Standby Instruments

Standby Instruments

Why do we have Standby Instruments? For a backup, of course. The smaller General Aviation aircraft don't have backup instruments. If there is a failure ( instrument or vacuum, ice etc... ) you basically are down to needle, ball and airspeed. And we all know how fun that can be! So, at this level, hopefully experience and judgement are what keeps you out of a bad situation.

When you get into your bigger/transport category aircraft, rules require these to have a backup set of instruments. Some older aircraft would have a few, a separate attitude indicator, and maybe a airspeed/altimeter combo instrument. The modern glass cockpits will have one instrument with all 3 functions in one. These instruments are there in case there is a failure of your main instruments for whatever reason. They have a separate or independent power source, so if there is a problem with the aircraft's power, the pilot will have some Basic reference to fly the airplane. These instruments will keep you Blue side up, show your airspeed and altitude and let you shoot an ILS. 

What does your airplane have as a backup? This is one thing we very rarely practice, even in the Sim. Where is the instrument is getting it's information, how long will the instrument last with loss of all generators? A little bit of knowledge will go a long way on a dark and stormy night.

We have a short video to show you a modern standby instrument.  Notice on the left is the airspeed, and the right is the altimeter, both in tape format. In the upper left corner, the letters ILS appear. It is in Red, meaning there is an ILS frequency but not yet identified. Later it will turn Green once identified as a good frequency.

The localizer is displayed on the bottom in a horizontal format. The Green triangle is to the left, meaning we are to the right of course. The Glide slope is displayed on the right in a vertical format. The Green triangle is at the bottom of the scale indicating we are above the Glide slope.

The center of the instrument is obviously the attitude of the airplane, showing the pitch and bank of the aircraft.

Know what your aircraft has and how it works, it could save your life someday! 

How to Fly a Visual Approach.

How to Fly a Visual Approach.

How to Fly a Visual approach without an electronic glideslope or some sort of VASI is a challenge for some Pilots. It is a procedure that should have been taught early in the learning process, but for what ever reason Pilots have trouble.
Flying an approach visually is really basic and simple. This technique has worked very well for me for 30 yrs and is what I teach my students. It's all about the picture out the window, that simple. You've picked your landing point, so where that point intersects through the windscreen, keep that point at the same spot on the windscreen and you will fly a consistent glidepath all the way down to your landing point. If that spot ( landing point ) starts to raise up, then your getting low. If that spot starts to go below, then your getting high on the glidepath. It's that simple!
If you want to throw some numbers into the equation, times your distance from the end of the runway by 3. ( 5 miles x 3= 1500 feet, 10 miles x 3= 3000 feet. ) This will keep you on a perfect 3 degree glidepath. Now obviously, your ground speed will determine your descent rate. The faster your GS is, the greater your vertical speed down. The spot on the window technique can still be used if your looking at the runway out the side window. Just keep that landing point on the same spot on the window until turning final, transition that spot to the front windscreen and continue to the runway.

I researched this question about How to fly a visual approach and wow, Pilots had some complicated formulas and procedures. Next time you fly an ILS in VFR conditions, take note what the picture out the window is, what's the attitude of the aircraft in relation of the horizon. Then where your landing point is on the windscreen, keep it there and you will always fly a consistent glidepath to any runway, guaranteed!

Collins Proline 21; Terrain Display on the PFD

Terrain Display on the PFD

Here is a great example of the Terrain Display option on the

Collins Proline 21. In this picture, you can see the Terrain is displayed just as you see it out the windshield. The information is displayed very much like weather is displayed, with colors of Green, Yellow and Red. Red being the highest, relative to the airplane. You can tell the Steepness and Height of these mountains. Because there is no Green, a thin line of Yellow and right into Red, we call this a Steep Contour. The Height of the Terrain is displayed in the upper right corner of the lower PFD, hard to see in this picture. This is Ogden, Utah, the Terrain was about 5 to 6 miles from the end of the runway. Great tool for giving the "Big Picture". Imagine not having this and the mountains were obscured by clouds!

Stall Page

Collins Proline 21 - Stall Page

This Stall Page can be displayed on the MFD of the Collins Proline 21. As you can see, it displays some interesting information, AOA, Pressure on the control surfaces etc...

To bring up the page, push the Anti ice, ECS and HYD keys on the FMS control panel at the same time.

Here is a video inflight of the Stall Page

 

Simulator Training

Simulator Training

Just completed my Simulator Training today. Something Pilots should do on a regular basis, we do it every 6 months. The simulator is the environment where many different scenario's and emergencies can be demonstrated.
These devices are full motion and give a totally realistic atmosphere. In fact its so real, sometimes you forget your not in the actual airplane. Simulator's started being used in the mid to late 60's. Before that, much of the training was done in the actual airplane. This was expensive and sometimes dangerous. These first generation sims were basic compared with todays standards, but provided a much better training environment. Today, simulators are more complex than the airplane it represents and sometimes costs more!
Check out these video's, they are inside a Corporate Jet sim and also showing the building they are housed. Hope you enjoy....

Bob Hoover

Bob Hoover;  RIP

We lost an American Hero this morning. Bob Hoover died today, he was 94. He was considered by many to be the best "stick and rudder" pilot ever! Besides my Dad, he was one of my Hero's. I first saw him perform at the Cape May Air Races in 1971, I was 9 years old. Everybody around me watching Bob was amazed, even at a young age, I knew this was something special.
I saw him perform many times, in many different aircraft over the years, all spectacular. The last time I saw him live was at Oshkosh, his last performance there. He was to go last, after quit a line up of acts. When it was Mr Hoover's turn, all the airshow pilots that had performed that day where standing on the ramp watching. They were watching in amazement, as was everybody that day. We knew we were watching the best Pilot ever perform his last Airshow.
He was a Humble Man, and one Hell of a Pilot.

Please click on the link below to see Bob Hoover pouring Ice Tea during a barrel roll.

Bob Hoover pouring Ice Tea

Professional Pilot Career Guide

Professional Pilot Career Guide

A valuable employment tool, the Professional Pilot Career Guide provides a complete source book of professional flying opportunities. This updated guide contains detailed coverage of pilot ratings and practical test standards-plus goal-achieving tips on job hunting, networking, regional airlines, the majors, and more.
Written by career pilot and aviation-industry expert Robert P. Mark, this vital reference offers a real-world look at what it's like to fly for the airlines, corporations, or charter companies, together with guidance on pay, benefits, types of aircraft, and future prospects. Packed with illustrations, Professional Pilot Career Guide features:
• Full coverage of aviation training-where to get it and how to finance it
• The latest airline, corporate, and charter employment opportunities
• 200 common interview questions-and the 10 most frequent interview mistakes
• Current information on the best-paying flying jobs
• Valuable advice on PC-based job search techniques
• In depth pilot interviews
• Essential internet resources
• Inside This Cutting-Edge Employment
• Resource for Today's Pilots

Available;                         

 www.proflight1.com/Professional-Pilot-s-Career-Guide-p/ppcg.htm

Collns Proline 21 ; Download a flight plan to the FMS 5000.

Collins Proline 21

Down load your Flight plan to the FMS 5000, watch this video to learn how!

Collins Proline 21 - Progress Page 2

Collins Proline 21

Another great page of the FMS 5000, is progress page 2. Here we can see the wind information, Headwind, crosswind and actual wind direction and velocity. Temp in SAT and ISA Dev. Also, I think the best info of the page, the XTK ( cross track ). This is the distance you are from the course or airway. Great tool when on a intercept angle to an airway or localizer.

The Progress page can be found on the Index page, right side ( R5 ).

Hope this information is helpful.

    

Collins Proline 21

The FMS 5000 in the Collins system has many configuration and display options. I think one of the best for SA (Situational Awareness) is the Display Menu(DSPL MENU). Here you have options that you can display on the MFD like Nearest Airports, Hi & Lo Nav Ids, etc...

These options give better Awareness if things were to go south in a hurry. You will be one or two steps ahead having this information available for a better outcome in a potential Fire/Smoke, Engine Loss or Pressurization Problem.

Thirteen A-12s were built for the CIA.  Two M-21 variants, built to carry the Mach 4 D-21 drone, were also produced. An interceptor version was developed for the Air Force as the YF-12A. Ninety-three Lockheed F-12B interceptors were ordered though Secretary of Defense Robert S. McNamara  refused to release the funding for production. After three years, the order was cancelled. The Air Force liked the A-12, however, and ordered 32 of the more widely known two-place SR-71A “Blackbird” reconnaissance ships.

Powerplant of the Challenger 300, Honeywell HTF7000. 6826 lbs of thrust!

Coming Soon, Collins Proline 21 FMS helpful hints!