 281 of 1'11· ;I ir \ 'av1ga1io11 Reg11la11011s. lr rs d1s1rih111ed frl'e 1~{ drarge Ill A 11stra/11111 /ice11ce holders ( e.\C'ept sr11de111 pilots J, regl\lered a1rcra_/1 u11·ners. a11d cer­ tain otlrer 11ersu1t.1 and orga11isatio111· lral'lllg u vested operatw11al 11111•resl in ,-I 111·1ralian civil t11 •1at1011 .4 •'WIWll Sa/<'11' D1ge.11 1.1 al"o ami!ahle 011 .wh.H'np11011 from 1'1" A u.Hralia11 v1J\'~rtr111e111 P11hl1shi11g Sen•1ce 111 s/101111 011 tire order form helo11. ("'-' a -_J © Co111111011wealf/1 of A u.Hralia 1975 7/re co111e111s o/ tlw p11hlica11011 11101' 1101 he reproduced m ll'lrole or in purl. 1V1tlrour · '"~' wr1 11e11 a111/ror11_1· of tire Depar1111e/1f o_/ Tramporl. Where 111a1erwl 1:i 11rd1ca1ed 10 he f'\- 1ral'fed jrom or based 011 a11or/rer p11bltcatio11. rlre a111/ror11r o_I thl' orig111a1or slwuld he souglrr. Tire viell'.\ expressl!d h_• persons or bod1e1· II' arlicles reproduced 111 tire A viallOll Sa.fetr Digest from othl'r sources arc 1101 11ecessarilv f/wse oj 1he Depar1111el1f Change of address: Readers 011 1he Deparmre11r's frl!e distrib111i1~11 Ii\/ should 1101i}_i• their 11eares1 Regional Of/1n: !:rnb.\cl'lher.1 sho11ld no11/_1• 1/w I A 11s1ralw11 Gover11111e111 P11blisl111rg ~WTl'IC< Edilor: (i Macartlr11r Joh, 4ssistant Ediror- R .J Maclean. Cover and these pages creasea speea ana reaucea crag. a aes1gn pn11osopny wn1cn rendered obsolete mosr Ansett operation to Lord Howe Island. The difficulty of developing a land aerodro~e Design.- .'\. Wintrip a11d P. Gill previous concepts ~nd led. step by step. to the giant swept-wing landplanes that ply at Lord Howe. and the fact that the service provided the island's only regular link with_ A unique style of Australian civ il aviation spanning four decades finally the world's air routes today. the outside world was to keep this operation going long beyond its economic life. came to an end late last year w ith the c losure ofthe Department's Rose Bay Fly­ Pri111ed h1• A11stralia11 Direcl Mail Ptl'. Lid.. 252-266 Mi1c/re/I Road.. But all this was to take time. In the 'meanwhile. the extensive wartime use of rendering it one of the last regular flying boat services in existence. ing Boat Base on Sydney Harbour. Ale.\andria . .V.S. W. the flying boat had provided a low-cost source of equipment for airline operations in But obviously such a situation could not be expected to continue indefinitely. Built originally in the mid-thirties for the historic London-Sydney Empire Air the early post-war years. Thus it was that Rose Bay saw its heyday in this period. and with the long-awaited completion of the island's runway. on 1 Bth September Route. the base was Australia's first truly international airport terminal. At that time. becoming the focal point. not only for the resumed London-Sydney and Tasman Sea last, the time of reckoning for the Rose Bay base had come at last. the future of large flying boats seemed assured - undoubtedly they were the answer routes. but also for numerous loca! flying boat services. Often. at this time. a veritable In outward appearance. the craft using Rose B ~y have changed little since to regular. long range. !rans-oceanic passenger services. and the graceful. luxuriously fleet of four-engined flying boats could be seen riding at anchor in the Bay. "Centauru s·s· arrival in 1936 and our cover photograph, taken shortly before Ansett's appointed. four-engined Empire boats. developed especially by Short Bros. Ltd. for SU BSCRIPTION O R DER Yet slowly. almost imperceptibly at first. progress began to take its toll. Tne Em­ two remaining Sandringhams left for their new home in the Virgin Islands at the end the London-Sydney route. were but the forerunners of flying ships of the future. At ASSISTANT DIRECTOR (SALES AND DIST~IBU TI ON .J pire route to London. already supplemented by Lancastrian landplanes since its of November. captures something of the base's atmosphere throughout its 39 years least that"s what many people thought when the first of the Emi:iir~ boats. Imperial AUSTRALIAN GOVERNMENT PUBLISH ING SERVICE; resumption after the war. was taken over by Oantas·s newly acquired Constellations of operation. P.O. BOX 84, CANBERRA, A.CT. 2600, AUSTRALIA Airways "Centaurus" . arrived at Rose Bay in 1936. and the Tasman flying boat service to New Zealand was supplanted by DC-6s. And Please record one year's subscription (six issues) lo A viatio n Safety Yet within three years. aircraft design was to take a drfb11ic t~Y. ~ ifferent turn one by one. for a variety of reasons. most of them economic. the smaller local service Photographs hy courtesy of Peter Ricketts and NeviUe Parnell, Aviation H istorical Society Digest al $2.95 post paid. under the impetus of VVorld War II. FutuJe development was f \ol'f to~e ~ought by in- operators also began to go out of business. Finally only one service remained - the of Australia and Aorhnes of New South Wales. I enclose $2. 95 in payment D (Cheque or money o rder) Please debit my AGPS account 0 Name .. ___ . .. ... _ . - . · . · · · · · · · · S ignature . __ . ... .. ... _ . .. ... · ... · · · Address .. .. .. ..... .. ... ... · . · · · · · · · · · · . _.. ... ... •. ... (Please use block letters) q ate .. .... .. · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · Remittances should be made payable to 'Collector of Public Moneys - Australian Government Publishing Service'. A few minutes after being released from an aero tow at Kingaroy, Queensland, and while apparently thermalling a short distance from the aerodrome, both wings of a Glasflugel Standard Libelle sailplane separated from the fuselage and the aircraft crashed. The pilot was killed. • SHEDS <WINGS IN GFLIGHT The Libelle belonged to a local soaring Meanwhile, on a hilltop lookout im­ Club and was being flown by an ex­ mediately to the west of the town, some perienced glider pilot. At the time of live km north of the aerodrome, a / the flight, south-eastern Queensland tourist was viewing the surrounding was under the influence of a cold front, area. Noticing several gliders in the air, and though conditions were generally he studied them for a time with his favourable for gliding, the turbulence binoculars. As he was watching one was moderate to severe. There was particular glider, which was apparently some cumulus cloud development in the flying quite normally, the wings area, with a base of some 4 OOO feet, suddenly separated from it, and the mainly to the west of the aerodrome. fuselage plumm§!ted straight down, dis­ ·The Libelle was towed aloft by the appearing behind some trees in the dis­ Aerial view of accident area showing wide scatter­ Club's Auster tug, and encountered tance. He heard a distinct 'bang' at the ing of wreckage. The direction of the aerodrome is moderate turbulence soon after they time the fuselage struck the ground. indicated. had become airborne. This increased in .Several gliding club members at the intensity as the two aircraft climbed launching point at the aerodrome a lso fuselage. W hen some of them hurried sheared, a llowing both wings to knots. Calculatio ns showed that at this towards the cloud on a westerly heard a report at about this time and, to the scene, they fo und the splintered separate from the fuselage. The out­ airspeed of 11 2.7 knots, a gust of heading. At a height of about 1 600 looking in the direction from which wreckage of the Libelle which had board overload failu re in the starboard about 2 1 metres per second would be feet, the combination flew into good lift the sound had come, they saw the been la unched only ten m inutes wi ng would have occurred almost required to cause a structural failure. and the glider pilot released the tow. separated wings of the glider fl uttering before, lying where it had fallen in a sim ultaneously. Despite a most careful As wit h a ll a ircraft struc tures Shortly afterwards, just before the tug earthwards. They did not see the ploughed paddock. T he pilot had been inspection of the failed components however, the greater the airspeed, the pilot returned towards the aerodrome killed instantly. T he failed wings of the however, no evidence could be found less the magnitude of the control input ·to land, he caught sight of the Li belle sailplane were later fou nd lying of any pre-existing defect in the struc­ or gust required to produce such a orbiting in a left turn in the vicinity of am ongst trees, 60 metres apart and ture. fa il ure. the cloud and apparently climbing. 500 metres south of where the fuselage had struck the ground. * * * * Certa inly at the time of the acci­ dent, with the area under the influence The evidence of the witness who was of frontal conditions and areas of * * * * watching the glider from the ground cu mulus c loud of large ver t ical T he nose and forward portion of the tended to preclude the possibility that development, a good deal of tur­ fuselage, as far back as the centre sec­ the structural failure had occurred bulence could be expected .
Load more

Recommended publications
  • Aero Twin, Inc. STC for Rudder Gust Lock
    -- ST02540AK Aero Twin, Inc. 2403 Merrill Field Drive Anchorage, AK 99501 A43EU Airbus Defense and Space S. A. C-212-CB, CC, CD, CE, CF, DF, DE Fabrication and installation of Aero Twin, Inc., Rudder Gust Lock Kit No. 4111-212 on Airbus Defense and Space S. A. C-212 aircraft in accordance with Aero Twin, Inc., Master Data List No. 4111-212-MDL, Original Issue, dated May 8, 2020, or later FAA approved revision. : 1. The compatibility of this design change with previously approved modifications must be determined by the installer. 2. If the holder agrees to permit another person to use this Certificate to alter the product, the holder shall give the other person written evidence of that permission. 3. Instructions for Continued Airworthiness, Aero Twin, Inc. document number 4111-212-ICA, Original Issue, dated May 8, 2020, or later FAA accepted revision is a required part of this modification. 4. Airplane Flight Manual Supplement (AFMS), Aero Twin Doc. No. 4111-212-AFMS, Original Issue, dated August 27, 2020, or later FAA approved revision is a required part of this modification. November 20, 2017 September 8, 2020 _______________________________________________________ (Signature) August A. Asay Manager, Anchorage Aircraft Certification Office _______________________________________________________ (Title) _____________________________________________________________________________________________________________________________________ Any alteration of this certificate is punishable by a fine of not exceeding $1,000, or imprisonment not exceeding 3 years, or both. _____________________________________________________________________________________________________________________________________ FAA FORM 8110-2(10-68) PAGE 1 of 2 PAGES This certificate may be transferred in accordance with FAR 21.47. INSTRUCTIONS: The transfer endorsement below may be used to notify the appropriate FAA Regional Office of the transfer of this Supplemental Type Certificate.
    [Show full text]
  • Critical Mach Number, Transonic Area Rule
    Critical Mach number - Compressibility Effects on Lift The design parameter that influences compressibility effects on lift is the Critical Mach number (Mcr). This is the free stream Mach number when sonic conditions (M = 1) is reached at some point on the airfoil surface The figure illustrates the same airfoil, at the same angle of attack at different free stream Mach numbers leading to the definition of the critical Mach number The critical Mach number can be obtained through the curve for the minimum pressure coefficient as a function of Mach number. It can be determined through the intersection of the two equations The lift coefficient correction for compressibility is The figure above illustrates that If you plan to fly at high free stream Mach number, you airfoil should be thin to (a) increase your critical Mach number as this will keep your drag rise small This will also result in lower minimum pressure: Therefore your lift coefficient will decrease Note that the minimum pressure coefficient on thick airfoil is high; this means that the velocity is also correspondingly high. Therefore the critical Mach number is reached for lower value of the free stream Mach number. Swept wing A B-52 Stratofortress showing wing with a large sweepback angle. A swept wing is a wing planform favored for high subsonic jet speeds first investigated in Germany from 1935 onwards until the end of the Second World War. Since the introduction of the MiG-15 and North American F-86 which demonstrated a decisive superiority over the slower first generation of straight-wing jet fighters during the Korean War, swept wings have become almost universal on all but the slowest jets (such as the A- 10).
    [Show full text]
  • Aviation Maintenance Alerts
    ADVISORY CIRCULAR 43-16A AVIATION MAINTENANCE ALERTS ALERT FEBRUARY NUMBER 2006 331 CONTENTS AIRPLANES AVIAT .........................................................................................................................................1 BEECH ........................................................................................................................................2 CESSNA ......................................................................................................................................4 DASSAULT.................................................................................................................................6 GULFSTREAM...........................................................................................................................8 ISRAEL AIRCRAFT.................................................................................................................11 PIPER.........................................................................................................................................13 RAYTHEON..............................................................................................................................15 HELICOPTERS AGUSTA ...................................................................................................................................16 POWERPLANTS PRATT & WHITNEY ...............................................................................................................16 ACCESSORIES AERO-TRIM .............................................................................................................................18
    [Show full text]
  • 2018 KODIAK 100, Series II Serial Number: 100-253 Registration: N352CL
    2018 KODIAK 100, Series II Serial Number: 100-253 Registration: N352CL www.modern-aviation.com | [email protected]| 1.206.762.6000 2018 KODIAK 100, Series II Serial Number: 100-253 Registration: N352CL AIRCRAFT HIGHLIGHTS • Upgraded Timberline Interior Seating • TKS Ice Protection • 10-Place Oxygen Upgrade • Air Conditioning • Garmin G1000 Nxi Avionics Suite Airframe Total Time Since New Airframe 60 Hrs Engine 1 60 Hrs Modern Aviation Aircraft Sales *All Specifications subject to independent verification Options Options Installed on Kodiak S/N 253 Kodiak Series II Standard Equipped Aircraft $2,150,000 Series II Paint Scheme allover white with black and silver stripes External baggage compartment $94,500 TKS Ice Protection System (Tank in Cargo Pod) $124,500 29” Tire Combo $1,750 GTS 800 TAS/WX-500 Stormscope Package $28,700 GDL 69A-XM Data Link with Audio Infotainment $6,950 ChartView Enable Card $5,000 Timberline Interior (Warm Brown) 4 seats $20,000 2 additional seats $17,700 10-place oxygen system $10,000 Bose A20 Headset (Passenger) (x2) $ 2,190 Air Conditioning $42,500 Total Retail Price as Optioned $2,503,790 Modern Aviation Aircraft Sales *All Specifications subject to independent verification Avionics and Equipment AVIONICS ENGINE INSTRUMENTS (Fully integrated in the G1000NXI) •Garmin G1000NXi Integrated Avionics Suite: • Torque (ft-lb) • RPM Prop •(2) Primary Flight Displays – PFD • ITT •Multifunction Display – MFD • RPM NG (%) •All three are next gen, high resolution 10. inch displays • Oil Temp/Pressure •Enhanced
    [Show full text]
  • The Gulfstream IV Operator Had All the Appearance of a Good Operation But
    SAFETY REPORT The Gulfstream IV operator had all the appearance of a good operation but the flightcrew lacked cockpit discipline NTSB finds widespread non-compliance with checklist use and control checks, leading to this tragic BED runway overrun crash. Paved overrun Source: Massachusetts State Police Main wreckage Flightcrew failure to review the checklist and release the gust lock prior to the takeoff run of Gulfstream IV N121JM on BED’s 7000-ft Rwy 11 as well as failure to be time-sensitive and abort the takeoff before running out of runway length led to destruction of the aircraft and the deaths of all occupants aboard. By Robert Sumwalt Gulfstream IV N121JM was frequently used for air transportation both NTSB Board Member domestically and overseas by Lewis Katz, the well-known and highly ATP/CFII/FE. Airbus A320, King Air 350, Boeing respected publisher of The Philadelphia Inquirer newspaper. 737, Fokker F28, Fokker 100 s often is the case in corporate aviation, the pas- at 1325 edt for the short hop to ACY, where they picked up sengers were running a few hours late. The 2 pi- the 4 passengers and flew them to BED (Hanscom Field, Alots and flight attendant decided to pass the time Bedford MA). After the passengers attended a charity event, by ordering a pizza and eating in the comfort of the cabin the plan was to return them to ACY and then reposition the of N121JM, the Gulfstream IV they had operated for 7 Gulfstream back to its home base at ILG. years. When the billionaire principal showed up with 3 Tragically, the evening didn’t end that way.
    [Show full text]
  • Intervention Strategies for the Management of Human Error
    NASA Contractor Report 4547 Intervention Strategies for the Management of Human Error Earl L. Wiener University of Miami at Coral Gables Department of Management Science P. O. Box 248237 Coral Gables, FL 33124 Prepared for Ames Research Center CONTRACT NCA2-441 August 1993 National Aeronautics and Space AdministTation Ames Research Center Moffett Field, California 94035-1000 CONTENTS I , THE MANAGEMENT OF HUMAN ERROR A. Introduction B. The advent of modern cockpit automation C. Purpose and limitations of this study II. HUMAN ERROR AND INTERVENTION i0 A. Lines of defense I0 B. Intervention strategies - examples 13 C. Is there an intervention strategy for every problem? 25 D. Two models of intervention 27 III. INTERVENTION STRATEGIES: TRADITIONAL TECHNOLOGIES 29 A. Hardware 29 B. Procedures and supporting documentation 40 C. Communication 50 D. Training 55 IV. INTERVENTION STRATEGIES: ADVANCED TECHNOLOGIES 58 A, Employment of advanced technologies 58 B. Error management 62 C. Summary of management techniques 75 V, CONCLUSIONS AND OVERVIEW 76 A. Human error can be managed 76 B. Management strategies 77 C. The role of government 86 D. Summary 88 VI. REFERENCES 90 VII. NOTES AND ACKNOWLEDGMENTS i01 VIII. APPENDICES 103 I. Guidelines for intervention strategies 104 2. Wiener-Curry automation guidelines (1980) 107 3. Degani-Wiener guidelines for checklists (1990) 109 4. Glossary of abbreviations iii iii PI_Ord_NG PAGE Bt.ANK NOT FILMED SUMMARY This report examines the manaqement of human error in the cockpit. The principles probably apply as well to other applications in the aviation realm (e.g. air traffic control, dispatch, weather, etc.) as well as other high-risk systems outside of aviation (e.g.
    [Show full text]
  • Service Bulletin
    MANDATORY SERVICE BULLETIN TITLE: FLIGHT CONTROLS - FLIGHT CONTROL (GUST) LOCK INSPECTION / REPLACEMENT SYNOPSIS OF CHANGE This Service Bulletin has been revised to add ending serial effectivity. The first paragraph of th e Description statement has been moved to the Reason statement. The Material Information table has been revised to reflect additional control lock part number information and ending serial effectivity. Although a company name change to Textron Aviation occurred, this service bulletin will revise only technical and contact information. Relevant technical changes are marked with change bars in the outside margins. 1. Planning Information A. Effectivity (1) Airplanes (a) Civil Beech Model 19 Series, Serials MB-1 through MB-722, and MB-724 through MB-905; Beech Model 23 Series, Serials M-3, and M-555 through M-2392; Beech Model 24 Series, Serials MA-1 through MA-368, MC-2 through MC-150, and MC-152 through MC-795; Beech Model 33 Series, Serials CD-1 through CD-981, CD-983 through CD-1304, CE-1 through CE-235, CE-249, CE-250, CE-256, CE-260, CE-264 through CE-268, CE-270 through CE-1791, and CJ-1 through CJ-179; Beech Model 35 Bonanza Series, Serials D-1 through D-10403; Beech Model 36 Bonanza, Serials E-1 through E-184; Beech Model A36 Bonanza, Serials E-185 through E-3629; E-3631 through E-3635; Beech Model G36 Bonanza, Serials E-3630, E-3636 and after; Beech Model A36TC Bonanza, Serials EA-1 through EA-241 and EA-243 through EA-272; Beech Model B36TC Bonanza, Serials EA-242 and EA-273 through EA-695; The export of t hese commodities, technology or software are subject to th e U.S.
    [Show full text]
  • Airframe & Aircraft Components By
    Airframe & Aircraft Components (According to the Syllabus Prescribed by Director General of Civil Aviation, Govt. of India) FIRST EDITION AIRFRAME & AIRCRAFT COMPONENTS Prepared by L.N.V.M. Society Group of Institutes * School of Aeronautics ( Approved by Director General of Civil Aviation, Govt. of India) * School of Engineering & Technology ( Approved by Director General of Civil Aviation, Govt. of India) Compiled by Sheo Singh Published By L.N.V.M. Society Group of Institutes H-974, Palam Extn., Part-1, Sec-7, Dwarka, New Delhi-77 Published By L.N.V.M. Society Group of Institutes, Palam Extn., Part-1, Sec.-7, Dwarka, New Delhi - 77 First Edition 2007 All rights reserved; no part of this publication may be reproduced, stored in a retrieval system or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, without the prior written permission of the publishers. Type Setting Sushma Cover Designed by Abdul Aziz Printed at Graphic Syndicate, Naraina, New Delhi. Dedicated To Shri Laxmi Narain Verma [ Who Lived An Honest Life ] Preface This book is intended as an introductory text on “Airframe and Aircraft Components” which is an essential part of General Engineering and Maintenance Practices of DGCA license examination, BAMEL, Paper-II. It is intended that this book will provide basic information on principle, fundamentals and technical procedures in the subject matter areas relating to the “Airframe and Aircraft Components”. The written text is supplemented with large number of suitable diagrams for reinforcing the key aspects. I acknowledge with thanks the contribution of the faculty and staff of L.N.V.M.
    [Show full text]
  • ATA Chapters
    ATA Chapters AIRCRAFT GENERAL ATA Number ATA Chapter name ATA 01 Reserved for Airline Use ATA 02 Reserved for Airline Use ATA 03 Reserved for Airline Use ATA 04 Reserved for Airline Use ATA 05 TIME LIMITS/MAINTENANCE CHECKS ATA 06 DIMENSIONS AND AREAS ATA 07 LIFTING AND SHORING ATA 08 LEVELING AND WEIGHING. ATA 09 TOWING AND TAXI ATA 10 PARKING, MOORING, STORAGE AND RETURN TO SERVICE ATA 11 PLACARDS AND MARKINGS ATA 12 SERVICING - ROUTINE MAINTENANCE ATA 18 VIBRATION AND NOISE ANALYSIS (HELICOPTER ONLY) ATA 89 FLIGHT TEST INSTALLATION AIRFRAME SYSTEMS ATA ATA Chapter name Number ATA 20 STANDARD PRACTICES - AIRFRAME ATA 21 AIR CONDITIONING AND PRESSURIZATION ATA 22 AUTO FLIGHT ATA 23 COMMUNICATIONS ATA 24 ELECTRICAL POWER ATA 25 EQUIPMENT/FURNISHINGS ATA 26 FIRE PROTECTION ATA 27 FLIGHT CONTROLS ATA 28 FUEL ATA 29 HYDRAULIC POWER ATA 30 ICE AND RAIN PROTECTION ATA 31 INDICATING / RECORDING SYSTEM ATA 32 LANDING GEAR ATA 33 LIGHTS ATA 34 NAVIGATION ATA 35 OXYGEN ATA 36 PNEUMATIC ATA 37 VACUUM ATA 38 WATER/WASTE ELECTRICAL - ELECTRONIC PANELS AND MULTIPURPOSE ATA 39 COMPONENTS ATA 40 MULTISYSTEM ATA 41 WATER BALLAST ATA 42 INTEGRATED MODULAR AVIONICS ATA 44 CABIN SYSTEMS ATA 45 DIAGNOSTIC AND MAINTENANCE SYSTEM ATA 46 INFORMATION SYSTEMS ATA 47 NITROGEN GENERATION SYSTEM ATA 48 IN FLIGHT FUEL DISPENSING ATA 49 AIRBORNE AUXILIARY POWER ATA 50 CARGO AND ACCESSORY COMPARTMENTS STRUCTURE ATA Number ATA Chapter name ATA 51 STANDARD PRACTICES AND STRUCTURES - GENERAL ATA 52 DOORS ATA 53 FUSELAGE ATA 54 NACELLES/PYLONS ATA 55 STABILIZERS ATA 56
    [Show full text]
  • Cessna 172SP
    CESSNA INTRODUCTION MODEL 172S NOTICE AT THE TIME OF ISSUANCE, THIS INFORMATION MANUAL WAS AN EXACT DUPLICATE OF THE OFFICIAL PILOT'S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL AND IS TO BE USED FOR GENERAL PURPOSES ONLY. IT WILL NOT BE KEPT CURRENT AND, THEREFORE, CANNOT BE USED AS A SUBSTITUTE FOR THE OFFICIAL PILOT'S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL INTENDED FOR OPERATION OF THE AIRPLANE. THE PILOT'S OPERATING HANDBOOK MUST BE CARRIED IN THE AIRPLANE AND AVAILABLE TO THE PILOT AT ALL TIMES. Cessna Aircraft Company Original Issue - 8 July 1998 Revision 5 - 19 July 2004 I Revision 5 U.S. INTRODUCTION CESSNA MODEL 172S PERFORMANCE - SPECIFICATIONS *SPEED: Maximum at Sea Level ......................... 126 KNOTS Cruise, 75% Power at 8500 Feet. ................. 124 KNOTS CRUISE: Recommended lean mixture with fuel allowance for engine start, taxi, takeoff, climb and 45 minutes reserve. 75% Power at 8500 Feet ..................... Range - 518 NM 53 Gallons Usable Fuel. .................... Time - 4.26 HRS Range at 10,000 Feet, 45% Power ............. Range - 638 NM 53 Gallons Usable Fuel. .................... Time - 6.72 HRS RATE-OF-CLIMB AT SEA LEVEL ...................... 730 FPM SERVICE CEILING ............................. 14,000 FEET TAKEOFF PERFORMANCE: Ground Roll .................................... 960 FEET Total Distance Over 50 Foot Obstacle ............... 1630 FEET LANDING PERFORMANCE: Ground Roll .................................... 575 FEET Total Distance Over 50 Foot Obstacle ............... 1335 FEET STALL SPEED: Flaps Up, Power Off ..............................53 KCAS Flaps Down, Power Off ........................... .48 KCAS MAXIMUM WEIGHT: Ramp ..................................... 2558 POUNDS Takeoff .................................... 2550 POUNDS Landing ................................... 2550 POUNDS STANDARD EMPTY WEIGHT .................... 1663 POUNDS MAXIMUM USEFUL LOAD ....................... 895 POUNDS BAGGAGE ALLOWANCE ........................ 120 POUNDS (Continued Next Page) I ii U.S.
    [Show full text]
  • Emergency Evacuation of Commercial Passenger Aeroplanes Second Edition 2020
    JUNE 2020 EMERGENCY EVACUATION OF COMMERCIAL PASSENGER AEROPLANES SECOND EDITION 2020 @aerosociety A specialist paper from the Royal Aeronautical Society www.aerosociety.com About the Royal Aeronautical Society (RAeS) The Royal Aeronautical Society (‘the Society’) is the world’s only professional body and learned society dedicated to the entire aerospace community. Established in 1866 to further the art, science and engineering of aeronautics, the Society has been at the forefront of developments in aerospace ever since. The Society seeks to; (i) promote the highest possible standards in aerospace disciplines; (ii) provide specialist information and act as a central forum for the exchange of ideas; and (iii) play a leading role in influencing opinion on aerospace matters. The Society has a range of specialist interest groups covering all aspects of the aerospace world, from airworthiness and maintenance, unmanned aircraft systems and aerodynamics to avionics and systems, general aviation and air traffic management, to name a few. These groups consider developments in their fields and are instrumental in providing industry-leading expert opinion and evidence from their respective fields. About the Honourable Company of Air Pilots (Incorporating Air Navigators) Who we are The Company was established as a Guild in 1929 in order to ensure that pilots and navigators of the (then) fledgling aviation industry were accepted and regarded as professionals. From the beginning, the Guild was modelled on the lines of the Livery Companies of the City of London, which were originally established to protect the interests and standards of those involved in their respective trades or professions. In 1956, the Guild was formally recognised as a Livery Company.
    [Show full text]
  • 2013 Cessna Caravan 208B I SN 2426
    2013 Cessna Caravan 208B I SN 2426 Chase Woolsey www.millionair.com [email protected] 7555 Ipswich Rd. c. (409) 370-0385 Houston, TX 77061 o. (713) 640-4000 Avionics ADF: Bendix/King KR-87 AHRS: Dual Garmin GRS-77 Autopilot: Garmin GFC-700 IFCS w/yaw damper Avionics Package: Garmin G1000 Communication Radios: Dual Garmin CVR: Fairchild FA2100 DME: Bendix/King KN-63 EFIS: Garmin 2-tube Airframe FDR: Provisions Flight Director: Garmin GFC-700 IFCS Total Hours: 2585.8 Total Landings: 1897 Hi Frequency: Bendix/King KHF-1050 Navigation Radios: Dual Garmin Radar Altimeter: Bendix/King KRA-405B Engines TAWS: Garmin Class B PT6A-114A TCAS: Bendix/King KTA-870 On Condition TBO: 3600 hour overhaul Transponder: Garmin GTX-33 Mode S Maintenance Program: Manufacturer Weather Radar: Garmin GWX-68 color Total Hours: 2585.8 Engine Cycles: 1926 Time Between Overhaul: 3600 Serial Number: PCEPC2049 Maintenance Maintained: FAR Part 135 Airframe Maint. Program: Manufacturer Propeller Airframe Tracking Program: CESCOM McCauley 3-blade Serial Number: 120594 Interior Configuration/PAX: Commuter/9 passengers/2 crew Seating: Three right side 2-place seats opposite three single seats, dual crew seats General: Interior is in excellent condition as reported 03/26/2018 Storage: Aft baggage restraint Air Conditioning: Freon Features Cockpit Voice Recorder Cargo Pod Ice Protection Freon Air Conditioning Weather Radar Additional Equipment Cockpit: Multi-function display Dual Garmin GDC-74A air data computers Garmin GEA-71 engine/airframe unit Garmin GMA-1374 audio system Artex ME-406-2 2-frequency ELT Dual avionics master switches Passenger address system ADS-B Out Cabin PA system Equipment: McCauley 3-blade prop FIKI; ice protection/de-ice equipped (TKS de-ice system) Cargo pod Rudder gust lock STC 300 amp starter/generator Chase Woolsey [email protected] c.
    [Show full text]